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Cast irons typically contain 2-4 wt% of carbon with a high silicon concentrations and a greater
concentration of impurities than steels. The carbon equivalent (CE) of a cast iron helps to distinguish the
grey irons which cool into a microstructure containing graphite and and the white irons where the carbon
is present mainly as cementite. The carbon equivalent is defined as:
A high cooling rate and a low carbon equivalent favours the formation of white cast iron whereas a low
cooling rate or a high carbon equivalent promotes grey cast iron.
During solidification, the major proportion of the carbon precipitates in the form of graphite or cementite.
When solidification is just complete, the precipitated phase is embedded in a matrix of austenite which
has an equilibrium carbon concentration of about 2 wt%. On further cooling, the carbon concentration of
the austenite decreases as more cementite or graphite precipitates from solid solution. For conventional
cast irons, the austenite then decomposes into pearlite at the eutectoid temperature. However, in grey cast
irons, if the cooling rate through the eutectoid temperature is sufficiently slow, then a completely ferritic
matrix is obtained with the excess carbon being deposited on the already existing graphite.
White cast irons are hard and brittle; they cannot easily be machined.
The iron-carbon phase diagram showing the eutectic and eutectoid reactions. Reproduced with the
permission of Jud Ready of the Georgia Tech. Joint Student Chapter of ASM/TMS.
Grey cast irons are softer with a microstructure of graphite in transformed-austenite and cementite matrix.
The graphite flakes, which are rosettes in three dimensions, have a low density and hence compensate for
the freezing contraction, thus giving good castings free from porosity.
The flakes of graphite have good damping characteristics and good machinability (because the graphite
acts as a chip-breaker and lubricates the cutting tools. In applications involving wear, the graphite is
beneficial because it helps retain lubricants. However, the flakes of graphite also are stress concentrators,
leading to poor toughness. The recommended applied tensile stress is therefore only a quarter of its actual
ultimate tensile strength.
Sulphur in cast irons is known to favour the formation of graphite flakes. The graphite can be induced to
precipitate in a spheroidal shape by removing the sulphur from the melt using a small quantity of calcium
carbide. This is followed by a minute addition of magnesium or cerium, which poisons the preferred
growth directions and hence leads to isotropic growth resulting in spheroids of graphite. The calcuim
treatment is necessary before the addition of magnesium since the latter also has an affinity for both
sulphur and oxygen, whereas its spheroidising ability depends on its presence in solution in the liquid
iron. The magnesium is frequently added as an alloy with iron and silicon (Fe-Si-Mg) rather than as pure
magnesium.
However, magnesium tends to encourage the precipitation of cementite, so silicon is also added (in the
form of ferro-silicon) to ensure the precipitation of carbon as graphite. The ferro-silicon is known as an
inoculant.
Spheroidal graphite cast iron has excellent toughness and is used widely, for example in crankshafts.
The latest breakthrough in cast irons is where the matrix of spheroidal graphite cast iron is not pearlite,
but bainite. This results in a major improvement in toughness and strength. The bainite is obtained by
isothermal transformation of the austenite at temperatures below that at which pearlite forms.
Ductile iron as-cast. Nodules of graphite, pearlite Ductile iron as-cast. Nodules of graphite, pearlite
(dark islands) and ferrite (light background). (dark islands) and ferrite (light background).
Etchant: Nital 2% Etchant: Nital 2%
The following images are of austempered ductile iron automobile components, provided by the Institute
of Cast Metals Engineers. In order to avoid distortion, the crankshaft for the TVR sportscar is rough-
machined after casting, heat-treated to produce the bainitic microstructure, and then properly machined. It
is reported to have excellent fatigue properties; its damping characteristics due to graphite reduce engine
noise.
The Ford Mustang suspension arm was made from austempered ductile iron in order to reduce weight,
noise and cost. It was designed using finite element modelling to optimise strength and stiffness.
Auminium alloys were considered but rejected because the component would then occupy a much larger
space because of their lower strength.
The truck trailer suspension arm was originally made from welded steel, for use on transportation across
the rugged Australian Outback. These failed at the welds and were associated with distortions which led
to accelerated deterioration of the tyres. The suspension made from the cast austempered ductile iron has
proved to be much more robust.
The austempered ductile iron crankshaft for the
TVR sportscar.
All samples are etched using Villela's reagent, which is a mixture of picric acid, hydrochloric acid and
ethanol. The material from which these micrographs were obtained was kindly provided by Dr Arnoldo
Bedolla-Jacuinde of Mexico. Details of the iron have been published in the International Journal of Cast
Metals Research, 13 (2001) 343-361.
The white phase is a chromium-rich carbide known as The white phase is a chromium-rich carbide known
M7C3. The matrix consists of dendrites of austenite, as M7C3. The matrix consists of dendrites of
some of which may have transformed into martensite. austenite, some of which may have transformed
There may also be relatively small quantities of other into martensite. There may also be relatively small
alloy carbides. quantities of other alloy carbides.
The materials used as fillers during welding usually contain large nickel concentrations so that the
resulting austenitic weld metal is not sensitive to the pick-up of carbon from the cast iron. The deposits
are soft and can be machined to provide the necessary shape and finish. Of course, nickel is expensive so
when making large repairs, the weld gap is first covered ('buttered') with the nickel-rich filler and then the
remaining gap is filled with less expensive mild-steel filler metals.
Ironbridge
The world's first bridge made of iron in 1779. The entire structure is made of cast iron. Photographs
courtesy of Yokota Tomoyuki and family.
Cast iron has a "solid feel" and has an appealing appearance. There are many conventional applications of
cast iron.