Column 1 of the table presents metals that are or are not subject to corrosion with the metals indicated in the remaining columns of the table and the proportion of the ratio of the areas of the metal indicated in column 1 to the metals in the remaining columns of the table.

The short designation S, U, N in the table means:

1. C - severe and rapid metal corrosion;
2. U - moderate metal corrosion;
3. N - Insignificant or negligible metal corrosion

Metal corrosion is known to cause a lot of trouble. Isn’t it up to you, dear car owners, to explain what it threatens: give it free rein, and the car will only be tires. Therefore, the sooner the fight against this disaster begins, the longer the car body will live.

To be successful in the fight against corrosion, you need to find out what kind of “beast” it is and understand the reasons for its occurrence.

Today you will find out

Is there hope?

The damage caused to humanity by corrosion is enormous. According to various sources, corrosion “eats” from 10 to 25% of global iron production. Turning into brown powder, it is irrevocably scattered throughout white light, as a result of which not only we, but also our descendants are left without this most valuable construction material.

But the trouble is not only that metal as such is lost, no, bridges, cars, roofs, and architectural monuments are destroyed. Corrosion spares nothing.

The same Eiffel Tower, the symbol of Paris, is terminally ill. Made from ordinary steel, it inevitably rusts and breaks down. The tower has to be painted every 7 years, which is why its weight increases by 60-70 tons each time.

Unfortunately, it is impossible to completely prevent metal corrosion. Well, unless you completely isolate the metal from the environment, for example, place it in a vacuum. 🙂 But what is the use of such “canned” parts? Metal must “work”. Therefore, the only way to protect against corrosion is to find ways to slow it down.

In ancient times, fat and oils were used for this, and later they began to coat iron with other metals. First of all, low-melting tin. In the works of the ancient Greek historian Herodotus (5th century BC) and the Roman scientist Pliny the Elder there are already references to the use of tin to protect iron from corrosion.

An interesting incident occurred in 1965 at the International Symposium on Corrosion Control. An Indian scientist spoke about a society for the fight against corrosion that has existed for about 1600 years and of which he is a member. So, one and a half thousand years ago, this society took part in the construction of sun temples on the coast near Konarak. And despite the fact that these temples were flooded by the sea for some time, the iron beams were perfectly preserved. So even in those distant times, people knew a lot about fighting corrosion. So, not everything is so hopeless.

What is corrosion?

The word "corrosion" comes from the Latin "corrodo - to gnaw." There are also references to the Late Latin “corrosio” - corroding. But anyway:

Corrosion is the process of metal destruction as a result of chemical and electrochemical interaction with the environment.

Although corrosion is most often associated with metals, concrete, stone, ceramics, wood, and plastics are also subject to it. In relation to polymeric materials, however, the term destruction or aging is more often used.

Corrosion and rust are not the same thing

In the definition of corrosion in the paragraph above, it is not for nothing that the word “process” is highlighted. The fact is that corrosion is often identified with the term “rust”. However, these are not synonyms. Corrosion is a process, while rust is one of the results of this process.

It is also worth noting that rust is a corrosion product exclusively of iron and its alloys (such as steel or cast iron). Therefore, when we say “steel rusts,” we mean that the iron in its composition rusts.

If rust only applies to iron, does that mean other metals don't rust? They don't rust, but that doesn't mean they don't corrode. They just have different corrosion products.

For example, copper, when corroded, becomes covered with a beautiful greenish color (patina). Silver tarnishes when exposed to air—a sulfide deposit forms on its surface, a thin film of which gives the metal its characteristic pinkish color.

Patina is a product of corrosion of copper and its alloys

The mechanism of corrosion processes

The variety of conditions and environments in which corrosion processes occur is very wide, so it is difficult to give a single and comprehensive classification of the occurrence of corrosion cases. But despite this, all corrosion processes have not only a common result - the destruction of the metal, but also a single chemical essence - oxidation.

Simplified, oxidation can be called the process of electron exchange. When one substance is oxidized (donates electrons), another, on the contrary, is reduced (receives electrons).

For example, in the reaction...

... the zinc atom loses two electrons (oxidizes), and the chlorine molecule gains them (reduces).

Particles that donate electrons and oxidize are called restorers, and particles that accept electrons and are reduced are called oxidizing agents. These two processes (oxidation and reduction) are interrelated and always occur simultaneously.

Such reactions, which in chemistry are called redox, underlie any corrosion process.

Naturally, the tendency to oxidize is different for different metals. To understand which ones have more and which have less, let’s remember the school chemistry course. There was such a concept as an electrochemical series of voltages (activities) of metals, in which all metals are arranged from left to right in order of increasing “nobility”.

So, metals located to the left in a row are more prone to losing electrons (and therefore to oxidation) than metals located to the right. For example, iron (Fe) is more susceptible to oxidation than the more noble copper (Cu). Certain metals (for example, gold) can only give up electrons under certain extreme conditions.

We’ll return to the activity series a little later, but now let’s talk about the main types of corrosion.

Types of corrosion

As already mentioned, there are many criteria for the classification of corrosion processes. Thus, corrosion is distinguished by the type of distribution (continuous, local), by the type of corrosive medium (gas, atmospheric, liquid, soil), by the nature of mechanical effects (corrosion cracking, Fretting phenomenon, cavitation corrosion) and so on.

