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THE ROLE OF METALLURGY IN ENHANCING BENEFICIATION .
Iron ore •Some iron ore only requires crushing and no processing. This is referred to as "direct shipping ore" (DSO). •Most South African iron ore does require processing which involves DMS or gravity concentration, usually jigging. •Arcelor Mittal South Africa uses lump (-25 +8 mm) iron ore in their blast furnaces and fine iron ore (-8learn more
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Iron ore crushing process,iron ore crushing plant shibangchina application ironorecrushingprocess html. SBM is a Professional Iron ore crusher manufacturer,Our Iron ore crusher has been exported 167 countries and are widely used in global mining and construction industry . Inquire Now; iron ore pelletisation process Rock Crusher MillRocklearn more
Processes for Beneficiation of Iron Ores – IspatGuru
Crushing and grinding. Beneficiation begins with the crushing and grinding along with wet or dry classification of extracted ores in preparation for further activities for the enhancement of iron content of the ores. Crushing and grinding is a multi staged process and may use dry or wet ore feed.learn more
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Beneficiation is the process where ore is reduced in size and gange separated from the ore. Since all iron ore deposits ... surface for further beneficiation. Crushing ... design and construction of many iron flotation circuits globally. SGS MINERALS SERVICES – T3 SGS 960 3learn more
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processing facility located on the Mesabi Iron Range of Minnesota. Creating steel from low-grade iron ore requires a long process of mining crushing . Get Price; 11.23 Taconite Ore Processing - EPA. Sep 27 2012 Processing of taconite consists of crushing and grinding the ore to by the crushing steps the iron-bearing particles must be concentrated.learn more
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flow chart diagram for iron ore and gold beneficiation. Reviews 216 tanzania gold beneficiation process flow chart. iron ore crushing plant india state wise iron ore reserves in india crushing iron ore machine silver highvalue tableware milling process for uranium ore white cement Flow chart of gold ore beneficiation processing plant. Inquire Nowlearn more
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Iron Ore Processing description: Iron ore beneficiation process should be as efficient, simple to the extent possible in the most appropriate process to achieve the best effects. In the concentrator, the crushing and grinding operations of equipment investment, production costs, power consumption and steel consumption is often the largest ...learn more
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Crushing And Grinding Of Iron Ore. mining crushing and grinding circuits iron ore. crushing circuit for iron ore process example of a quarry. 25 ton hard rock gold ore crusher manufactur autospec beneficiation process for the concentration f iron ore the process of mining lithosphere of 10 t h stone crushing plant t ph grinding machine sharjah quotwhere are the gold mines in south africa the ...learn more
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Iron Ore Process Flowsheet Plant Design Indain. flow sheet plant of silver sivahospital. flow sheet design for iron ore beneficiation plant. Iron Ore Product & Markets The Silver Yards wet beneficiation plant operates on a seasonal, in June 2013 and is designed to increase the wet plant's production capacity and Silver Yards Flowsheet and Description Process Flow Sheet.learn more
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iron ore processing flowsheet nagelsalon-artcreatives. 5tons smale rock gold plant flowsheet icanwaitingchild. Customized products and processing flow sheet can be designed and for various ores beneficiation, including iron ore, tin ore, copper ore, gold ore, Get Price Jiangxi Hengcheng Mining Equipment Co., Ltd. Trommel Screen .learn more
Hematite Processing by Flotation
Direct shipping of high grade iron ore, because of depletion or partial depletion of reserves, or high costs of operation has forced operators to use some means of beneficiation to produce an acceptable product with the lower grade iron ore reserves. Deposits of comparatively lower grade iron ore that remain relatively untouched or by-passed, are now most important because of increase in ...learn more
Advances in Low Grade Iron Ore Beneficiation
iron ore is expected to rise by more than 200 million tonne per year to meet the internal demand & export. This additional requirement of iron ore will need beneficiation of low grade ore/fines to get the major portion of increased demand. This paper deals in brief to use of available methodologies for beneficiation of iron ore in Indian context.learn more
Ore Beneficiation - an overview | ScienceDirect Topics
E. Donskoi, ... J.R. Manuel, in Iron Ore, 2015. Abstract. To evaluate an iron ore resource, develop processing routines for iron ore beneficiation, and understand the behavior of the ore during such processing, extensive mineralogical characterizations are required.For calculating mineral associations, mineral liberation, grain size and porosity distribution, and other textural data, reliable ...learn more
Difference Between Beneficiation Plant And Screeining ...
Iron Ore Extraction Process Flow Diagram | Manganese Crusher. Search iron ore extraction process flow diagram to find your need. Zenith Mining . and supplier, We supply full crushing and grinding equipment, beneficiation plant .learn more
Schematic diagram iron ore beneficiation plant ...
process flow diagram of iron ore beneficiation plant process flow diagram of iron ore beneficiation plant ChapterGARDGuide This section describes how the geometry, physical properties, and structure of mon mine and process facilities influence or control the production and pathways of ARD. Oline Chat. Iron ore processing plant schematic design.learn more
advantages of dry beneficiation of bauxite - iron ore mining
Bauxite crushing and beneficiation – Caiman Machinery. Bauxite beneficiation technology is a large . of the ore beneficiation technology., Squeeze dry . method and sintering process on the advantages and . aluminum ore mining equipment and beneficiation of bauxite. In the bauxite mine, where beneficiation and ore washing .learn more
Eco-efficient and cost-effective process design for ...
Feb 24, 2015· A significant fraction of iron ore used in steel production comes from magnetite deposits. Magnetite iron ore requires significant beneficiation, which typically involves grinding to a particle size where magnetite is liberated from its silicate matrix. And grinding consumes a lot of energy. This article investigates eco-efficient alternatives for the process design for magnetite iron ore.learn more
Processing plant | Roy Hill
Processing plant. The processing plant consists of six individual scrubbing, screening and de-sanding circuits. The wet scrubbing units are used to break down the sticky clays attached to the ore, into a fine suspended clay fraction suitable for subsequent wet beneficiation. Beneficiation is the process of separating the valuable material from thelearn more
iron ore crusher plant design step by step
May 19, 2015 Before concentration, metal ores have to be crushed and ground in order for the downstream physical separation, but is also the processing step within Using these geometallurgical domains in the design of ore beneficiation plants size, different tests ranging from crushing to .learn more


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License Title and Method of Procedure - A contractor's license is obtained like a Sole Proprietor, Company, Partnership or LLC, and issued in the precise identify mentioned on the economic statement, that's furnished by the operator of the entity (FYI - designated Qualifying Agents will not be viewed as the operator of the license). Contractors should bid in the precise title stated around the license.
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Removing a broken screw from a workpiece is arguably one of the most common (and most frustrating!) challenges any professional or DIYer will face. Since a screw can break or be stripped due to a variety of factors, this video illustrates a few different methods you can employ to remove the screw and get back to work, fast! Subscribe to our YouTube Channel to check out more awesome videos like this one!
