#Welding Mechanic in Denver CO

[emergencywelding]

Emergency Welding | Welder | Welding Mechanic in Denver CO

We are a leading Welder in Commerce City CO, offering high-quality welding services to meet all your metal fabrication needs. Whether you want a custom-designed metal gate or a fence, we have you covered. Our professionals use state-of-the-art equipment and techniques to ensure that every weld is strong and long-lasting. Moreover, we also have a well-earned reputation as the most notable automobile Welding Mechanic in Denver CO. From the frames to any vehicles exhaust system, we weld every metal component, ensuring that your vehicle is in top shape. For your convenience, we have kept our service at the lowest possible scale. So, if you need our expert assistance, call us today.

[locksmithserviceslongmont]

Mobile Locksmith Services in Platteville, Colorado : Home, Auto, and Business!

Locked out or in need of professional locksmith services in Platteville, Colorado? If so, we can help!

Locksmith Services Longmont is a team of highly trained and qualified professionals who have years of experience when it comes to handling all different kinds of lock and key requirements for homes, automobiles, and businesses. Our locksmith technicians in the vicinity of Platteville, Colorado are always available to assist with 24-hour locksmith services. No matter the time of day or night, our technicians can arrive promptly to assist. Some of the most popular services that are in demand include lockout services, lock rekeying services, lock changing services, lock installation services, and lock replacement services just to name a few.

In regards to mobile lockout services in Platteville, Colorado, our technicians are in an ideal location and situation to provide help. All of our professional lockout locksmiths in Platteville CO have years of experience opening all different types of locks, and they are ready to arrive promptly to provide unlocking solutions. We can have a professional typically arrive at the location of the locked out individual in 30 minutes or less from the time of calling. Not only do our technicians respond rapidly to lockout service requests, but our locksmiths also make it their mission to get individuals back inside their property as fast as possible, and at extremely competitive and affordable rates.

Some of the many different lockout services that we provide to locals and travelers in the Platteville CO area include vehicle lockout services, home lockout services, business lockout services, storage unit lockout services, padlock lockout services, bike lockout services, and much much more. Our locksmiths in Platteville, Colorado can open locked doors and vehicles quickly and with no damage whatsoever. In addition to quick and affordable lockout services in Platteville, our Colorado locksmiths can also help to replace house keys that are missing as well as rekeying existing locks to new keys.

Our mobile lockout locksmiths in Platteville, Colorado can additionally assist with a wide variety of different lockout services in the area, such as but not limited to automotive opening services, residential unlocking services, storage unit opening, desk and filing cabinet unlocking, keys locked inside services, opening locked display cases, and a great deal more. Because Locksmith Services Longmont is situated so close to Platteville, we can have our mobile technicians from the surrounding northern Colorado vicinity arrive promptly and with all the tools required to render professional services. It’s no surprise that our technicians are highly trusted when it comes to opening locked homes and businesses for those who are in a hurry and on a budget, whilst still not sacrificing the quality of service. Call us or email us at any time and our mobile locksmiths would be happy to assist with prompt, professional, and inexpensive lockout solutions in regards to homes, vehicles, and businesses.

In regards to rekeying locks, our technicians are also highly skilled at that as well. Locksmith Services Longmont has been a trusted name in locksmith services in Longmont, Colorado, and the surrounding area for a long time, and we are proud to support residents in Platteville who require expert locksmithing solutions. When it comes to rekeying, the process is generally fairly straightforward and involves taking apart an existing lock and putting it back together again with different internal mechanisms that work with different keys. Through this process, homeowners and businesses can save money over replacing a working lock entirely when only new keys are required. Rekeying a lock is typically the most affordable solution for those who have working locks but need different keys to work with them.

Our expert mobile locksmiths in Platteville, Colorado can also install new locks onto the existing door for those who are looking to enhance the security of their home or office. As expert locksmiths will recommend to those who are concerned about their security, a door with a deadbolt and a locking doorknob will generally be more secure than just a door with a locking doorknob alone. For those who are in the situation of wanting to increase the security of a particular door or room, adding a new deadbolt lock is a great place to start.

