#6 Inch Water Lubricated Stainless Steel Motors | Explore Tumblr posts and blogs

chaarsw-blog · 5 years ago

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WQGS Hot Sell 2 Inches Submersible centrifugal sewage water pump price in pakistan

Product Description WQGS and GWQ series non-clog submerged motor pumps are strictly designed ,manufactured and tested according to relative national standards, they are applicable for commercial waste water, daily waste water,drainage system of city waste water. WQGS Hot Sell 2 Inches Submersible Water Pump And Domestic Water Pump Prices in kenya For Waste Water Treatment Plant General Performance Application Limits: 1. Ambient temperature: 0-40℃ 2. Maximum liquid temperature +40℃ 3. PH level from 4-10 4. Maximum liquid density 1.2*10kg/m³ 5. Power frequency is 50Hz. Nominal voltage is 220VAC for single phase and 380VAC for three phase with the range from -100% to 10%. 6. Immersion depth from 0.5m-5m Application Fields: WQGS series non-clog submerged motor pumps are applicable for the discharge of seriously polluted waste water in factories and commercial sites,sewage draining station in residential area, drainage system in city waste water treatment plant,draining station for civil defense, water supply in tap water plant, sewage discharge in hospitals and hotels,construction sites of municipal projects, exploration,mines, rural methane pool,agricultural irrigation etc. To deliver waste water and pollutants containing granules, as well as clean water and corrosive mediums. Features: 1.Insulation class:F 2.The water-resistant impeller of QT 450-10 material. 3.Stainless steel shaft extension, carbide double -sides mechanical sealing. 4.Double channel impeller, good flow capacity, excellent hydraulic performance. Optional Available on Request Other voltage or frequency is 60HZ Technical Parameter Model Q H Speed Voltage Motor (m³/h) (m) (r/min) (V) (kW) 50WQGS10-10-0.75 10 10 2900 380 0.75 50WQGS10-12-1.1 12 10 2900 380 1.1 50WQGS15-15-1.5 15 15 2900 380 1.5 65WQGS20-10-1.5 15 15 2900 380 1.5 50WQGS15-20-2.2 15 20 2900 380 2.2 65WQGS25-15-2.2 25 15 2900 380 2.2 80WQGS30-12-2.2 30 12 2900 380 2.2 50WQGS20-25-3 20 25 2900 380 3 65WQGS25-22-3 25 22 2900 380 3 80WQGS35-15-3 35 15 2900 380 3 65WQGS35-18-4 35 18 2900 380 4 80WQGS45-15-4 45 15 2900 380 4 100WQGS50-12-4 50 12 2900 380 4 65WQGS40-20-5.5 40 20 2900 380 5.5 80WQGS60-18-5.5 60 18 2900 380 5.5 100WQGS65-15-5.5 65 15 2900 380 5.5 80WQGS80-18-7.5 80 18 2900 380 7.5 100WQGS100-15-7.5 100 15 2900 380 7.5 100WQGS120-18-11 120 18 1450 380 11 150WQGS150-15-11 150 15 1450 380 11 100WQGS150-18-15 150 18 1450 380 15 200WQGS200-15-15 200 15 1450 380 15 150WQGS180-20-18.5 180 20 1450 380 18.5 200WQGS250-15-18.5 250 15 1450 380 18.5 150WQGS200-20-22 200 20 1450 380 22 200WQGS300-15-22 300 15 1450 380 22 WQGS Hot Sell 2 Inches Submersible Water Pump And Domestic Water Pump Prices in kenya For Waste Water Treatment Plant Pump Details Sectional View: Installation Diagram A) It is forbidden to pull cables with force in the installation and removal of electric pump to avoid wires breaking and joint delinking which lead to normal operation failure and even burns; B) Please ensure correct and reliable cable earthing in the installation of electric pump. It is forbidden for humans or animals to approach operational water area or touch the electric pump when it is working. In order to reduce electric shock risks, it can only be connected with earthing plug; C) Overload operation is forbidden; D) The cables associated with pumps should not be less than 1.2 times of the electric pump area; E)The electric pump must be fastened in the installation. But the cables can not be stressed or rotate together with the electric pump once it is started; F) Once the pump does not produce water in the operation, the electric pump should be checked for any reverse rotation or the check valve at the water outlet mouth should be checked for any residual air; G) Phase-to-phase and relative ground-to-ground insulation resistance of the motor of electric pump should be inspected on a regular basis with the resistance no lower than 2MΩ. Otherwise, the equipment should be disassembled for inspection and repair; H) After half a year of normal operation under stipulated working conditions, the electric pump should be checked for oil room sealing condition. Once the oil is emulsified or sedimented water comes out, 10# machine oil and mechanical seal parts should be replaced in a timely manner; I) One large-scale repair work should be conducted after normal operation for one year: worn parts should be replaced, fasteners should be inspected and lubricant should be supplemented and replaced to ensure excellent lubrication in the normal operation; J) Please clean the electric pump and wipe out beads if not in use. Maintenance Instruct Company Information Packing Details FAQ Q: What kind of company you are? A: Shanghai SOG Pump Company is a professional pump manufacturer ,minaly applied in high raise building ,industry,waste water treatment, seawater RO system etc. After 13 years of development and research,we have formed a complete system of pump design, selection, application, manufacture, marketing and maintenance. We have passed ISO, SGS, MA certificate. Our customers are from over 30 oversea countries. Hope to coorperate with the worldwide friends. Q: 1. How to get our quotation in time, pls answer following questions: 1)What liquid do you transfer ? Oil, Water, Seawater or Corrosive Chemical liquid,with solid particle or not, and so on~ 2) What's the flow or capacity (m3/h, L/m)? 3) What's the discharge head (m, feet, Mpa, bar ) If you do not have any request, we will do as our normal standard. Good quality with competitive pirce ISO9001: 2008, SGS certificate Q: What are your payment terms? A: T/T, L/C at sight, D/P, D/A or as customer required Q: How about the warranty? A: One year warranty for pumps expect the easy-wearing parts,it depends on pump working condition details. Q: What is the delivery time? A: 7-30 days according to pump materials and quantities. Q: Can you do OEM brand? A: Yes, Welcome. Contacts: chaars Mob:+86 15921388472 Wechat: +86 15850389732 (same as whatsapp) Read the full article