Utilizing a center drill (also known as a combination drill & countersink) to remove a broken screw is typically a quick way to make a hole in the center of the screw that will allow you a surface within the screw to 'catch' again (assuming here the screw is stripped or the head of the screw is broken off). This method is ideal when the screw is in a thru hole. Simply insert a center drill into a power drill and drill into the center of the screw, drilling at a slight angle initially to break into the screw's uneven surface. Once the hole is created, you can use a left handed center drill (reversing the rotation of the power drill) to penetrate the new hole you've made to remove the screw.
Method 2: UsE A Left Handed Center Drill To Extract A BRoken Screw
This method is ideal when a screw is broken in a blind hole, being the screw typically will be 'stuck in place' and this will provide the resistance necessary for a left handed center drill to work effectively. Again utilizing a left handed center drill in a power drill (reversing the rotation of the power drill), align the left handed center drill as closely as possible with the center of the broken screw. Once it catches, simply back it out as illustrated in the video to remove the screw.
Method 3: UsE A Drill & EZ OUt Thread extractor
This method is ideal when a screw is broken in a blind hole and method 2 has been attempted, but has failed. Use a jobbers drill to drill into the center hole (that the left handed center drill created during your attempt at method 2) and drill completely through the screw, careful to use a drill diameter that will not damage the screw's threads. Once the hole has been created, insert an EZ-Out thread or screw extracting tool and using a tap handle, reverse the screw out of the workpiece to remove it.
Tech Team Pro tip:
Having a lot of difficulty removing a screw? There's a good chance you need some heat! Using a torch and applying heat to the screw for a few moments often loosens and softens the hold thread locker that may have been applied to the screw has on it, allowing you to more easily back a screw out of a hole and remove it!
Download and print the tap drill chart pdf for a quick reference table that will help you select the right tap and drill for your application, every time! Our comprehensive chart includes standard sizes, metric sizes, plug tap sizes and an 'at a glance' listing of the most popular tap drill sizes.


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Because of the low exhaust
gas temperatures of condensing boiler systems, the exhaust gas transport can
not be realised using the natural buoyancy of the gas.
- Give reasons for the
modifications that are necessary because of this in contrast to the conventional
way to remove exhaust gases.
- Explain in more detail
how the exhaust gas removal has to be realised with condensing boiler systems.
Since the exhaust gases
are condensing in the exhaust gas pipe, humidity insensitive materials have
to be used for the exhaust gas pipe.
- Explain and give reasons
which installation has to be there in the case of exhaust gas pipes of condensing
The so called "concentric
shaft arrangement" of the exhaust gas pipe is based on the countercurrent
principle (second possibility: "parallel shaft arrangement").
- Explain the terms "concentric"
and "parallel shaft arrangement".
- Draw the two different
Condensing boiler systems
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The Wendelstein 7-X stellarator is the pride and joy of the Max Planck Institute of Plasma Physics in Greifswald. It is the biggest example of its kind, a stellarator being a type of fusion reactor that has gained new interest in recent years.
In addition to their current batch of new experiments, the international research team is also reviewing data from the first experiment campaign in 2016. Together with the findings of their new campaign, they hope to better understand the still-obscure science of thermonuclear fusion.
The study's author, Shaocheng Liu, published his team's findings in the science journal Physics of Plasmas. In the report, he and his teammates presented the first detailed description of the turbulent plasma found at the outer edge of the stellarator. (Related: MIT researchers working on a nuclear fusion superconductor that will generate carbon-free limitless energy within 15 years.)
The Wendelstein 7-X reactor works by bringing ionized helium up to 122 million degrees Fahrenheit (50 million degrees Celsius). The incredibly hot helium is then contained by powerful magnets made from superconductors that are kept at a very cold -454 million degrees F (-270 million degrees C).
The superconducting magnets generate magnetic fields that are shaped like helices. This magnetic toroid traps the helium ions within it.
The designers of the Wendelstein 7-X took great care in optimizing the fields that comprise the toroidal shape. High-speed charged particles cannot penetrate its surface.
However, the heated plasma confined within the magnetic toroidal field often undergoes turbulence. These disturbances send heat and particles moving across the surfaces of the toroid. Eventually, the disturbed particles will hit the first wall that envelops the plasma.
A better understanding of the traits of the disruptive turbulence would lead to the creation of more practical fusion reactors that can produce electrical power. While it is very advanced, the Wendelstein 7-X remains an experimental device, a stepping stone to a full-fledged design.
"Particles need to be transported to the target, to the outside, and this edge region is very important for particle confinement," wrote Liu in the report.
In their experiment, Liu's team took the first-ever measurements of the plasma turbulence at the edge of the stellarator. They used a combined probe head on the multi-purpose manipulator of the reactor to determine the characteristics of this scrape-off layer.
They reported three items of interest about the plasma turbulence. The first is that the turbulence appeared to propagate in the same direction that the helium ions took.
The second is that the spectrum of the turbulence covers the broadband range of frequencies between 240 and 380 kHz. While much lower in terms of fluctuation power than that in the dominant frequency, it also has higher cross-correlation coefficient.
Last but not least, the characteristics of the turbulence changes to match any alterations in the magnetic arrangement found at the edge of the stellarator.
"At the beginning we knew nothing about turbulence behaviors in the Wendelstein 7-X because it's a completely new device," Liu remarked. His team quickly learned that they had to consider every single factor in the nuclear reactor when designing their multi-part probe because the 3D structures affected the behavior of the plasma turbulence.
For more articles about fusion technology and other technological advances, see NewEnergyReport.com.


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Yzatec annonces Y-RIM Piezo, a new line of piezoelectric sensor multichannel conditioners
Yzatec annonces Y-RIM Piezo, a new line of piezoelectric sensor multichannel conditioners providing a scalable and compact solution for complex embedded acquisition systems.
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happens all the time regardless if the engine is hot or cold.
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1999 Mercury Mystique Question: I shift into reverse the car doesn't move until i give it gas? whats wrong?
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12 new Speed Six models to be handcrafted by Mulliner, the oldest coachbuilder in the world.
Bentley Mulliner is to bring the iconic Speed Six back to life with a new and highly exclusive Continuation Series of 12 cars, each mechanically and aesthetically authentic to the Bentley racers that won Le Mans in 1929 and 1930. Created to honour the achievements of the original cars and while continuing to develop and preserve Mulliner’s heritage skills, the new Speed Sixes will become the second pre-war continuation project in the world after the Blower – both created by Bentley Mulliner.
The most successful Bentley racing car of its era, the Speed Six is regarded as one of the most important Bentleys in history, not only further demonstrating the marque’s world-beating performance credentials but also proving the concept of the Grand Tourer – a fast car that remained comfortable and luxurious, and capable of covering huge distances with ease. Every Bentley since has followed the same ethos.