Summary

Locksmith Services Longmont can always be counted upon no matter the time of day or night when it comes to fast, affordable, and professional lock and key services. Our Platteville locksmiths are always standing by to assist with lockout services, lock rekeying services, lock replacement services, lock installation services, and countless other lock and key services for homes, vehicles, and businesses. Don’t stay locked out because keys are locked inside or lost, instead, consider calling on the expert mobile locksmiths from Locksmith Services Longmont.

Lockout Services - Our mobile locksmiths in Platteville, Colorado can assist with many different lockout scenarios for those who are locked out and need to regain entry. Some of the lockout services that we provide include home lockouts, vehicle lockouts, business lockouts, filing cabinet lockouts, storage unit lockouts, desk lockouts, display case lockouts, interior door lockouts, office lockouts, bathroom lockouts, padlock lockouts, and more!

Rekeying Services - Locksmith Services Longmont has technicians available to provide same day or future day lock rekeying services for homes and businesses that are in need of different keys to work with existing locks. Rekeying is typically the best and most affordable option for those who have working locks but require different keys to operate them.

Lock Installation Services - Technicians from our service can install new locks onto existing doors. Many homeowners and businesses who are looking to enhance the security of a room or building are often told about the advantages that an additional lock might provide. Our locksmiths in Platteville, Colorado can professionally install new deadbolt and doorknob locks onto existing doors. This is especially recommended to certain individuals who are concerned about their security, but only have a locking doorknob on the door in question.

Because of our proximity to the area of Platteville CO, our locksmiths who are always mobile can generally arrive in 30 minutes or less to provide extremely swift and professional locksmith solutions. Learn more about our pricing on our pricing page and call us at anytime at (303) 900-0549.

About Platteville, Colorado: Platteville, Colorado was founded in 1871, on May 27th. The town was named because of its location on the Platte River. Platteville Colorado is located in Weld County, Colorado, and at the time of the last census in 2010, 2485 people were residing in the town. Platteville, Colorado has the area code of 80651 and is geographically located north, north-east of Denver, off of Highway 85 (CanAm Hwy) and highway 66. Read more about Platteville on external websites such as PlattevilleGov.org and Wikipedia.

[inhandnetworks-blog]

New On-Site Fabrication Process Makes Taller Wind Turbines More Fe industrial automation  asible

www.inhandnetworks.com

Model of a turbine constructed with Keystone Tower System’s spiral tapered welding process. Courtesy of Keystone Tower Systems

MIT engineers have developed a new fabrication system that adapts a traditional pipe-making technology to make wind turbines on location, at wind farms, making taller towers more economically feasibl remote maintenance  e.

Wind turbines across the globe are being made taller to capture more energy from the stronger winds that blow at greater heights.

But it’s not easy, or sometimes even economically feasible, to build taller towers, with shipping constraints on tower diameters and the expense involved in construction.

Now Keystone Tower Systems — co-founded LTE network migration by Eric Smith ’01, SM ’07, Rosalind Takata ’00, SM ’06, and Alexander Slocum, the Pappalardo Professor of Mechanical Engineering at MIT — is developing a novel system that adapts a traditional pipe-making technology to churn out wind turbines on location, at wind farms, making taller towers more economically feasible.

Keystone’s system is a modification of spiral welding, a process that’s been used for decades to make large pipes. In that process, steel sheets are fed into one side of a machine, where they’re continuously rolled into a spiral, while their edges are welded together to create a pipe — sort of like a massive paper-towel tube.

Developed by Smith, Takata, and Slocum — along with a team of engineers, including Daniel Bridgers SM ’12 and Dan Ainge ’12 — Keystone’s system allows the steel rolls to be tapered and made of varying thickness, to create a conical tower. The system is highly automated — using about one-tenth the labor of traditional construction — and uses steel to make the whole tower, instead of concrete. “This makes it much more cost-effective to build much taller towers,” says Smith, Keystone’s CEO.