#pump sewage #submersible sewage cutter pump #Submersible Sewage Pump

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ianmkeenan · 6 years ago

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Twister T4 Dry Trimmer with Extra Dry Tumbler

Twister T4 Dry Trimmer with Extra Dry Tumbler:

Twister Trimmers

T4 Dry Trimmer

Trimming is one of the last few steps post cannabis harvest. Proper equipment and techniques are unquestionably critical to the successful outcome of this process.

A lot of growers are understandably shocked by just how much time consuming and labor intensive this process can be. Hand trimming a medium-sized plant can take 4 to 6 long hours.

Additionally, improper trimming techniques can have catastrophic consequences. Too much lost weight, extractable trim damage, more money spent and doing more than necessary are only some of the possible outcomes.

As business booms and human hands can no longer keep up with the production, using machines become unavoidable. In this case, having a wet and dry option is a must. One can be used more than the other but having both can help growers cover a wide array of possible scenarios.

Twister Trimmers

Twister trimmers are designed to efficiently maximize production. The conveyor and rail systems use gravity in the grower’s favor while streamlining the whole process. The one-piece flow design enables continuous trimming to maximize efficiency.

To assure the cleanest cuts and a final product that’s almost the same as a hand trimmed bud, the stationary bed-knife paired with the rotating blades imitate the sheering action of scissors.

The design covers more trimming surface areas while the product spends less time in the machine. As a result, there’s an increase in speed and quality and reduction in handling and trim time. This ability to link together back-to-back is one of the most unique aspects of Twister trimmers.

Although these machines designed for wet-trimming, Twister provides a dry-trim option in the form of the dry-trim tumbler or barrel.

Twister not only approached designing its trim machines for ease of use, but also to maximize time efficiency, and reliability and product quality.

These features are available on all Twister models, the T2 and T4. T2 trimmer is the light and compact model best for mobility and tight spaces while T4 is the brand’s industrial flagship.

When buying a Twister, Growers are ensured that the investment goes to a brand with a decade of research and development behind it. Twister as one of the brands with the most advanced and maintenance-free trimming system remains unsurpassed. Quality, experience, and painless customer service are on its track record.

Ideal Conditions

Lubricating the shrouds and blades with a refined hemp oil must be done before each use of the machines. This is to reduce friction without compromising the product. Spraying ice water on the nylon brush by the tumbler every 5 to 7 minutes is also needed to lubricate the machine during trimming.

Doing the steps above lets the cultivators use the machines for hours on end. The system requires 1 to 3 people to man the setup and quality control excluding the prep work.

It is recommended to use two T2s in tandem while a three to four T4s may be used at a maximum at a time, depending on the adjustable leg’s height.

Maintenance and Cleaning

Disassembly of both Twister Trimmers are completely tool-free and takes less than a minute to complete. A pressure washer can clean all parts except the T4 toolbox and cleaning alcohol may be used for any detailed cleaning. The T2 Stay Sharp blades does not require sharpening while T4’s blades need to be replaced every 400 to 1000 hours of use.

T4 Dry Trimmer

Twister T4 comes in two variants: Wet and Dry. This is the Dry version of the Twister T4 Trimmer.

T4 dry trimmer comes with a specialized tumbler. It also includes a 70-micron leaf collection bag, redesigned to catch excess material effectively and an extra dry tumbler. Twister T4 is available at Growers House for $6,995.

Having an extra tumbler allows growers to still run the Twister T4 while cleaning the other tumbler, to keep operations continuous and efficient.

The backbone of automated harvesting, Twister T4 Dry Trimmer uses advanced trimming technology to make trimming easier. This dry trimmer version has the capability of doing semi-dry as well.

This machine provides coverage of an entire spectrum of the moisture content for trimming, from 11 percent to fully hydrated, with a simple swap of the tumbler with Twister's new Dry SoftTumble technology.

T4 is lightweight and portable yet ideal for running large amounts of flower daily. These machines limit wasted movement and keep work areas more efficient while it acts as an alternate station for required quality control.

T4 and all other Twister machines now ship with the added benefit of FoodSafe Nitrided Blades. This includes both the helix blades and the bed knife. Nitrided blades are high-carbon, hardened steel blades that surpass the quality and durability of standard blades on trimmers - both on older model Twister machines and on current competitive products.

Features

SoftTumble Technology. The flowers experience minimal impact via less wall crawl and shorter tumble distance with the small tumbler diameter coupled with polished stainless steel non-stick surface.

Low-Touch Trimming. Flowers are subjected to low levels of human handling with its unique design.

Expandable. Two, three or even four T4's can be connected together for mind-blowing gains in performance.

No Setup or Tools Required. Simply plug into a 110V outlet and play.