The 12-car series has been designed and will be developed and built, by the same team of Mulliner specialists that have created the Blower Continuation Series – the first pre-war continuation project in the world. This acclaimed run of 12 new 4½ litres ‘Blower’ Bentleys was based on the company’s own 1929 Team Car #2 – the most famous and valuable Bentley in the world, which raced alongside the Speed Six in 1930 – and sold out instantly. The same is true of the new Speed Six continuations, with all 12 cars already reserved by lucky customers around the world.
The Speed Six Continuation Series was announced at the Goodwood Festival of Speed by Bentley’s Chairman and Chief Executive, Adrian Hallmark, who comments:
“After incredible levels of skill were acquired by the Mulliner team through the development of the Blower Continuation Series, and with the success of the cars with their customers, a chance to honour the Speed Six is a fantastic next step. It’s vital that we protect, preserve and develop not just this important part of our heritage, but also the knowledge we’ve gained through working with these classic Bentleys.
The Speed Six is one of the most important Bentleys in our 103-year history, and the 12 cars of the Continuation Series will embody the same values as W.O. Bentley’s originals, crafted by hand with the same meticulous attention both to engineering quality and to fanatical attention to detail. The lucky owners will be able to race their cars around the world, and truly relive the exploits of the original Bentley Boys.”
The Mulliner team will once again be supported by an incredible array of artisans from a number of automotive heritage specialists across the UK, delivering recreation parts that are not only physically identical but in many cases are crafted using the same techniques used in the 1920s. This dedication to complete and total authenticity is integral to the success of such a complex project.
The Speed Six
A high-performance version of the 6½ Litre, the Speed Six became the most successful racing Bentley, winning Le Mans in 1929 and 1930 at the hands of Woolf Barnato, Sir Henry ‘Tim’ Birkin and Glen Kidston.
The Speed Six was an improved version of the 1926 6½ Litre Bentley. W.O. Bentley believed that the best way to increase power was to increase capacity, as opposed to Tim Birkin’s faith in supercharging. He, therefore, developed a new, larger engine to succeed the 4½-litre. With a bore of 100 mm and a stroke of 140 mm, his new straight six had a capacity of almost 6.6 litres.
In base form, with a single Smiths five-jet carburettor, twin magnetos and a compression ratio of 4.4:1, the 6½ Litre delivered 147 bhp at 3500 rpm. 362 examples were built at Bentley’s factory in Cricklewood, north London, on a variety of chassis of different lengths depending on the body style requirements of individual customers.
The Speed Six chassis was introduced in 1928 as a more sporting version of the 6½ Litre. The engine was modified to liberate more power, with twin SU carburettors, a higher compression ratio and a high-performance camshaft, responsible for an increase to 180 bhp. The Speed Six chassis was available to customers with wheelbases of 138 inches (3,505 mm), 140.5 inches (3,569 mm), and 152.5 inches (3,874 mm), with the short chassis being the most popular. 182 Speed Six models were built between 1928 and 1930.
The racing version of the Speed Six had a wheelbase of 11 feet (132 in; 3,353 mm) and a further-developed engine running a compression ratio of 6.1:1 and developing 200 bhp. Two wins at Le Mans in 1929 and 1930 cemented the Speed Six’s place in Bentley history, with the 1929 victory setting a new benchmark for dominance at the race.
Driven by Woolf Barnato and Sir Henry ‘Tim’ Birkin, a Speed Six led from the first lap until the chequered flag, followed by a procession of three other Bentleys. A new lap record of 7:21 had been set by Birkin, taking 46 seconds off the previous best and requiring an average speed of 83 mph, and in covering 2,844 km a distance record was also attained. Such a dominant performance by one manufacturer was not seen again at Le Mans for nearly 30 years.
Recreating An Icon
To deliver 12 new Speed Sixes that are authentic to the design of the racers of 1929 and 1930, the Mulliner team has first created a complete 3D CAD model of the car, from both the original blueprints and a detailed analysis of the original cars. Two cars have been referenced for this process.
“Old Number 3” was the third of three Speed Sixes entered by Bentley into Le Mans in 1930. Despite a difficult race it survived the ordeal and has been immaculately preserved since. Still fully road legal and actively raced by its owner today, Old Number 3 has been a valuable source of design details and reference points for the creation of the new cars.
Alongside Old Number 3, Bentley’s own Speed Six (GU409) – part of Bentley’s expanding Heritage Collection – is a 1929 road car wearing an identical four-seat Vanden Plas body to the original racers and restored to the same specification. GU409 will provide benchmark performance and handling data for the continuation cars, including a full power and torque curve for the 12 new engines to match – or beat.
The first new Speed Six in 92 years will be assembled in the second half of this year, and become the engineering test and development car for the project. Speed Six Car Zero will be retained by Bentley, joining Blower Car Zero as the forebears of the families they help to deliver.


This post is about the quality and certification of solar products.
I’ve had the opportunity to work in the highly regulated and quality-controlled world of the aerospace industry. In this industry, the FAA keeps close tabs on everything that goes into an airplane (rightfully so as there are huge liabilities as a failed part caused a plane to crash!). The regulation helps to ensure the quality of the airplanes parts.
Now, when I say regulation, what I’m referring to is a vast network of strict requirements for each product. Each product must adhere precisely to these specifications before it is allowed to be put in an airplane. This includes things like size, workmanship, material, performance… and the list goes on and on.
Now how does this relate to the solar industry? Compared to aerospace, the solar industry is still in its infancy. But, there are still a ton of independent regulators ensuring the quality of solar products, namely SRCC (Solar Rating & Certification Corporation). A comprehensive list of certifying agencies can be seen here: http://www.solarbuzz.com/ProductCertifications.htm
So, what do these certification mean? Some certifications like ISO attempt to assure that your manufacturing processes do not give room for production errors. Others agencies ensure the safety and usefulness of the product.
Let’s take a solar panel mounting system on the roof of a house.
Without knowing much about the product, we could still venture a guess at some of the requirements. The mounting system has to:
- Be resistant to severe weather
- Attach to a roof and prevent the solar panels from slipping
- Be the correct size to hold the solar panel, while being unobtrusive to sunlight
- Have durability to last the length of a solar panel warranty (>20 years)
In order to be certified by the particular agency, the mounting system manufacturer may have to perform tests on their product to prove they pass the requirements. For instance if a manufacturer wishes to prove its mounting system is “resistant to severe weather”, it may have to pass the following environmental tests (these are not actual requirements; they are just an educated guess as to what a mounting system manufacturer might have to prove):
- Hot and Cold Temperature Cycling
- Severe Rain and Wind Tests
- Golf-Ball Sized Hail
- Lightning Strikes
If you don’t think Golf-Ball Sized Hail should be a test, take a look at this video (fast-forward to 1:30).
The bottom line is that these tests are necessary, but can be very expensive (another cost delivered down to the consumer). How does one reduce these testing costs? I’ll save this for another post in the near future.