With Keystone’s onsite fabrication, Smith says, manufactures can make towers that reach more than 400 feet. Wind that high can be up to 50 percent stronger and, moreover, isn’t blocked by trees, Smith says. A 460-foot tower, for instance, could increase energy capture by 10 to 50 percent, compared with today’s more common 260-foot towers.

“That’s site-dependent,” Smith adds. “If you go somewhere in the Midwest where there’s open plains, but no trees, you’re going to see a benefit, but it might not be a large benefit. But if you go somewhere with tree cover, like in Maine — because the trees slow down the wind near the ground — you can see a 50 percent increase in energy capture for the same wind turbine.”

In Keystone’s fabrication process, trapezoid-shaped steel sheets of increasing sizes are fed into a modified spiral welding machine — with the shorter size fed into the machine first, and the longest piece fed in last. Welding their edges assembles the sheets into a conical shape. Courtesy of Keystone Tower Systems

Solving transport problems

The Keystone system’s value lies in skirting wind-turbine transportation constraints that have plagued the industry for years. Towers are made in segments to be shipped to wind farms for assembly. But they’re restricted to diameters of about 14 feet, so trucks can safely haul them on highways and under bridges.

This means that in the United States, most towers for 2- or 3-megawatt turbines are limited to about 260 feet. In Europe, taller towers (up to about 460 feet) are becoming common, but these require significant structural or manufacturing compromises: They’re built using very thick steel walls at the base (requiring more than 100 tons of excess steel), or with the lower half of the tower needing more than 1,000 tons of concrete blocks, or pieced together with many steel elements using thousands of bolts.

“If you were to design a 500-foot tower to get strong winds, based on the force exerted on a turbine, you’d want something at least 20 feet in diameter at the base,” Smith explains. “But there’s no way to weld together a tower in a factory that’s 20 feet in diameter and ship it to the wind farm.”

Instead, Keystone delivers its mobile, industrial-sized machine and the trapezoid-shaped sheets of steel needed to feed into the system. Essentially, the sheets are trapezoids of increasing sizes — with the shorter size fed into the machine first, and the longest piece fed in last. (If you laid all the sheets flat, edge-to-edge, they’d form an involute spiral.) Welding their edges assembles the sheets into a conical shape. The machine can make about one tower per day.

Any diameter is possible, Smith says. For 450-foot, 3-megawatt towers, a base 20 feet in diameter will suffice. (Increasing diameters by even a few feet, he says, can make towers almost twice as strong to handle stress.)

Smith compares the process to today’s at-home installation of rain gutters: For that process, professionals drive to a house and feed aluminum coils into one end of a specialized machine that shapes the metal into a seamless gutter. “It’s a better alternative to buying individual sections and bringing them home to assemble,” he says. “Keystone’s system is that, but on a far, far grander scale.”

Behind Keystone

Smith, who studied mechanical engineering and electrical engineering and computer science at MIT, conceived of a tapered spiral-welding process while conducting an independent study on wind-energy issues with Slocum.

Running a consulting company for machine design after graduating from MIT, Smith was vetting startups and technologies in wind energy, and other industries, for investors. As wind energy picked up steam about five years ago, venture capitalists soon funded Smith, Slocum, and other wind-energy experts to study opportunities for cost savings in large, onshore wind turbines.

The team looked, for instance, at developing advanced drivetrain controls and rotor designs. “But out of that study we spotted tower transport as one of the biggest bottlenecks holding back the industry,” Smith says.

With Slocum’s help, Smith worked out how to manipulate spiral-welding machines to make tapered tubes and, soon thereafter, along with Slocum, designed a small-scale, patented machine funded by a $1 million Department of Energy grant. In 2010, Smith and Slocum launched Keystone with Rosalind Takata ’01, SM ’06 to further develop the system in Somerville, Mass. The company has since relocated its headquarters to Denver.

In launching Keystone, Smith gives some credit to MIT’s Venture Mentoring Service (VMS), which advised the startup’s co-founders on everything from early company formation to scaling up the business. Smith still keeps in touch with VMS for advice on overcoming common commercialization roadblocks, such as obtaining and maintaining customers.