Specifications

Trimmer

Input Voltage: 115V

Current Draw: 2A

Blade Motor: 200W / 0.25HP

Tumbler Motor: 6W / 1/125HP

Cut Height: .040” / 1/25 / 1mm

Weight: 56lbs / 25.4kg

Shipping Weight (complete w/leaf collector): 120lbs / 54.4kg

Length: 25in / 63.5cm

Width: 15in / 38.1cm

Height: 16.5in / 42cm

Discharge: 5in / 127mm

Leaf Collector

Input Voltage: 115V

Motor: 1HP

Amps (running): 10A

Amps (startup): 53A

Motor Speed: 3450RPM

Airflow Capacity: 1190 CFM

Static Pressure: 6.45in of H20

Impeller: 10”/ 25.4cm

Inlet: 5 1/2"/ 139.7mm

Height: 19in / 48.3cm

Weight: 58lbs / 26.3kg

Circuit Breaker Required: 15A / 120V

Connector (plug): 15A 120V (NEMA 5-15)

Sound Rating: 77 dB

Fused: Yes

Maintenance: Clean impeller housing frequently. Clean filter bag.

Additional Information

Warranty: 2 Year

Dimensions: 25 L x 15 W x 16.5 H inches

Voltage: 120-240v

Amps: 10A running, 53A startup

CFM:1185 CFM

Buy Twister T4 Dry Trimmer with Extra Dry Tumbler Click Here!

The post Twister T4 Dry Trimmer with Extra Dry Tumbler appeared first on I Love Growing Marijuana.

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itsworn · 7 years ago

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We Turned a United Pacific 1932 Ford Truck into our 2018 Road Tour Cruiser

This is the 23rd year of the STREET RODDER Road Tour. For 22 of those years, the diverse collection of purpose-built street rods that Road Tour leader Jerry Dixey has driven all over America has included Fords and Chevys in about a 3-to-1 ratio. We have built ’20s, ’30s, ’40s, ’50s, and ’60s cars. We’ve built roadsters, coupes, sedans, phaetons, and convertibles. Ever single one of them has been innovative, eye-catchng, roadworthy, and cool. Not one of them has been a closed cab commercial truck.

That changed in 2018.

From a historical standpoint, our timing was perfect. The year 2017 marked the 100th anniversary of the introduction of Ford Motor Company’s Model TT, the first Ford specifically built as a truck. Previous Ford trucks had essentially been converted cars with their rear sheetmetal removed and replaced by wooden wagon beds or aftermarket beds.

Last year also marked the introduction of United Pacific Industries’ steel ’32 Ford truck body, unveiled at the SEMA Show. UP had introduced its steel 1932 five-window coupe at SEMA in 2014. The coupe has validated the company’s place in the street rod market, and we had confidence that the truck would carry the same quality.

The new ’32 truck body is officially licensed by Ford. David Odegard of UP said that the company spent three years reverse-engineering the body to ensure that it conforms precisely to the originals and that UP parts (available separately) are compatible with factory parts. One difference is that the UP 18-gauge exterior panels are heavier than the 19-gauge steel used 86 years ago. The inner structure uses 14- and 16-gauge, the same as Ford did.

Choosing the new ’32 Ford pickup to lead the 2018 United Pacific/STREET RODDER Road Tour Presented by Ford Performance Parts was the easiest part of the project. For the build, STREET RODDER turned again to Hot Rods By Dean in Phoenix. STREET RODDER has worked with Dean Livermore at HRBD on three earlier Road Tour vehicles (’38 Ford coupe, ’59 Chevy Impala, and ’66 Ford Fairlane). He knows what we like and we like what he builds. We wanted the truck to reflect classic ’60s hot rod style and we needed it to withstand five months of virtually nonstop cross-country cruising. Designer Eric Black created some concept illustrations to get the style just right, and Livermore and the HRBD builders turned it into the real thing.

Like many of the recent Road Tour vehicles, the truck rides on chassis built at Roadster Shop in Mundelein, Illinois. Neal, Phil, and Jeremy Gerber started with a fully boxed repro Deuce frame, reinforced with a Model A–style front crossmember and X-member. Pete and Jakes is a great source for traditional suspension parts and supplied what we needed for our truck. The period frontend includes a drilled, dropped Super Bell I-beam axle, ’37-’41 style spindles, hairpins, tubular shocks, and a monoleaf spring reversed-eye spring—all chromed to shine like jewels. Flaming River provided the entire steering system from the Vega box and Pitman arm all the way up to the tilt column and Vette steering wheel. Roadster Shop added their Panhard bar to the Pete and Jakes rearend, featuring a polished Winters quick-change, heavy-duty four-bars, and a pair of AFCO adjustable coilover shocks. The whole chassis is a combination of traditional coolness and reliable performance.

UP provided the truck body, doors, fenders, hood, grille, cowl top, and sides with windshield pillars, fenders, firewall, floor, bumpers, LED turn-indicator spreader bar, handles, mirrors, and even the headlights and taillights. Two cowl tops are available with or without a vent; we chose a vent. Dan Fink Metalworks shipped one of their ’32 Ford grille inserts to complete the exterior. The fasteners for this project were provided by Automotive Racing Products (ARP).

All of the UP components are offered individually in their catalog. For the most part, HRBD left the sheetmetal just as Ford designed it and UP recreated it. One notable custom modification to the ’32 specs was with the bed. Dean and his fabricators shortened it 12 inches to even up the dimensions in front of and behind the rear wheels. There is still plenty of room for all of Jerry Dixey’s luggage plus the stainless fuel tank, custom built for the pickup by Rock Valley and equipped with a Holley in-take fuel pump. The inside of the bed is protected with bedliner coating from 3M.