Chenab Arch Bridge in Jammu and Kashmir: WATCH this video by railways to know all about world's highest rail bridge arch, 30-mts higher than Eiffel Tower
The steel arch of rail bridge over Chenab River in Jammu and Kashmir is reaching its completion stage and has several 'firsts' to its name. It is being built over River Chenab in Jammu and Kashmir.
The steel arch of rail bridge over Chenab River in Jammu and Kashmir is reaching its completion stage and has several 'firsts' to its name. It is being built over River Chenab in Jammu and Kashmir. Once completed, the rail arch bridge will connect the Kashmir Valley with the rest of the country.
The Ministry of Railways posted a video from its official Twitter handle that sort of gives you glimpse about all you need to know about this Engineering Marvel.
Sharing the video, it wrote, " Railway Arch bridge on Chenab: Watch this video to learn some interesting facts about the highest arch Railway bridge in the world."
Railway Arch bridge on Chenab:
Watch this video to learn some interesting facts about the highest arch Railway bridge in the world. pic.twitter.com/2uWs3lGmbj
— Ministry of Railways (@RailMinIndia) March 13, 2021
Earlier in late February, the Ministry of Railways has informed about progress of the projcet.
"Reaching Arch Completion: The steel arch of Chenab bridge, World's highest Railway Bridge, finally reaching at closure position," the Ministry of Railways had tweeted.
Dubbed as World's highest Railway Bridge, 1.315-km long Chenab bridge is being built above the Chenab river at a height of 359 metres in Jammu and Kashmir.
Popularly known as Anji Khad Bridge, the country's first cable-stayed Indian Railways bridge, will come up on Udhampur-Srinagar-Baramulla Rail Link (USBRL) section of Northern Railway in Jammu & Kashmir. The project is being developed by the Konkan Railway.
On the same day in February, Railways Minister Piyush Goyal also took to Twitter to inform public about it. He wrote," Infrastructural Marvel in Making: Indian Railways is well on track to achieve another engineering milestone with the steel arch of Chenab bridge reaching at closure position. It is all set to be the world's highest Railway bridge Bridge at night."
It is the most challenging project in the post-independent history of the national transporter, Konkan Railways had said. News agency PTI had quoted Sanjay Gupta, Chairman Konkan Railway, saying that the world’s highest railway bridge, connecting Kashmir with the rest of India through a rail line will be completed by December 2021.
At 359 metres above Chenab, this rail bridge will also be 30 meters higher than the iconic Eiffel Tower in Paris, France.
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Comprehensive Overview of Horizontal Directional Drilling: Spotlight on Ditch Witch and Vermeer
Horizontal Directional Drilling (HDD) is a trenchless construction method used for installing underground pipes, conduits, and cables with minimal surface disruption. Two leading manufacturers in this field are Ditch Witch and Vermeer, each offering a range of HDD equipment tailored to various needs and conditions.
### Ditch Witch Horizontal Directional Drills
Ditch Witch's HDD lineup is known for its robustness and versatility, catering to a wide range of drilling needs:
1. JT Series
- JT5 to JT100: This range includes models like JT5, JT10, JT20, JT24, JT28, JT32, JT40, JT60, and JT100. Each model is designed for specific drilling capacities, from light residential utility installations with the JT5 to heavy-duty, large-scale operations with the JT100. The progression in model numbers typically indicates an increase in power, size, and drilling capabilities.
2. AT Series (All Terrain)
- AT32 to AT120: The AT series, including models like AT32, AT40, AT60, AT100, and AT120, is engineered for challenging terrains. These models excel in mixed ground conditions, offering enhanced drilling capabilities and increased power to tackle a variety of soil types and obstacles.
### Vermeer Horizontal Directional Drills
Vermeer's HDD equipment is known for its innovative technology and efficient design, suitable for a range of drilling operations:
1. D Series
- D8x12 to D60x90 S3 HDD: This series includes models such as D8x12, D10x15 S3, D20x22 S3, D23x30 S3, D23x30DR S3, D24x40 S3, D40x55 S3, D40x55DR S3, and D60x90 S3 HDD. Vermeer's S3 designation stands for speed, simplicity, and sound, reflecting the design philosophy of these drills. These models range from compact units designed for tight urban spaces to larger rigs capable of handling major infrastructure projects.
### Comparison and Application
Both Ditch Witch and Vermeer offer HDD solutions that cater to a variety of drilling needs, from small-scale residential installations to large commercial projects. The choice between the two brands often comes down to specific project requirements, such as the drill's power, size, terrain adaptability, and the nature of the underground installation.
Horizontal Directional Drilling technology continues to evolve, with Ditch Witch and Vermeer at the forefront of innovation. Their extensive range of drills, from the Ditch Witch JT5 to the Vermeer D60x90 S3 HDD, demonstrates their commitment to providing solutions for a wide spectrum of underground construction challenges. As HDD becomes increasingly popular for its minimal environmental impact and efficiency, the significance of these advanced drilling machines in modern construction cannot be overstated.


Tire Size 265/70r17 vs 255/75r17
The main difference between the two tire sizes is the width and sidewall height. The 255/75R17 tire is 0.4 inches (10 mm) narrower and has a 0.5 inches (13 mm) taller sidewall than the 265/70R17 tire.
265/70r17 vs 255/75r17
By referring to this comparison table, you can better understand the distinctions between 265/70r17 and 255/75r17 tire sizes.
Replacement tires should be within 3% of the original tire’s overall diameter to avoid issues. The 255/75R17 is 1.4% larger in diameter than the 265/70R17, so it falls within the recommended 3% limit.
Both tires should fit most vehicles designed for 17-inch wheels without modifications.
The 255/75R17 provides 0.23 inches (5.75 mm) more ground clearance due to its taller sidewall. This extra clearance benefits light off-roading, clearing obstacles, and preventing scraping on uneven roads.
However, the larger diameter causes a 1.4% lower speedometer reading compared to the 265/70R17.
The narrower 255/75R17 has a more minor contact patch and less rotational mass, resulting in slightly better fuel efficiency.
The wider 265/70R17 has more rolling resistance, decreasing gas mileage. The 255/75R17 is the more efficient choice for daily driving and long trips.
The taller 70 aspect ratio sidewall of the 265/70R17 absorbs road impacts better than the shorter 65 aspect ratio of the 255/75R17.
This provides a smoother ride over uneven pavement. However, the difference is minor, and both deliver a comfortable ride.
Visually, the 255/75R17’s taller sidewall gives a slightly “stretched” look compared to the 265/70R17. This can suit the aesthetics of trucks and SUVs well. However, the difference is subtle and subjective.
Handling & Stability
The shorter sidewall and wider tread of the 265/70R17 provide enhanced responsiveness and handling over the taller 255/75R17. But both tires deliver stable handling for regular driving conditions.
Noise & Vibration
With a shorter sidewall, the 265/70R17 transmits more road noise and vibration into the cabin. The taller 255/75R17 sidewall dampens vibrations better for a quieter ride. However, the differences are minor.