“It’s been extremely valuable,” he says of VMS. “There are many different topics that come up when you’re founding an early-stage company, and it’s good to have advisors who’ve seen it all before.”

Opening up the country

Keystone is now conducting structural validation of towers created by its system in collaboration with structural engineers at Northeastern University and Johns Hopkins University. For the past year, the startup’s been working toward deploying a small-scale prototype (about six stories high) at the MIT-owned Bates Linear Accelerator Center in Middleton, Mass., by early 2015.

But last month, Keystone received another $1 million DOE grant to design the full mobile operation. Now, the company is working with the Danish wind-turbine manufacturer Vestas Wind Systems, and other turbine makers, to plan out full-scale production, and is raising investments to construct the first commercial scale machine.

Although their first stops may be Germany and Sweden — where taller wind towers are built more frequently, but using more e Android vending computer xpensive traditional methods — Smith says he hopes to sell the system in the United States, where shorter towers (around 260 feet) are still the norm.

The earliest adopters in the United States, he says, would probably be areas where there is strong wind, but also dense tree cover. In Maine, for example, there’s only a small percentage of the state where wind power is economically feasible today, because trees block wind from the state’s shorter turbines. In the Midwest, wind energy has already reached grid-parity, undercutting even today’s low-cost natural gas — but in areas like New England and the Southeast, taller towers are needed to reach the strong winds that make wind energy economically feasible.

“Once you’re at the heights we’re looking at,” Smith says, “it really opens up the whole country for turbines to capture large amounts of energy.”

Images: Keystone Tower Systems

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[itsworn]

Lessons Learned About Doing Your Homework Before Buying a Rare Muscle Car Like This 1969 Dodge Hemi Super Bee

He was another baby boomer on a trip back in time. Richard Boeye, like so many of us, got swept away with the thought of buying a 1960s muscle car, to such a degree that he bought a few before realizing he hadn’t done his due diligence.

One of those cars was a member of Dodge’s Scat Pack team in 1969, all too alluring with a twin-scooped hood, cartoon bee mascot medallions, yellow paint with black wraparound “bumblebee” tail stripe, and most of all that dual-quad 426 Hemi engine backed by a four-speed transmission. A little piece of Mopar heaven.

Today, years after the purchase, Richard admits, “I relied on visual inspection” and “their representations,” which, he says with obvious understated poise in his voice, were “very inaccurate.”

The Hemi was a real J-code, and several years later Mopar restorer Frank Badalson would verify the “13-digit VIN stamped in the side of the block, like it should be,” and the same for the transmission. “Super rare” is how Frank described this Bee, as he dug out from one of his myriad reference books a production quantity of 38.

“And, to be numbers-matching with a four-speed? That’s harder because easily half of those are going to be non-numbers-matching.”

The paint, Frank said, “was pretty good,” the interior was “generally okay.” Overall the Super Bee looked inviting—on the outside.

Richard says he did not want to sound sarcastic when he told us, “It can be very expensive for a buyer over 50 to revisit his youth by buying a car he doesn’t know anything about.

“I probably put two miles on that car in four or five years, and I knew something was wrong,” he adds. The shifter was “locked” in reverse, and the Hemi clearly did not “run right.”

For help with his Boss 429, Richard had turned to Bob Perkins, the best in the business for Boss Mustang restorations. For help with his Super Bee, he turned to Frank, one of the top Mopar restorers on the planet.

“It all started with Richard wanting me to look it over in some pictures,” Frank says. But there’s really no way to authenticate numbers except in person, what Frank calls a “forensic examination.” Eventually, Richard shipped his Dodge from Denver to Frank’s shop, American Performance in Richmond, Virginia, for what turned into one surprise after another. Frank raised the car on a lift for analysis, and mighty Casey stepped to the plate.

“Whatever outfit the H-pipe came from,” that piece of the exhaust was scraping paint off the driveshaft, which had been “bead-blasted and then sprayed silver.” Frank called that the “easy way out” and not correct. The speedometer cable wasn’t routed or secured and was “melting away” against that H-pipe.