One disadvantage of choosing a pickup truck as the Road Tour vehicle is that an open bed doesn’t provide any security or protection from the weather. The easy solution is a bed cover and we had many to choose from. We really like the retractable tonneau cover from Retrax. We needed our cover modified for the shortened bed and we wanted it to fit over the bedrails. Retrax was able to accommodate us in both cases and is now incorporating that design into their product line.

When choosing a paint color for an early Ford, it’s hard to beat Washington Blue, or any color in that neighborhood. The PPG Nantucket Blue used by HRBD on the Road Tour truck is a couple of shades lighter and is perfect for the early Ford look we were going for. Also in keeping with retro paint styling the fenders were sprayed black. Someday, when the truck slows down for a few days, some lowkey black pinstriping will be added to the beltline. There isn’t a lot of brightwork on the truck, but the parts and pieces that needed to be chromed were sent to Sherm’s Custom Plating in Sacramento. Perfect chrome is the finishing touch to a project, and we have used Sherm’s for many years.

As with paint choice, wheel and tire selection can be a make-it-or-break-it decision. In this case they had to be traditional. We knew just where to look: Coker Tire and Wheel Vintiques. Our Firestone Deluxe Champion bias-ply blackwall tires, now manufactured by Coker from Firestones molds, measure 5.60-15 in front and 7.00-16 in the rear. The 15×5 and 16×6 steel wheels are ’40-’48 Ford reproductions from Wheel Vintiques’ Gennie series, powdercoated black and dressed up with trim rings and ’41 Ford–style caps. The retro-style wheels and tires are paired with up-to-date front and rear disc brakes and master cylinder from Wilwood.

STREET RODDER has always promoted the idea of Ford in a Ford and have used the Road Tour cars to drive home the point—filling the engine compartments with a variety of Ford engines from Flatheads to 427 small-blocks, an EcoBoost, and Coyote modular engines. Ford Performance has been a valuable partner, signing on as a presenting sponsor and providing us with engines. The UP 1932 truck is our 13th Ford-powered Ford since we started doing the Road Tour in 1996. This time, the engine is a Ford Performance 347-inch small-block, which required some modification to the UP firewall to fit.

The 360-horse crate engine is built upon a Boss 302 block, bored 0.030-over, with Ford’s X-Head aluminum cylinder heads. The cylinders are loaded with Mahle forged pistons with I-beam rods connecting them to the Scat forged crank. HRBD topped the Edelbrock Performer RPM Air-Gap intake with a Holley Terminator Stealth throttle body EFI system and aluminum air cleaner—modern electronic injection with the appearance of a traditional carburetor. The MSD ignition system includes a billet distributor and MSD6 EFI ignition control, with Ford Performance plug wires. Patriot Tri-Y headers draw out the exhaust gases. The serpentine drive system is a Vintage Air Front Runner, which includes the water pump, A/C compressor, and Powermaster alternator. Keeping things cool is not a problem with a U.S. Radiator, shroud, and electric pull fan.

The 4L60E transmission from Hughes Performance was delivered with a Ford small-block compatible bell housing for easy installation and is controlled by a US Shift Quick 4 transmission electronic controller from Baumann Electronic Controls. The custom Dynotech steel driveshaft connects the trans to the Winters Performance rearend. AMSOIL INC. has been a faithful Road Tour sponsor, providing engine oil, transmission fluid, gear oil, brake fluid, coolant, and chassis grease.

HRBD has used Hot Rod Interiors by Glenn on many projects, including previous Road Tour cars. The first step in completing the cab was a complete lining of Dynamat and Dynaliner to insulate against heat, noise, and vibration. Dakota Digital built an elliptical analog instrument cluster, mounted in the UP dash. The subdash was fabricated by HRBD for the Vintage Air vents and HBRD billet V-8 column drop. Power door glass and the windshield wipers from Specialty Power Windows are updated components. The leather-wrapped Classic Lowback seats from Procar by Scat suit the ’60s hot rod style we wanted for the truck. Dark gray German weave carpet surrounds the console, fabricated at Dean’s to house the head unit for the Custom Autosound stereo, Vintage Air A/C controls, power ports, and the Lokar shifter and boot. Lokar also contributed pedals and throttle linkage. Wiring the truck was easy with a Painless Performance Products kit.

The newly finished United Pacific/STREET RODDER Road Tour truck Presented by Ford Performance Parts was delivered to the 2018 Back To The 50’s car show in June, hit the road immediately, and won’t slow down until the end of October. By all measures, HRBD’s version of UP’s ’32 hauler is a huge success and a fitting way to celebrate 100 years of Ford trucks. Incidentally, 2017 was also the 100th anniversary of the Henry Ford & Son Company Fordson tractor. We could’ve decided to build our first Road Tour tractor—but we didn’t. Jerry Dixey, consider yourself lucky.