Durability & Wear
The narrower 255/75R17 may exhibit slightly more even treadwear and longer life than the wider 265/70R17. The lighter 255/75R17 also causes less strain on suspension components.
Performance in snow, ice, rain, and off-road is very similar between the two. The 255/75R17’s narrower tread can cut through to the road surface well in snow/ice.
The 265/70R17 provides a bit more traction off-road. Both handle adverse conditions adequately.
At an actual vehicle speed of 20 mph, the speedometer reading is slightly lower with 255/75r17 tires compared to 265/70r17 tires. Specifically, the speedometer indicates 20.29 mph with 255 tires and 20.00 mph with 265 tires.
This 0.29 mph difference is due to the smaller diameter of the 255 tires. While drivers may notice a minor decrease in indicated speed with the 255, the discrepancy between these tire sizes is relatively small overall.
Overall, the 265/70R17 and 255/75R17 perform well as tire options, each having minor advantages over the other depending on priorities.
For drivers focused on fuel efficiency and a smooth ride, the 255/75R17 is likely the better choice, as its narrower tread width reduces rolling resistance for improved gas mileage.
At the same time, its taller sidewall absorbs bumps in the road more effectively. However, for those who value responsive handling and traction in loose terrain, the wider tread and shorter sidewall of the 265/70R17 offer marginally better performance.
When selecting between these two similar sizes, carefully consider your specific vehicle’s typical driving conditions and needs. Consulting the owner’s manual or an experienced tire retailer can help determine which size fits your automotive needs and preferences better.
While both deliver capable real-world performance, subtle differences in size can translate to noticeable variations in fuel economy, ride comfort, handling precision, and off-road capability.
Meet Caitlin McCormack, a Tire Size Expert and Blogger Passionate About Everything Related to Tires. With Years of Experience in the Tire Industry, Caitlin Has Become an Expert in Tire Sizes and Their Impact on Vehicle Performance.


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This 7.0 GPM is our largest and strongest pump. Typical applications include water transfer, heavy duty spraying, high pressure cleaning, agricultural spraying, fertilizer transfer, and roof cleaning. We stand by our quality with a 2 year warranty.
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Date registered: Nov 2012
Vehicle: 1997 S500 Coupe & 1994 S500 Coupe
Mentioned: 0 Post(s)
Quoted: 64 Post(s)
First off, I think you need to find a new mechanic, he's charging you through your nose without him diagnosing correctly, he's just going for a hit and miss method. The rear shocks should be fine, the accumulators and mounts are fine. The valve MAY be a problem, but very easy way to check it. When on a lifted platform where the wheels are down, adjust the valve and see if it moves up and down, if it moves up and down, it's working fine. Or, you could sit in the trunk and see if it sags or compensates for your weight, if it does, it's fine. You might have air bubbles in the valve/system so just move the valve up and down a couple of cycles to have the car go up and down to get rid of them. The PUMP is FINEEEEE because it's the same pump for power steering, power steering pump is what pushes the hydraulic fluid to the shocks and accumulators.
The possible issue may be the nutorious subframe mounts. Rich.Organic replaced everything in the suspension and the subframe mounts ended up being the issue.
And like Brett San Diego asked, do you have ADS?
Last edited by Perkunas; 02-14-2013 at 05:48 PM.


All-new 2007 Jaguar XKR At-A-Glance Highlights
- 4.2-liter, supercharge V8 engine developing 420bhp and 413 lb.-ft. (560Nm) of torque
- 0-60mph acceleration in 4.9 seconds and 155mph (electronically limited) top speed
- All-aluminum construction means a lighter, stiffer vehicle, which improves handling and agility. At 3,671lbs (1,665kg), the Coupe is 154lbs (70kg) lighter than its predecessor, while the 3,781lbs (1,715kg) Convertible is 220lbs (100kg) lighter than its previous XKR Convertible
- Uprated springs and dampers, and recalibrated Computer Active Technology Suspension (CATS) system for enhanced ride and handling
- Class-leading six-speed automatic transmission with steering-wheel-mounted shift paddles
- Active Exhaust System to ensure cruising speed refinement, but purposeful V8 roar under hard acceleration
- Subtle XKR exterior styling enhancements include a sportier grille and front bumper design, vented hood, unique aluminum-effect side power vents and new wheel designs
- Enhanced interior includes unique aluminum 'weave' design on the fascia (polished burl walnut is optional at no extra cost) and XKR sports seats
- Intuitive controls and driver-focused technologies are available – including Keyless Entry, Keyless Start, advanced Touchscreen and Active Front Lighting
THE ALL-NEW SUPERCHARGED JAGUAR XKR COUPE AND CONVERTIBLE – EXHILIRATION DEFINED
IRVINE, Calif, June 30, 2006 – Jaguar is proud to announce its new supercharged sports cars – the 2007 Jaguar XKR Coupe and Convertible. Making its global reveal at the 2006 London Motor Show on July 18, 2006, the all-new XKR takes the Jaguar experience to new heights.
Designed in parallel with the naturally aspirated 2007 XK Coupe and Convertible, the new supercharged XKR makes intelligent use of practical, modern technology such as its industry-leading aluminum monocoque body structure. In fact, the new XKRs' aluminum chassis are significantly lighter and stiffer in both Coupe and Convertible form than the steel counterparts they replace.
A 420bhp, 4.2-liter supercharged V8 engine makes the Jaguar XKR capable of rapid 0-60mph performance in just 4.9 seconds (XKR Coupe) and produces an electronically limited top speed of 155mph.
Both XKR Coupe and Convertible exhibit enhanced performance styling cues such as a sportier new grille and front
bumper design, a vented hood and distinctive aluminum-effect side power vents. Its unique option 19- or 20-inch alloy wheel designs and standard quad-exhaust system also add to its overall presence.
"The new supercharged XKR captures perfectly the essence of what makes a Jaguar XK so special," commented Bibie Boerio, Jaguar Cars managing director. "It is a perfect combination of refined Grand Tourer and serious performance sports car that delivers a truly rewarding and exhilarating driving experience."
Building on the excellence of the 2007 XKs introduced in 2005, the 2007 XKR is the epitome of a contemporary sports car and perfectly illustrates Jaguar's philosophy of building beautiful, fast cars. It combines beauty with power, and style with dynamism to deliver a world-class performance automobile.