“Everything was painted silver” on the transmission, which Frank referred to as “the amateur way.” This paint was “chipping and rusting away because all they did was bead-blast,” which to him was “unbelievable” on such a valuable muscle car.

According to Frank, “Original transmissions were not painted.” The 30-minute cast-gray spray-bomb paint job done on this car’s transmission was not the proper procedure: boiling and cleaning at the engine shop, followed by treatment with metal prep to look natural, applying color codes, and finally assembly to create an authentic look.

The more Frank examined the car, the more problems he found. There was incorrect hardware making up the transmission rods, and a generic idler arm with a grease fitting. It was surprise after surprise.

“Original idler arms didn’t have that. This is something cheap they found. Lower control arms are not supposed to be painted black. They are supposed to be Cosmoline-coated.”

The tie-rod adjusting tubes were also aftermarket and painted silver. The dust shields for the disc brakes had been painted black, when stock is a natural galvanized finish. The U-joints were generic replacements with grease fittings. One of Frank’s pet-peeve infractions is washers welded onto the driveshaft, another “easy way out” for balancing, clearly not factory. The driveshaft had been desecrated by the “spray bomb monster” with silver paint.

The block was numbers-matching, with a final assembly date of 2387. (On the 10,000-day calendar, that corresponds to February 9, 1968.) But it was painted what looked like Chevrolet orange. “Technically it’s supposed to be early Hemi Orange.”

There were more surprises for Frank: “Why would somebody put a pitted leaf spring bracket on a so-called restored show car, when this is available for 70 bucks? We make them. Why would you go through prepping, priming, and painting this? Imagine the labor spent, rather than ordering the correct part? It’s just a joke.”

But the worst travesty had to be inside the Hemi, where pushrods were “banging and chipping away at the rocker arms.” Frank sounds mystified when he says, “Of course the poor guy said his car doesn’t run. It doesn’t run because it has all this wrong stuff in it. He told me he just simply could not enjoy the car.”

The big question, then, is what should be done? A restoration? Richard had already paid for a car that was “restored.” Was there a way to correct the mistakes without a complete restoration? Some problems were serious, such as the engine not running. Same with the transmission. Those had to be fixed. But how many other problems did Richard want to deal with that were not so serious?

Richard had managed to get his Super Bee into Frank’s shop. He didn’t want to stop now. He had been in the hobby long enough to understand that being “underwater” on a car is not uncommon. Yes, he had made a bad purchase, but he was still enamored with the Hemi Super Bee (and will provide full seller disclosure if he sells the car). He cited the principle of increasing and decreasing returns in real estate, where investors pour X-number of dollars into a property they own and discover that the money spent is less than the value added.

“For comparison, a house buyer applies for a loan, and the lender requires an appraisal which has an adjustment grid for the comparable sales to indicate the value of the subject property. A similar process can be used to adjust for the differences in the descriptions of the sold car auction results (including commission) to indicate a range in value of the car being evaluated.”

Richard recommends hiring a mechanic technician to inspect a car on a lift or displayed before auction, and to ask the seller questions about the car. He says, “Remember that you may have to spend thousands on the car after your purchase to cure the postponed maintenance.”

Over the next two years, Frank did a partial restoration in the sense that he didn’t have to start over. The paint and bodywork were good. Instead, he fixed the mistakes in the last restoration, which might have been done by different owners. Nobody knew.

In the final analysis, more important than the extra money Richard Boeye spent was getting what he wanted, a restored Hemi Super Bee and “thumbs-up at a red light.” After Frank Badalson’s labor, this Bee is certainly worthy of that and a maybe a show trophy or two as well.