2018 Road Tour Sponsors

•AMSOIL INC. Lubricants & Filtration Presenting Sponsor (715) 392-7101 amsoil.com/cars

•Automotive Racing Products Fasteners (805) 339-2200 arp-bolts.com

•Coker Tire Tires (800) 251-6336 coker.com

•Covercraft Industries Car Cover (800) 274-7006 covercraft.com

•Custom Autosound Audio Equipment (800) 888-8637 customautosound.com

•Dakota Digital Instrumentation (888) 852-3228 dakotadigital.com

•Dynamat Sound & heat Control (513) 860-5094 dynamat.com

•Dynotech Engineering Driveshaft (800) 633-5559 dynotecheng.com

•ET Motorgear Merchandise (865) 671-3000 etmotorgear.com

•Flaming River Steering Components (866) 815-3669 flamingriver.com

•Ford Engine Presenting Sponsor performance.ford.com

•Holley Manifold, Fuel Injection, Distributor (866) 464-6553 Holley.com

•Hot Rods By Dean Builder (623) 581-1932 hotrodsbydean.com

•Hughes Performance Transmission (602) 257-9591 hughesperformance.com

•Lokar Shifter & Accessories (877) 469-7440 lokar.com

•Miller Electric Manufacturing co. Welding & Cutting Products (800) 4264553 millerwelds.com

•Painless Performance Products Wiring (817) 244-6212 painlessperformance.com

•Pete & Jakes Suspension (800) 334-7240 peteandjakes.com

•Powermaster Performance Alternator & Starter (630) 957-4019 powermasterperformance.com

•PPG Paint & Coatings (800) 647-6050 ppgrefinish.com

•Procar by Scat Seats (310) 370-5501 procarbyscat.com

•Roadster Shop Chassis (847) 949-7637 roadstershop.com

•Sherm’s Custom Plating Chrome Plating & Polishing (916) 646-0160 shermsplating.com

•Specialty Power Windows Power Windows & Wipers (866) 951-7543 spwkits.com

•United Pacific Truck Cab, lighting Title Sponsor (800) 7906988 uapac.com

•United Routes transport (786) 377-5785 unitedroutes.com

•U.S. Radiator Cooling system, Radiator (323) 826-0965 usradiator.com

•Vintage Air Climate Control System (800) 862-6658 vintageair.com

•Wheel Vintiques Wheels (800) 959-2100 wheelvintiques.com

•Wilwood Brake kits & Components (605) 388-1188 wilwood.com

•Winters Performance Rear End (717) 764-9394 wintersperformance.com

The post We Turned a United Pacific 1932 Ford Truck into our 2018 Road Tour Cruiser appeared first on Hot Rod Network.

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#IFTTT #Hot Rod Network

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wattsvalves-blog · 8 years ago

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Are You Aware Of These 6 Popular Industrial Products?

If you are looking for industrial products, you might have come across of few important and popular products used commonly in managing day-to-day business operations.

General Electric Transformer

· General electric transformer is a popular commercial transformer offered by the company.

· It is one of the ideal transformers that is energy efficient and does not require major maintenance also.

Goulds Submersible Well Pump

· Goulds is a popular name in the industrial supply market and its submersible range is a known and popular brand in various manufacturing units.

· The FDA compliant non-metallic based Goulds Submersible Well Pump has stainless steel parts that strengthen its durability and power.

· It is engineered with a sand resistant construction and can handle a large volume of water pressure deployed in minutes to smoothen the manufacturing operation. It comes in both 4 and 6-inch range and powered for dependable operation and long service life.

· It is resistant to corrosion and build for maximum strength and endurance.

· The diffusers present inside the motor ensure to deliver supreme abrasion resistance.

· The polymer bearing used in the motor ensure the motor is robust and strong to wear and tear.

Smith bearing interchange

· Smith bearing interchange are highly durable and many civil and construction engineers use them during the maintenance purpose.

Apollo Butterfly Valve

· The Apollo Butterfly Valve is primarily used and designed for installation between weld neck and slip-on flanges. The models are actually configured to accept slip flanges that can eliminate the issues faced by the conventional butterfly valves.

· These valves can be easily used with schedule 40 and 80 schedule pipe. Once the valve is properly centered between the flanges, the disc will not contact the inside diameter of the steel pipes.

· These valves are designed for extended service with no care and maintenance required. You do not have to lubricate the valves to maintain the valve.

· The polyamide epoxy primer present on the valve comes with high-performance polyurethane topcoat and ensures there are no issues at all from corrosion or any other issues.

Square d transformer

· The Square D Transformer is actually designed to supply power to the building. The device permits multiple voltages to be leveraged in the design of the system.

· There are many advantages of this transformer. It allows system grounding to reduce capacitive noise.

· The device utilizes multiple voltage equipments to ensure and output any output voltage required by the device.

· The transformer mitigates harmonics through an internal magnetic circuit to ensure there is no noise and power flows without any leakage and interruption.

· You can buy these industrial products from a site that sells only business industrial products at a very competitive cost. It will ensure to buy products with maximum quality and minimum cost.

Schmersal switch

· Schmersal switch gears have gained momentum in the popularity index and these gears offer extraordinary protection during the industrial automation and lift industry.

#spears valves

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unnatipumps · 2 years ago

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6 Inch Water Lubricated Stainless Steel Motors

Unnati's 6" water-lubricated Stainless Steel Motors are fitted with water-lubricated radial and thrust bearings to safeguard the motor from destruction. These rewindable motors are corrosion-resistant and do not require frequent cleaning. For more information, visit here.

#6 Inch Water Lubricated Stainless Steel Motors #6 Inch Stainless Steel Motors #Submersible Motors #Submersible Motors Manufacturer #Submersible Motors Supplier

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unnatipumps · 1 year ago

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What are The Main Qualities of a 6-Inch Water-Lubricated Stainless Steel Motor?

A submersible motor made of stainless steel should be used for water wells. This type of motor is also used in mining, irrigation, water supply to industries, firefighting, and gardening. It is provided with clean water and an eco-friendly fluid that is also non-toxic and acts as an anti-corrosion agent. Its entire body, including the shaft extension, is made of thick steel, making it very sturdy and long-lasting. Click here to know all the descriptions of this Unnati 6-inch water-lubricated stainless steel motor and its technical specifications.

