Comments by "mpetersen6" (@mpetersen6) on "Forgotten Weapons" channel.

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  11. Depending on the alloy used in the receivers the heat treating process would involve heating to the Austenizing temperature (1200 to 1400 degrees F depending on the alloy if memory serves and then quenched in either water or oil). This is the temperature at which the steel undergoes a phase change and goes from a face centered cubic structure to a body centered cubic structure. What this means is the alloying elements (the Carbon, Vandium, Chrome or what ever is in the specific alloy) go from being on the faces of a cube made up of 8 iron atoms to being inside the cube of 8 iron atoms. The quenching process drives the temperature down fast enough that the steel is unable to go through the phase change back to the face centered structure. However this process also introduces stress into the structure of the steel. This were the second part of the heat treating process becomes involved. The tempering or drawing back of the steel that reduces its overall hardness but also decreases its brittleness and increases its resistance to shock loads. And this is where I suspect the heat treatment process of the steel in the receivers was flawed. The temperatures involved in the tempering process vary by alloy but often also involve bring the steel to a prescribed temperature and holding it at that temperature for a certain period of time. And then letting the steel cool slowly. Over heating the temper will make the steel too soft for the intended use. And under heating will leave the steel harder and more brittle than the specification call for. Unfortunately the Rockwell Hardness tester was not invented until well after the Springfield '03 production started which would of allowed for spotting the problem early on.
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  14.  @dakkadakka9189  Until that German investor stepped forward BMW would either have been bought out by Mercedes, Rover or AMC. Or gone under. Yah, AMC. Actually at the time AMC was lightyears ahead of BMW and Rover in terms of body technology. Engine technology they were a pretty average US manufacture. AMC at the time was looking for European partner for assembly to break into the European market. Producing cars that were smaller than the average American car IMO they would have been well placed to be a major factor in the European taxi market. The reason that BMW was in such deep trouble was their insistence on being upscale. Such an arrangement would have been beneficial to both parties. BMW would have benefited from production technology. AMC from BMWs engineering expertise. This would have gained BMW an established US dealer network and AMC access to the European market. Remember this was at the time that AMC was developing their aluminum block inline six". They had tested OHC versions of the 196 and would test OHC versions of the later big bore short stroke 199/232. These were rejected for further development for cost reasons. OHC engines may or may not have fewer parts. Plus they may or may not be less expensive to manufacture. "The ultimate failure of the aluminum block engine in the market place had more to do with owner neglect than poor engineering. The engine required the head to be re-torqued every 6 or 8 thousand miles due to thermal expansion issues that nobody really had a handle on at the time. Plus due to the aluminum block it required proper coolant mixes. Typically most owners never read the owner's manual.
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