I don't see where it's anything you couldn't handle after all, it's not like you're forging an air-hardening steel. How easy is it to work for your purpose? Well, axles made out of it are usually drop forged and induction hardened. Still, from what I understand, 1541H is still marketed as a carbon steel, even though it in many ways behaves similar to an alloy. But the high manganese content allows response to heat treatment like alloys (deeper hardening, improved strength) so SAE moved steels like this from the 10xx series and gave them the designation of 15xx. So essentially we're talking about a carbon-manganese steel, yet not quite an actual alloy steel. Sounds confusing after all, most of us are familiar with hot work steels like H13! But in those instances, the H is a prefix (in front of numerical identifier). I say this because, to the best of my knowledge, the "H" suffix denotes that the steel satisfies hardenability requirements, and is not necessarily an indicator that the steel was intended specifically for hot work. Keep in mind that 1541H is an SAE designation. I can certainly see where it would be applicable to military vehicle use. (Not that none have, just that I don't know.) I suppose there is also the possibility that an OEM could have used 1541H for certain applications as well, but I don't currently know of any specific instances. Plus, having to work within the physical confines of an existing housing and axle tube design means you can only go so much bigger before you are forced to go "better".įor applications requiring even more strength than the 1541H, steels like 4140 & 4340 (chromemoly) are used. Increased mass (larger axle diameter) is the first logical answer compare a passenger car to anything made for abuse (HD truck, tractor, etc.) and that becomes obvious.īut in a performance application a physically larger part also means the penalty of increased weight. This allows a stronger part without making the part physically larger. The deeper the hardening effect, the stronger the axle. For the most part, axles are not hardened completely through (unless we have an alloy steel). Reading between the lines is often dangerous, but simply put, 1541H is a steel with same approximate carbon content as 1040, with added manganese.Īs you suggested, the manganese does allow deeper hardening than carbon alone. The "standard" for OEM axle material was 1040, sometimes possibly 1050. It is widely used in aftermarket axles due to the fact that, properly treated, it can provide about 25% more strength versus the standard 1040. Never worked with the 1541H before, at least not outside the form it was already in (axle).īut I don't see why it wouldn't make a good starting point for further experimentation probably something I need to check into myself. ![]() Had to call some guys I didn't know were still in the area for this one. ![]() You're forcing me to think back over 20 years! Like most I hung around with, weekend drag racing, offroad 4x4s, and tractor pulling consumed much of my youth (and $$). Some American anvils also used the same system to identify weight, but may have used dashes instead of dots.) ![]() (Look closely and you can probably see dots between the numbers. That's a very good find, as the Peter Wrights in the larger sizes are getting difficult to find, especially one in as good condition as the photos show.īy no means am I even close to being an expert on anvils, so I can't help with age.īut every PW anvil I've come across has used the hundredweight system to identify weight. Multiply each, then add all together for the total. Pretty difficult for me to get an idea of dimensions by the photos, but if the numbers are an indicator of weight, that's a massive anvil.Īnd to think he had one nearly twice as large?!Įnglish anvils (like Peter Wright) used the hundredweight system to identify weight.ġst number identifies how many hundredweight (112 pounds).Ģnd number identifies the quarter hundredweight (28 pounds).ģrd number identifies actual remaining pounds.
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