#submersible motor #submersible motor supplier

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chaarsw-blog · 5 years ago

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WQGS Hot Sell 2 Inches Submersible centrifugal sewage water pump price in pakistan

#Submersible Sewage Pump #Vertical Water Pump #water pump prices

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itsworn · 7 years ago

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Budget 350-Horse 302 Part 2: Speed Parts for Power

Whether you followed along for Part 1 of this wallet-friendly small-block rebuild or not (mustang-360.com/how-to/engine/1806-budget-350-horse-302-part-1-the-machine-shop), you won’t want to miss out on Part 2. This time around it’s all about adding a healthy dose of power to a run-of-the-mill 1971 302 small-block. We’re taking what could be an average rebuild and putting a small aftermarket spin on it by tossing out the stock top end in favor of some goodies we picked up from Speedway Motors.

With a set of reasonably priced aluminum heads from Flo-Tek as the catalyst, we spec’d out a handful of other top-end parts in hopes of bumping the little 302 up near 350 horsepower. That number might not sound impressive in the days of 1,000hp Internet heroes, but if you’ll remember, small-block Fords from the early 1970s weren’t pushing too far past the 200hp mark. So if you were being pulled around by a stock 302 like we were, you know you’re going to feel an increase of 100-plus horsepower.

So what was the plan of attack, you might ask? Well, the aforementioned Flo-Tek heads were what really got us thinking. Pre-assembled (valve seats, valves, valvesprings, and retainers), these things are going for around $400 each, so at $800 for a pair of performance aluminum heads, we were off to a great start. At that point it was about picking the right assortment of supporting mods, starting with the intake manifold. This was probably the easiest decision, and since street-driven performance was the goal, an Edelbrock Performer RPM Air-Gap was a no-brainer. Time and time again we’ve seen these make solid power at the top of the powerband without sacrificing low-end torque and drivability.

Next up was camshaft selection. We wanted something that would take advantage of the higher-flowing heads and intake manifold, but again, not give up too much down low. We also wanted to keep it cheap and simple, so we stuck with a hydraulic flat tappet. What we got from Speedway Motors was a cam with an intake and exhaust duration of 219/233 at 0.050 and .477/.510 lift with 110-degree lobe separation. Finishing off the valvetrain, we went with a set of Speedway Motors 1.6:1 roller rocker arms with a 3/8-inch stud to match the Flo-Tek heads.

To get fuel and air into the engine, we could have gone EFI, but since the word “budget” is in the title of this story, we decided to keep it simple and affordable. Thus, we opted for a Holley 650-cfm Double Pumper. Then to dress things up, we went for set of Speedway Motors black aluminum, fully finned valve covers and matching 12-inch oval air cleaner. And no, we didn’t forget about spark; our 302 was already fitted with an aftermarket HEI all-in-one distributor that was working well, so we just cleaned it up and got a set of MSD Street Fire plug wires and fresh plugs.

The end result was not only nice to look at (yes, we’re a bit biased), but it also met our expectations in terms of performance. Keep on reading to see how we got from a bare block and a pile of parts to a 350hp mill that’s ready to go.

1. First up we get ready to check the crankshaft journal clearance by installing our Clevite main bearings in the main journals and caps. Remember, install notch to notch and press firmly into place, ensuring each end of the bearing sits flush.

2. After torquing all the main bolts to spec, we checked crankshaft main journal to bearing clearance using a dial bore gauge and micrometer. If the clearances are too tight or too loose, it’s better to find out now than just cross your fingers and pray it all goes well when you fire the engine for the first time.

3. Next we installed the two-piece rear main seal with the groove facing inward and used non-hardening aviation sealant on the back and the top edges. Whether you install it flush or offset is up to you, but some claim that leaving one side higher than the other is better at retaining oil.

4. Unless you really trust yourself, its best to have a second set of hands when dropping in the crankshaft—don’t forget to thoroughly cover all bearing surfaces in engine assembly lube. Adding some lube on the inside of the rear main seal is also a good idea so it doesn’t catch on the crank.

5. Set all the main caps in place and then torque to spec, starting from the center and working your way out.

6. This could have been done earlier or later, but next we tapped in the core plugs using non-hardening aviation sealant on the edges.

7. Then, with a dial indicator and magnetic base, we checked crankshaft endplay using a screwdriver between the main caps and counterweights to force the crank fore and aft.

8. Before installing the rings on our Wiseco Pro Tru Street forged pistons, we went old school and used a file in a vise to gap each ring. Tech tip: a ring filer tool makes life much easier.

9. With the rings gapped and installed on the pistons, we prepared the rods by sliding in and lubing up the rod bearings. Then we used ARP Ultra-Torque Fastener Assembly Lubricant on the rod bolts.

10. Using a custom-sized 4.030-inch ARP tapered piston ring compressor is the hot ticket for installing the pistons without pinching a ring.

11. We then torqued all the rod bolts to spec before covering the camshaft in cam assembly lube and sliding it in. A longer bolt of the same thread and diameter as the cam bolt can be used to leverage the camshaft in place once the going gets tough.

12. The timing set was next. The big deal here is making sure those two little dots—one on the crank gear and one on the cam gear—are lined up with each other on the inside. If you want to be absolutely sure of the cam timing, use a degree wheel to dial it in, but the “lining up the dots” method is fine in most cases, especially with name-brand camshafts.