|Numéro de publication||US8684052 B2|
|Type de publication||Octroi|
|Numéro de demande||US 11/813,431|
|Date de publication||1 avr. 2014|
|Date de dépôt||28 août 2006|
|Date de priorité||24 oct. 2005|
|Autre référence de publication||CN101296784A, CN101296784B, DE102005050783A1, EP1945412A2, EP2161111A2, EP2161111A3, EP2161111B1, US20080110529, WO2007048652A2, WO2007048652A3|
|Numéro de publication||11813431, 813431, PCT/2006/65715, PCT/EP/2006/065715, PCT/EP/2006/65715, PCT/EP/6/065715, PCT/EP/6/65715, PCT/EP2006/065715, PCT/EP2006/65715, PCT/EP2006065715, PCT/EP200665715, PCT/EP6/065715, PCT/EP6/65715, PCT/EP6065715, PCT/EP665715, US 8684052 B2, US 8684052B2, US-B2-8684052, US8684052 B2, US8684052B2|
|Cessionnaire d'origine||Robert Bosch Gmbh|
|Exporter la citation||BiBTeX, EndNote, RefMan|
|Citations de brevets (24), Classifications (4), Événements juridiques (2)|
|Liens externes: USPTO, Cession USPTO, Espacenet|
The invention described and claimed hereinbelow is also described in German Patent Application DE 10 2005 050 783.2 filed on Oct. 24, 2005. This German Patent Application, whose subject matter is incorporated here by reference, provides the basis for a claim of priority of invention under 35 U.S.C. 119(a)-(d).
The present invention relates to a device with a profiled rod and at least one fastening element.
Publication US 2004/0221923 A1 makes known a device with a profiled rail and two fastening elements for mounting a machine tool and/or a work piece on the profiled rail. Each of the fastening elements includes two clamping jaws, and a first clamping jaw is operatively connected with a spring. The spring serves as clamping means for clamping the clamping jaw onto the profiled rail.
The present invention relates to a device with a profiled rail and at least one fastening element of a machine tool and/or a work piece on the profiled rail. The fastening element is provided to grip the sides of the profiled rail; it includes at least one clamping jaw and clamping means operatively connected with the clamping jaw for clamping the clamping jaw onto the profiled rail.
It is provided that the clamping means are designed as an eccentric lever.
By using leverage to produce a clamping force, a stable hold with a strong clamping force can be attained in a comfortable manner and, in particular, without the use of tools. Advantageously, the fastening element can be prevented from accidentally becoming detached from the profiled rail, which can be dangerous, and which can occur, e.g., with clamped connections produced by spring force. Safety risks can therefore be eliminated when mounting machine tools, in particular, such as circular saws, cross saws or mitre saws.
The eccentric lever can include an eccentric cam or a pin or bolt that is positioned eccentrically relative to a fixed swivel axis of the eccentric lever.
A particularly secure hold can be attained when the clamping means are provided to fix the clamping jaw in a clamped position in a form-fit manner. In this context, the term “provided” should be understood to also mean “designed” and “equipped”. The clamped position of the clamping jaw is characterized, in particular, by a clamping surface of the clamping jaw bearing against a corresponding mounting surface of the profiled rail with a contact force or clamping force.
A particularly robust fastening element is obtainable when the clamping means are supported in the fastening element such that they are displaceable along a straight line. Highly stressed pivot axes can be prevented in particular.
When a maximum displacement travel of the clamping means is at least so great that the fastening element can be lifted off of the profiled rail when the clamping means are in a released position, the fastening means or machine tool can be connected with the profiled rail in a particularly rapid and convenient manner.
A particularly dust-resistant fastening device as can be attained using simple design means when the operative connection between the clamping jaw and the clamping means is produced by an eccentric cam integrally formed on the clamping means.
In an alternative embodiment of the present invention, the operative connection between the clamping jaw and the clamping means is produced by a connecting rod that is connected eccentrically with the clamping means. As a result, a transfer of force via a body of the fastening element can be prevented.
When the device includes safety locking means for securing the clamping jaw in a clamped position, the clamping means can be effectively prevented from becoming accidentally released.
When the safety locking means automatically engage in the clamping means when the clamped position is reached, it can be ensured that the device cannot be used without actuating the safety locking means. In particular, when the clamping jaw is fixed in its clamped position by the clamping means in a form-fit manner, the leverage of the clamping means can improve the effect of the safety locking means, and, in fact, compared with embodiments of the present invention with which the safety locking means engage in the clamping jaw directly.
In an alternative embodiment of the present invention, the safety locking means engage in the connecting rod.
When the device includes a second clamping jaw with a clamping surface designed as mirror image—relative to a plane of symmetry of the profiled rail—of a clamping surface of the first clamping jaw, it is possible to choose any orientation of the fastening element relative to the profiled rail. As a result, the device can be adapted to various applications in a more flexible manner. In addition, asymmetric wear can be prevented.
A particularly large variety of machine tools and/or work pieces can be mounted on the profiled rail using the fastening element when the device includes at least one threaded plate that is displaceable relative to a frame of the fastening element. By displacing the threaded plate, the fastening element can be adapted to various hole patterns in the machine tool and/or the work piece without the need to create additional holes.
Particularly easy installation of the fastening element on the machine tool and/or the work piece can be attained when the displaceable threaded plate is accessible from both sides of the frame of the fastening element, and/or when the frame includes an engagement recess in the region of the displaceable threaded plate. The device can form a complete, portable work bench when the profiled rail is equipped with collapsible support legs. User comfort can be enhanced further when the profiled rail is equipped with a handle.
When the profiled rail includes a holding device for holding a screw tool, transport and set-up of the device, e.g., at a work site, can be simplified.
When the profiled rail includes a fastening groove for mounting a machine tool and/or a work piece, the spectrum of applications for the profiled rail can be expanded.
Transport can be made even more comfortable when the profiled rail is equipped with a handle.
Further advantages result from the description of the drawing, below. Exemplary embodiments of the present invention are shown in the drawing. The drawing, the description and the claims contain numerous features in combination. One skilled in the art will also advantageously consider the features individually and combine them to form further reasonable combinations.
Portable work bench includes two fastening elements 12 a, 12 a′, which can be clamped onto profiled rail 10 a. Any type of machine tool, particularly electrical machine tools, and work pieces can be screwed onto fastening elements 12 a, 12 a′, or they can be connected with fastening elements 12 a, 12 a′ in any other manner deemed suitable by one skilled in the art. The machine tool or the work piece can then be connected with profiled rail 10 a comfortably and rapidly using fastening elements 12 a, 12 a′.
Fastening element 12 a includes—on its underside 20 a facing profiled rail 10 a—a first, movable clamping jaw 22 a and a second, fixed clamping jaw 24 a. Clamping means 26 a operatively connected with first, movable clamping jaw 22 a are located at one end of longitudinal fastening element 12 a and are designed as a pivotable eccentric lever capable of pivoting around a pivot axis 32 a extending parallel to a longitudinal axis 28 a of profiled rail 10 a.