At a Glance

1969 Hemi Super Bee Owned by: Richard Boeye, Denver, CO Restoration repair: Frank Badalson, American Performance, Richmond, VA Engine: 426ci/425hp Hemi V-8 Transmission: Chrysler A833 4-speed manual Rearend: Dana 60 with 4.10:1 gears and Sure Grip Interior: Black vinyl bench seat Wheels: 15×6 steel with dog dish hubcaps Tires: F70-15 Goodyear redline Special Parts: Black tail stripe, 26-inch radiator, Super Track Pak (Dana axle, Sure Grip differential, dual-point distributor, heavy-duty 4-speed with Hurst shifter, and heavy-duty cooling)

This Super Bee is one of 38 coupes built in 1969 with the Hemi engine and four-speed transmission. Seen here after Frank Badalson fixed most of the car’s restoration mistakes, the Hemi Super Bee looked this good from the outside when Richard Boeye bought it five or six years ago.

The matching-numbers 426 Hemi runs like Chrysler intended now, plus it is painted the stock color. Badalson rebuilt and restored the engine and engine bay, which to him means to put back as delivered from the factory, circa 1969.

The air cleaner is topped by this “Ramcharger” ram-air system mounted beneath the hood.

The bench seat is classic muscle car. The four-speed shifter rises high out of the floorboard.

The functional hoodscoops are manually operated with this lever under the instrument panel and to the right of the steering column.

Dog dish hubcaps and redline tires pop out against the stock yellow rims.

Richard is far from a newbie today. He is very knowledgeable on how to buy a muscle car. Here we see him at Barrett-Jackson’s Scottsdale auction in January 2017, with luminaries in the hobby. From left to right are Dave Steine, Bob Perkins, Karl Roepke, and Richard Boeye.

Seen here looking over a Corvette at auction, Richard laughed when he told us, “If I went to buy a car today, the seller would probably say, ‘We need to get Richard the heck out of here. He’s asking too many questions.’”

Photos: Frank Badalson

Mistakes Corrected

These are just some of the restoration mistakes Frank Badalson spotted—and corrected—while working on Richard Boeye’s Hemi Super Bee.

Washers welded onto the driveshaft are clearly not factory but rather an amateur method of balancing. Frank has seen this before.

Frank removed the shifter boot and found shims that had been cut and fabricated to stiffen the shifter mechanism.

The carburetor linkage was “absolute junk” that somebody fabricated and was a “calamity of amateur work.”

Inside the Hemi, Frank found pushrods split from banging against the rocker arms. If Richard had driven the car, he would have caused more damage, as those pushrods were too long. When Frank got through with his rebuild, the 426 ran as it was intended. Touch the key, and the Hemi fires up and stays running. He said, “Hemis were never designed to be bucking broncos.”

The speedometer cable was melting against the H-pipe.

The top shifter handle is correct. The bottom handle is the one that was in the Super Bee.

The idler arm was generic with a grease fitting.

“Everything painted silver” on the transmission was clearly not stock and a surprise on such a valuable muscle car.

The post Lessons Learned About Doing Your Homework Before Buying a Rare Muscle Car Like This 1969 Dodge Hemi Super Bee appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/lessons-learned-homework-buying-rare-muscle-car-like-1969-dodge-hemi-super-bee/ via IFTTT

[stickyyouthstudent]

Trying to buy some welding equipment. Where to start???

Hi there, been a lurker for a while now.

I have some money saved up - about 4 grand - to buy some equipment and start learning.

I'm going back to school next fall to finish an engineering degree (started out electrical, now trying to do mechanical) and I want to spend some time learning how to weld before I go back.

My grandfather was a sculptor, and I've always really admired being able to create things with your hands. He worked with marble, but I want to try my hand at metalworking.

So, if you were in my position and wanted to learn, what equipment would you buy?

I want to learn tig the most, and mig second most. I'd like to get spend as little as possible because I have a small business and the more I can spend on ads for it the better.

I can take some classes too right now if that makes sense. I work on my business about 20 hours a week so I have plenty of free time right now.

I'm located in Denver, CO if that makes a difference about the classes.

I primarily want to learn as a hobby, but I wouldn't be opposed to working as a welder part time while I finish engineering school if I can figure out how to limit how much time I spend on my business (eCommerce and amazon PL products).

Thanks in advance!!!!!

submitted by /u/is_this_available07 [link] [comments]