13. Then we installed one head to check pushrod length, using red marker on the valve stem. After installing two lifters, pushrods, and rocker arms, and turning the engine over by hand a few times, the rocker tips left the marks you see here. Any farther down and the pushrods would be too long; any farther up and the pushrods would have been too short.

14. Before installing that head and turning the engine over a few times, we stuck on some clay to check piston-to-valve clearance. Using a depth gauge, we found we had miles of room between the valves and the valve reliefs in the piston.

15. Before installing the rest of the lifters, we smothered them in the same cam installation lube. Failure to do so could do some serious damage to the lifters and the camshaft during engine break-in, especially with flat tappet cams.

16. We installed the Flo-Tek aluminum heads using ARP head bolts, then with the lifters, pushrods, and roller rockers all in place, we proceeded to set the valve lash. We ran down the poly lock by hand until it barely found resistance. Then, after a half-turn more, locked it down.

17. Flipping the engine back over, we installed the stock oil pump and pickup using high-temp threadlocker on the bolts and torquing to spec.

18. We then tapped in the crank seal. Like the core plugs, a large socket of the same diameter can be used to install the crankshaft seal too.

19. Next up, the oil pan and timing cover went on and were torqued to spec.

20. Then on went the Edelbrock RPM Air-Gap intake manifold. You might have also noticed that ARP sent us a set of its stainless steel accessory bolts to hold everything together.

21. When installing the Speedway Motors valve covers, we applied non-hardening sealant on the top side of the Fel-Pro gasket so later if we want to remove the covers from the head, the gasket would only stick to the valve covers.

22. The stock balancer went on next. Like the oil pan, timing cover, pulleys, and other stock parts, we cleaned up and painted the original balancer before installing.

23. We then installed the thermostat, thermostat housing, and water pump on the front of the 302.

24. The end was near as we installed the pulleys and accessory brackets, a task that was even more simple than usual since we weren’t running A/C or power steering.

25. The final steps included installing the new Holley 650-cfm Double Pumper, the old HEI distributor, Street Fire plug wires, and the valve cover–matching Speedway Motors air cleaner.

26. As far as wallet-friendly, performance-oriented small-block Ford’s go, this thing actually turned out lookin’ pretty good, if we say so ourselves.

27. Better than just looking good, it also delivered on the performance end. After breaking it in on the dyno at Westech Performance Group in Mira Loma, California, our little 302 ended up making 348 peak horsepower at 6,000 rpm and 347 lb-ft of torque at 4,100 rpm—not technically 350 horsepower, but we’re claiming victory anyway.

The post Budget 350-Horse 302 Part 2: Speed Parts for Power appeared first on Hot Rod Network.

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itsworn · 7 years ago

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Testing Holley EFI on a Big-Inch, Big-Block Chevy Engine

Prestige Motorsports has established itself in the last few years as a major player when it comes to horsepower production. The engine builders in Concord, North Carolina, regularly ship engines all over the world, and they are constantly testing and refining new engine recipes in order to stay on top in the horsepower wars.

Prestige already has several big-block Chevrolet packages for everything from 489 to 598 cubic inches and as much as 725 horsepower. But more is always better, so we stopped by to check out the assembly of their newest 632-cubic-inch bruiser.

The goal of this build is an engine that produces locomotive levels of torque throughout the rev range with the ability to do it all day long. It’s based on a World Products Merlin IV cast-iron block with 4.600-inch bores. That, combined with a forged Eagle 4.750-inch stroke crank, makes for 632 total inches for a street machine engine.

We’ll detail the complete build here, but what’s cool is that the mad scientists at Prestige do more engine testing than practically any other engine builders we know. So while this engine was on the dyno, they wanted to test out different EFI setups to see how they would work on this combination.

Prestige has a longtime working relationship with Holley when it comes to their engine management and fuel-injection systems, so both EFI setups will be run off of the same Holley HP EFI engine control unit for consistency in testing. In both tests, Prestige will also use a Holley single-plane, port-injected intake with a Dominator-sized flange and Holley 66-lb/hr injectors.

For the test, we’ll be running one of Holley’s 2,000-cfm, four-barrel billet throttle bodies on a Dominator flange and testing it against an Edelbrock cast-aluminum elbow with a Holley 105mm single-blade throttle body.

The big 632-inch engine will demand tons of air to make maximum power, so it will be interesting to see if the LS-style 105mm throttle body can keep up with the race-spec 2K Dominator throttle body.

So check out the build and stick around for the testing. This should be fun! CHP

1. The plan for Prestige’s 632ci big-block is a build that produces enough torque to make a diesel locomotive blush. Plus, of course, when you have a brand-new, 750-horsepower engine on the dyno, it’s the perfect time to do a little EFI testing, right?

2. The foundation for this build is a World Products Merlin IV cast-iron block. This is the 10.200-inch tall-deck version, which will allow extra stroke and the cylinder walls can handle a bore up to 4.600-inches in diameter—which is exactly what we are using.

3. The camshaft is a solid roller from Comp Cams. It is ground with 270/280-degrees of duration at 0.050-inch lift on 110-degrees of lobe separation. With the 1.7:1 ratio rockers, gross valve lift will be 0.715-inch for the intakes and 0.717-inch for the exhausts.

4. If you spend most of your time in stoplight-to-stoplight traffic or maybe the occasional dragstrip blast, this may not be necessary. But for extended power runs like road racing, or if you are pushing the limits with power-adders, you may need to add piston squirters. These squirters thread into a 0.1360-inch hole Prestige has machined into the bearing saddle and directs a constant stream of cooling oil to the underside of each piston.