A top side 34 a of fastening element 12 a that faces away from profiled rail 10 a when in the installed state includes a first threaded plate 36 a capable of being displaced along longitudinal axis 30 a of fastening element 12 a and along longitudinal axis 28 a of profiled rail 10 a, and a second threaded plate 38 a, which is fixed in position relative to a frame 40 a of fastening element 12 a (
First clamping jaw 22 a is supported in fastening element 12 a such that it can be displaced along a straight line, and it is connected with clamping means 26 a via a connecting rod 42 a. Connecting rod 42 a is connected with clamping means 26 a via a bolt such that it can pivot around pivot axis 32 a. Clamping means 26 a include an eccentric cam 66 a, which bears against a support tab 74 a of frame 40 a, thereby enabling a swiveling motion of clamping means 26 a to be transferred—by eccentric cam 66 a gliding over support tab 74 a—into a reciprocating motion of connecting rod 42 a and clamping jaw 22 a connected via a connecting bolt with connecting rod 42 a (
Clamping jaws 22 a, 24 a include clamping surfaces 44 a, 46 a designed as mirror images of each other, which bear against fastening ridges 48 a, 50 a of profiled rail 10 a in a clamped position (
Safety locking means 54 a with an integrally formed pin 56 a, which are spring-loaded, rod-shaped, and displaceable parallel to longitudinal axis 28 a of profiled rail 10 a, are located in the region of clamping means 26 a, and they automatically engage in clamping means 26 a when clamping means 26 a reach the clamped position (
Shortly before the clamped position is reached, the reciprocating motion of connecting rod 42 a passes an apex, so that clamping means 26 a fix clamping jaw 22 a in the clamped position in a form-fit manner. In the clamped position, a bore hole in clamping means 26 a overlaps a pin 56 a of safety locking means 54 a, so that the latter automatically snaps into place and engages in clamping means 26 a. To release clamping means 26 a, a user can push safety locking means 54 a back against the force of a spring by pressing on an end 58 a of safety locking means 54, thereby allowing clamping means 26 a to be released.
In an alternative embodiment of the present invention, the safety locking means engage in connecting rod 42 a.
In a released configuration, in which clamping surfaces 44 a, 46 a are further away from each other—by displacement travel 70 a (FIG. 7)—than in the clamped position, a distance between clamping surfaces 44 a, 46 a is at a maximum and exceeds a maximum width 60 a between fastening ridges 48 a, 50 a of profiled rail 10 a, thereby enabling the machine tool and/or work piece to be lifted—together with fastening elements 12 a, 12 a′—in a vertical direction off of profiled rail 10 a. Similarly, the machine tool and/or work piece can be placed on profiled rail 10 a in the vertical direction when clamping means 26 a are released.
An operative connection that exists between clamping means 26 b and a first, movable clamping jaw 22 b is generated by an eccentric cam 66 b integrally formed on clamping means 26 b; eccentric cam 66 b glides along a corresponding mounting surface of clamping jaw 22 b. For clamping, clamping jaw 22 b is pressed onto a profiled rail 10 b in the longitudinal direction of a fastening element 12 b (
|Brevet cité||Date de dépôt||Date de publication||Déposant||Titre|
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|US7210510 *||9 juil. 2004||1 mai 2007||Tracrac, Inc.||Work bench|
|US7222648 *||26 août 2005||29 mai 2007||Durq Machinery Corp.||Bracket assembly for mobile stand|
|US7458403 *||27 janv. 2003||2 déc. 2008||Wolfcraft Gmbh||Tool stand with support frame|
|US20030056631||6 sept. 2002||27 mars 2003||Duginske Mark A.||Woodworking machinery jig and fixture system|
|US20040221923||22 avr. 2004||11 nov. 2004||Welsh Robert P.||Portable work bench|
|USD471287 *||1 août 2001||4 mars 2003||Black & Decker Inc.||Portable work bench|
|EP1275476A2||10 juil. 2002||15 janv. 2003||Black & Decker Inc.||Portable work bench|
|Classification aux États-Unis||144/286.1, 144/286.5|
|6 juil. 2007||AS||Assignment|
Owner name: ROBERT BOSCH GMBH, GERMANY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BREITENBACH, JAN;REEL/FRAME:019522/0018
Effective date: 20070612
|26 sept. 2017||MAFP|
Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551)
Year of fee payment: 4


Red eTap Blip Shift Buttons
SRAM's Red eTap system has taken the cycling world by storm. With it's wireless electronic shifting system, eTap represents a new frontier in shifting performance. The system uses Airea, a proprietary 128 bit transmission system that encrypts each set-up with it's own code, so it cannot be tampered with. The standard shift levers or a control unit called the Blip Box supply the sending signal power, so SRAM developed their satellite shifters for road or aero use as simple wired plug in units. A push of the Blip Shift Button means the shifter or Blip Box will immediately signal to the derailleurs to make the shift. Simple.
With sprinters, climbers and virtually any rider having their own preferences where satellite shifters should be mounted, there are multiple wire lengths available to keep the installation clean. Blip buttons can be mounted out in the open, or even under handlebar tape. Each button has a direct line plug. Each eTap shifter has 2 ports for Blip use, so you can have both Blips located both on the drop and the bar top if you like. This pack is sold with 2 Blips, but they are individual units, so you can use them however you choose. One for the front shifter, one for the rear, etc. If you are using a Blip Box for aerobar set-ups, you have all the same options.
Simply measure the distance in millimeters from the shifter or Blip Box location to the spot where you want to mount the Blip along the surface of the handlebar or aerobar. Then select the appropriate length or lengths that best suit your needs. Once you plug in, you are ready to go, just secure the Blip via the sticky back adhesive and wrap. If you are positioning the Blip outside a taped area, you can opt for rubber Blip Mounts that fasten around the bar. Incredibly simple, entirely user friendly in all regards, and only with Red eTap from SRAM.Return to Top
- Pair of 2 wired satellite shift buttons for SRAM eTap system
- Cable ends plug directly into shifter body (up to 2 per) or Blip Box (4 per, for aerobars)
- Can be mounted anywhere you like, and even covered by handlebar tape
- Measure from desired location to shifter or Blip Box for length required
- Always order up if you fall between lengths for more flexibility
- Hard wired Blip signal is wirelessly sent to derailleur through secure AIREA system
- System is weatherproof
- Sold in pair of individual Blips
- Select length: 130mm, 250mm 450mm, 650mm


If you live in Nevada, you are accustomed to the wild swings in temperature from summer to winter. While you need cooler air in summer, it is equally important to have your heater running smoothly in the winter as well. Most people install their heaters but don’t maintain them. This is not recommended and can lead to several issues and repairs. Here are some of the most common heater problems that Nevada locals face.
The most common problem you can face with your heater is with its filters. They are a crucial part of the HVAC system because they facilitate air flow and allow the system to function properly. Filters can accumulate dust over time and should to be regularly checked and replaced as needed.
If your heater is making a lot of disturbing noise, it may be because of a clogged heater or worn out parts in your system. Abnormal noises can be a sign of a greater issue, so it’s best to get the problem checked out right away. You should have a professional HVAC technician take a look at the system and resolve the problem.
Wear and Tear
Regular wear and tear of your heater is normal. However, the degree depends on your heater brand and how well you maintain it. Most people don’t realize that scheduling regular HVAC maintenance is one of the best ways to prolong the life of your heater. A professional Nevada heating service like Action Air Conditioning, Inc. can help you.
