Goods high definition for ASTM 52100 Bearing Steel | 1.3505 | 100Cr6 | SUJ2 | EN31 Kazakhstan
ASTM A295 is specification which covers 52100 high carbon bearing quality steelto be used in the manufacture of anti-friction bearings. And 52100 bearing steel is the most common steel grade in ASTM A295 standard for high-carbon anti-friction bearing steel. What is 52100 bearing steel? AISI/ASTM 52100 bearing steel is a high carbon, chromium containing low alloysteel that is through hardening and noted in particular for use asbearings. 52100 bearing steel is one kind of special steel with ...
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is specification which covers 52100 high carbon bearing quality steel
to be used in the manufacture of anti-friction bearings. And is the most common steel grade in ASTM A295 standard for high-carbon anti-friction bearing steel.
What is 52100 bearing steel?
52100 bearing steel is a high carbon, chromium containing low alloy
steel that is through hardening and noted in particular for use as
52100 bearing steel is one kind of special steel with features of
high wear resistance and rolling fatigue strength. High-carbon chromium
bearing steel, engineering steel and some types of stainless steel and
heat resistant steel are used as materials of bearings and for other
Advantages of Chrome Bearing Steel 52100:
Superior hardness, 60-67 on Rockwell hardness scale (Rc) at room temperature
High carbon chrome alloy steel
Operates continually at temperatures up to 120°C
Used to produce precision ball bearings and roller bearings
Long working life
1. Relevant Steel Specification of ASTM 52100 Bearing Steel
|Standard||ASTM A295||DIN 17230|
2. Chemical Composition of 52100 Bearing Steel and Equivalents
3. Mechanical Properties of ASTM A295 52100 Bearing Steel
|Bulk modulus (typical for steel)||140 GPa||20300 ksi|
|Shear modulus (typical for steel)||80 GPa||11600 ksi|
|Elastic modulus||190-210 GPa||27557-30458 ksi|
|Hardness, Knoop (converted from Rockwell C hardness)||875||875|
|Hardness, Rockwell C (quenched in oil from 150°C tempered)||62||62|
|Hardness, Rockwell C (quenched in water from 150°C tempered)||64||64|
|Hardness, Rockwell C (quenched in oil)||64||64|
|Hardness, Rockwell C (quenched in water)||66||66|
|Hardness, Vickers (converted from Rockwell C hardness)||848||848|
|Machinability (spheroidized annealed and cold drawn. Based on 100 machinability for AISI 1212 steel)||40||40|
52100 Steel Physical Properties
|Density||7.81 g/cm3||0.282 lb/in³|
52100 Alloy Steel Thermal Properties
|Thermal expansion co-efficient (@ 23-280°C/73.4- 36°F, annealed)||11.9 µm/m°C||6.61 µin/in°F|
|Thermal conductivity (typical steel)||46.6 W/mK||323 BTU in/hr.ft².°F|
4. Forging of A295 52100 Bearing Steel
52100 alloy steel is forged at 927 to 1205°C, and should not be forged
below 925ºC. A post-forge equalization treatment is recommended at 745ºC
for 4-6 hours followed by air cooling for SAE/AISI 52100 steel.
6. Heat Treatment for ASTM 52100 Bearing Steel
52100 alloy bearing steel is heated at 816°C followed by quenching in
oil. Before performing this process, it is subjected to normalizing heat
treatment at 872°C followed by slowly cooling in order to reduce the
AISI 52100 bearing steels alloy can be hot worked at 205 to 538°C.
AISI 52100 bearing steel can be cold worked using conventional techniques in the annealed or normalized conditions.
For spheroidize anneale, the following isothermal anneal is recommended:
1500ºF (815ºC) for 3 hours
1350ºF (735ºC) for 4 hours
1250ºF (675ºC) for 3 hours
Slow cool to 1000ºF (540ºC) then air cool.
AISI 52100 alloy bearing steel could be hardened by quenching in water from 801-829 degree or quench in oil from 816-842 degree.
Temper to desired hardness as indicated by tempering curves after water or oil quench.
5. Applications of 52100 Bearing Steel
steel 52100 grade bearing steel is mainly used for the manufacture of
aircraft bearings and other highly stressed parts. This steel grade
52100 steel is preferably vacuum arc re-melted to give optimum
Typical applications: Bearing Manufacture, CV joints, ball screws, gauges, knife etc.
This educational video explains flush rivet construction of aluminum aircraft air-frames. It shows the flush rivet method on aircraft to reduce unnecessary aerodynamic drag increasing performance and efficiency in flight. Additional post-installation machining may be performed to perfect the airflow. Before being installed, a rivet consists of a smooth cylindrical shaft with a head on one end. The end opposite the head is called the tail. On installation the rivet is placed in a punched or drilled hole, and the tail is upset, or bucked (i.e., deformed), so that it expands to about 1.5 times the original shaft diameter, holding the rivet in place. In other words, pounding creates a new “head” on the other end by smashing the “tail” material flatter, resulting in a rivet that is roughly a dumbbell shape. To distinguish between the two ends of the rivet, the original head is called the factory head and the deformed end is called the shop head or buck-tail.
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