5. To feed oil to the squirters, a groove approximately 0.040-inch deep is cut into the bearing saddle from the oil feed hole to the threaded opening for the squirter. Once the main bearing is installed, the backside of the bearing will cap the groove to force the oil along the groove and into the squirter.

6. To get to 632 cubic inches, you need a lot of swept area for the pistons. The crankshaft is a forged unit from Eagle with a 4.750-inch stroke. For comparison’s sake, the 502 big-block has a stroke of just 4.000 inches.

7. For the rest of the rotating assembly, Prestige went with Eagle for the 6.700-inch long connecting rods and with JE for the forged pistons. The flat-top piston forgings are 4.600-inch diameter with a short 1.125-inch compression distance to help fit a long rod despite all that stroke. That short compression distance puts the pin bore up into the bottom ring land so a support rail for the oil ring is necessary. Speaking of the pin bore, these pistons use a standard 0.990-inch diameter wristpin and the ring grooves are cut for 0.043/0.045/3mm rings.

8. The Merlin IV block is designed with four-bolt mains for all five of the nodular iron main caps. Here, the 1/2-inch bolts are torqued to 100 ft-lb with motor oil lubricating the threads.

9. After hanging the pistons on the rods, the rings and piston skirts are given a light coat of oil before getting squeezed into the correct cylinder bores.

10. And finally, the short-block is locked in and ready to go.

11. The Canton 9-quart steel oil pan uses baffles and a windage tray to help keep the oil around the pickup tube and minimize power-robbing windage.

12. World Products knows horsepower fanatics are going to stroke most of the tall-deck blocks they sell so the block comes notched and doesn’t require grinding, but you must check to make sure your oil pan gasket doesn’t hang over the notches. Here, we had to cut the gaskets back to make sure they aren’t exposed inside the crankcase. If they are, the felt gasket will disintegrate and clog up the screen over the pickup tube.

13. The cylinder heads for this project are AFR’s aluminum rectangular port heads with giant 357cc intake runners. The intake and exhaust runners, as well as the combustion chambers, are all CNC cut, and the 121cc combustion chamber design means Prestige can use the flat-top JE pistons while still running pump gas.

14. Prestige put the heads on their SuperFlow SF-1020 flow bench to check the flow, and these heads turned out to be quite impressive. At 28 inches of water, they moved 349 cfm at 0.500-inch valve lift and 410 at 0.800 through the intake ports right out of the box using the included 2.300-inch stainless valves.

15. The intake manifold looks like your standard carbureted single-plane, but it is set up with injector bungs for fuel injection. This is Holley’s high-rise intake with a Dominator-style flange for tall-deck big-blocks. We’re going to run it with both fuel-injection setups for the testing.

16. That beautiful hunk of billet aluminum on top of the engine is Holley’s universal 2,000-cfm throttle body with a Dominator flange. It uses four 2.250-inch bores to flow lots of air but also to help smooth it out as it enters the intake manifold’s plenum area. We tested the 2K Dominator throttle body both with and without a 2-inch open spacer from High Velocity Heads.

17. Here’s a closer look at how the Holley intake works with a fuel-injection setup. Both the fuel rails and the 66-lb/hr injectors are from the Holley catalog, and everything bolted up with zero issues.

18. In some photos you may notice a crank trigger on the front of the engine, but it was disabled for our testing. An MSD distributor is used to route the spark to the correct cylinder. The Holley HP EFI ECU, however, maintains all the engine controls.

19. Scorpion rocker arms in the stock ratio (1.7:1) are used to activate the valves. The springs, retainers, locks, and stainless valves all came as part of the setup on the AFR heads.

20. Here’s a look at the engine setup with the 2K Dominator throttle body on the big-block with a 2-inch open spacer. The engine definitely liked the spacer underneath the throttle body. Although it only made three more peak horsepower (773.7 to 776.8), the spacer did help make a bit more horsepower from 4,300 rpm on up.

21. After finishing up with the 2K Dominator throttle body, the testing continued at Prestige as they bolted up this cast-aluminum elbow from Edelbrock. This style elbow is popular on engines with turbos or centrifugal superchargers where you are routing air from another point in the engine compartment. This isn’t exactly a low-profile elbow, but it has been designed to maximize airflow. You can’t see it in this photo, but the design includes a cast-in internal divider that helps smooth airflow through the elbow and reduces turbulence.

22. Attached to the elbow will be a Holley 105mm EFI throttle body. Although Holley doesn’t provide cfm ratings for this throttle body, we’ve seen similar setups with an elbow flow 1,100-1,400 cfm, which puts it a bit behind the previous throttle body’s 2,000-cfm capability. Still, we’re interested to see how it compares when it comes to making horsepower because the list price for this unit is only $550 while the 2K Dominator throttle body lists for around $1,000.

23. On the dyno, the setup using the 2K Dominator throttle body did the best—as you might expect since it has the highest cfm rating—but the elbow and single-blade throttle body held up very well. We saw a difference of 14.5 peak horsepower (762.2 to 776.8), but throughout the power range the difference really only averaged out to around eight horsepower. If you are all-out racing, that’s admittedly a big deal. But for most street/strip applications, considering the cost savings, we don’t think it’s a huge difference. The 105mm throttle body/elbow setup made more than 700 horsepower from 5,100 rpm all the way until we pulled the handle back at 6,200. Maybe more impressive, we never saw less than 630 lb-ft of torque from 2,800 rpm all the way up!

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