High Utility Bills
If your utility bills are much higher than usual in winter, it may be time to look at how your heater is functioning. First, you should ensure that your ducts are not leaking warm air. Do you need to invest in an energy efficient model? If the problem is not with your ducts, the heater itself could be responsible. If your heater is no longer running efficiently, replacing it will help you save energy and reduce your heating bills in the winter.
If all your rooms in your home are not consistently heated, it may be a sign that something is off in your heating system. Maybe it needs repair or replacement. Or perhaps your old heating system is not able to keep up with your set temperature requirements for all rooms and is only heating the ones closer to it.
Action Air Conditioning, Inc. is family-owned and operated heating and air-conditioning services company. We are one of the best Nevada heating service companies, and we service all popular brands of heaters and air conditioners. We have been serving both residential and commercial customers since 1969. For all your HVAC service needs, contact us at 702-384-5500.


Anchorage Round Sling
Anchorage Round Slings, is a type of lifting or rigging sling designed for securing loads or providing anchor points in various industrial and safety settings, they are often used in height safety applications. These slings are typically used in conjunction with other equipment for working at heights, such as fall protection systems.
In height safety applications, These Slings can be used to create anchor points for attaching personal fall protection systems, such as lanyards or self-retracting lifelines. These slings are versatile and can be employed in various configurations to suit different anchorage situations.
Regular inspection and maintenance of the slings are crucial to identify any signs of wear or damage that could compromise their integrity and safety.
Length : 1,5 mtr
Conforms to : EN795:2012 Type B, EN 566:2017.
Static strength (as per EN 566) > 22 kN
Min. breaking strength: 30 kN.
HS Code : 63079098
Made up of 20 mm wide polyester webbing.


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94 Camry 4 cyl automatic sedan - stalls after driving and engine hot, no check engine lights
Starts great when cold, runs for awhile and stalls while moving, no rough idle-just dies, also happens when cold start and sitting just idling once the engine is hot, noticed the fans don't come on unless AC is turned on-then both fans work, disconnected the NEW engine coolant sensor and fans don't come on; plan on changing the temperature switch next to the coolant sensor and the radiator cooling fan switch; next will be cleaning the IAC. No history on the car since I just bought it. Trying to do stuff I can before it goes to the Toyota guys next week. Any other ideas? Thanks.
Also change your ambient air temp sensor. That is probably your issue as far as the stalling.
could a broken ported vacuum switch cause the problem? when you say ambient air temp sensor are you referring to the sensor in the air filter box top housing? is it suppose to fit snug in the housing? mine seems loose and it has a slight wiggle to it. is that normal? thanks for the suggestion and help. Anyone have a good strategy for taking out a sensor that is really stuck? just curious.....thanks
Yes, I believe that's where it is located. Take some silicone and give a tight seal. See if it changes anything. As for the vac switch, I have never replaced one or had a problem with one. It does control your EGR, so if it's broken, that may be causing your problem.
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Design of Integrated Nanostructured Wicks for High-Performance Vapor Chambers
Date of this Version6-2011
IEEE Transactions on Components, Packaging and Manufacturing Technology ( Volume: 1, Issue: 6, June 2011 )
The performance of passive phase-change cooling devices, such as vapor chambers or heat pipes, may be significantly enhanced by exploiting the superior thermal properties of carbon nanotube (CNT) arrays. The potential for large reductions in overall package resistance with the use of high-conductivity wick materials enhanced with CNT nanostructures is investigated. While such nanostructured wicks feature very small pore sizes that support high capillary pressures, it is shown that the high fluid flow resistance through these dense arrays prevents their use as the lone fluid transport mechanism. It is proposed that evaporator surfaces comprised of nanostructured wicks fed by interspersed conventional wick materials (such as sintered powders) can provide the required permeability for fluid flow while simultaneously decreasing the effective evaporator thermal resistance. Optimization of wicks with integrated sintered and nanostructured areas requires a study of the trade-offs between the greater permeability of the sintered materials and the greater capillary pressure and thin-film evaporation area offered by the nanostructures. A numerical model is developed to estimate the thermal resistance of the evaporator region compared to that of a homogeneous sintered powder wick. The inputs needed for this model include the permeability and the capillary pressure in the two regions. A parametric study is conducted as a function of the ratio of conduction and evaporative resistances for the nanostructured and sintered regions. For a given heat input, the optimal liquid-feeding geometry that minimizes thermal resistance is obtained. In the best cases, the thermal resistance is reduced by a factor of thirteen through the use of the integrated nanostructured wicks compared to the resistance of a homogeneous sintered powder wick.
Nanoscience and Nanotechnology


Small, autonomous flying drones, also called uninhabited air vehicles or UAVs, have the potential to greatly expand our ability to gather information in complex environments where larger vehicles cannot operate. Their missions include delivering medical supplies in the urban canopy, search and rescue in disaster sites such as collapsed structures, collecting climate-change data in forests, and inspecting facilities such as wind turbines. To succeed, they must be highly maneuverable and handle gusts within the atmospheric boundary layer, as well as air disturbances from structures. These UAVs fly in a low-to-moderate Reynolds number regime where the flow may separate over their wings and roll up into vortices associated with unsteady forces, particularly during maneuvers and gusts. Moreover, their wings typically have low aspect ratios (ARs), making the flow highly 3D. Recent research has examined strategies to manage canonical gust types, e.g., wing pitching through a transverse gust to offset the variations in the effective angle of attack. This talk focuses on the use of a simple morphing-tip planform or shape, roughly inspired by birds or bats, to alleviate the lift-force changes from streamwise (headwind or tailwind) gusts. It rotates in-plane from a leading-edge pivot and employs sweep to promote vortex attachment. Scaled experiments are done on a low-AR translating wing in a water towing tank, which surges forward or decelerates to emulate gusts. The motorized panel is retracted or extended, respectively, to help offset lift variations from simple step-up or step-down changes in streamwise velocity. A transducer measures the unsteady lift, and dye visualization is used to visualize the separated flow including vortex structures. Recent 3D velocimetry measurements will be shown which quantitatively characterize the flow, to help explain the tip-panel performance.
Dr. Matthew Ringuette
He has a B.S. in Aeronautical & Mechanical Engineering from Rensselaer Polytechnic Institute (RPI), and both his M.S. and Ph.D. in Aeronautics from Caltech, graduating in 2004. He then worked as a postdoctoral researcher at Princeton University, and in 2008 joined the faculty in the MAE Department at the University at Buffalo (UB). His research interests are experimental fluid mechanics, vortex dynamics, unsteady aerodynamics, and bio-inspired propulsion, with applications to autonomous air and underwater vehicles, as well as high-speed flow. In 2010 he received the AFOSR YIP Award. He is currently an Associate Professor and was Director of Undergraduate Studies in Aerospace Engineering from 2014 to 2020.