But the main way to classify corrosion, which allows us to most fully explain all the subtleties of this insidious process, is classification according to the mechanism of its occurrence.

Based on this criterion, two types of corrosion are distinguished:

• chemical
• electrochemical

Chemical corrosion

Chemical corrosion differs from electrochemical corrosion in that it occurs in non-conductive environments. electricity. Therefore, with such corrosion, the destruction of the metal is not accompanied by the emergence of an electric current in the system. This is the usual redox interaction of a metal with its environment.

The most typical example of chemical corrosion is gas corrosion. Gas corrosion is also called high-temperature corrosion, since it usually occurs at elevated temperatures, when the possibility of moisture condensation on the metal surface is completely excluded. This type of corrosion can include, for example, corrosion of electric heater elements or rocket engine nozzles.

The rate of chemical corrosion depends on temperature; as it increases, corrosion accelerates. Because of this, for example, during the production of rolled metal, fiery splashes fly in all directions from the hot mass. This is when scale particles break off from the surface of the metal.

Scale is a typical product of chemical corrosion, an oxide resulting from the interaction of hot metal with atmospheric oxygen.

In addition to oxygen, other gases can have strong aggressive properties towards metals. These gases include sulfur dioxide, fluorine, chlorine, and hydrogen sulfide. For example, aluminum and its alloys, as well as steels with high content chromium (stainless steels) are stable in an atmosphere that contains oxygen as the main aggressive agent. But the picture changes dramatically if chlorine is present in the atmosphere.

In the documentation for some anti-corrosion drugs, chemical corrosion is sometimes called “dry”, and electrochemical corrosion is sometimes called “wet”. However, chemical corrosion can also occur in liquids. Only, unlike electrochemical corrosion, these liquids are non-electrolytes (i.e., non-conducting electric current, for example alcohol, benzene, gasoline, kerosene).

An example of such corrosion is the corrosion of iron parts of a car engine. The sulfur present in gasoline as an impurity interacts with the surface of the part, forming iron sulfide. Iron sulfide is very brittle and flakes off easily, freeing up a fresh surface for further interaction with sulfur. And so, layer by layer, the part is gradually destroyed.

Electrochemical corrosion

If chemical corrosion is nothing more than simple oxidation of a metal, then electrochemical corrosion is destruction due to galvanic processes.

Unlike chemical corrosion, electrochemical corrosion occurs in environments with good electrical conductivity and is accompanied by the generation of current. To “start” electrochemical corrosion, two conditions are necessary: galvanic couple And electrolyte.

Moisture on the metal surface (condensation, rainwater, etc.) acts as an electrolyte. What is a galvanic couple? To understand this, let us return to the activity series of metals.

Let's see. More active metals are located on the left, less active ones are on the right.

If two metals with different activities come into contact, they form a galvanic couple, and in the presence of an electrolyte, a flow of electrons occurs between them, flowing from the anode to the cathode sites. In this case, the more active metal, which is the anode of the galvanic couple, begins to corrode, while the less active metal does not corrode.

Galvanic cell diagram

For clarity, let's look at a few simple examples.

Let's say a steel bolt is secured with a copper nut. Which will corrode, iron or copper? Let's look at the activity row. Iron is more active (positioned to the left), which means it will be destroyed at the junction.

Steel bolt - copper nut (steel corrodes)

What if the nut is aluminum? Let's look at the activity row again. Here the picture changes: aluminum (Al), as a more active metal, will lose electrons and collapse.

Thus, contact of a more active “left” metal with a less active “right” metal increases the corrosion of the first.

As an example of electrochemical corrosion, we can cite cases of destruction and sinking of ships whose iron plating was fastened with copper rivets. Also noteworthy is the incident that occurred in December 1967 with the Norwegian ore carrier Anatina, traveling from Cyprus to Osaka. IN Pacific Ocean A typhoon hit the ship and the holds were filled with salt water, resulting in a large galvanic couple: copper concentrate + steel hull of the ship. After some time, the steel hull of the ship began to soften and it soon sent out a distress signal. Fortunately, the crew was rescued by a German ship that arrived in time, and the Anatina itself somehow made it to the port.

Tin and zinc. "Dangerous" and "safe coatings"

Let's take another example. Let's say the body panel is covered with tin. Tin is a very corrosion-resistant metal; in addition, it creates a passive protective layer, protecting iron from interaction with external environment. This means that the iron under the tin layer is safe and sound? Yes, but only until the tin layer gets damaged.

And if this happens, a galvanic couple immediately arises between tin and iron, and iron, which is a more active metal, will begin to corrode under the influence of galvanic current.

By the way, people still have legends about the supposedly “eternal” tin-plated bodies of the “Victory”. The roots of this legend are as follows: when repairing emergency vehicles, craftsmen used blowtorches for heating. And suddenly, out of the blue, tin begins to flow “like a river” from under the flame of the burner! This is where the rumor began that the body of the Pobeda was completely tinned.

In fact, everything is much more prosaic. The stamping equipment of those years was imperfect, so the surfaces of the parts were uneven. In addition, the steels of that time were not suitable for deep drawing, and the formation of wrinkles during stamping became common. The welded but not yet painted body had to be prepared for a long time. The bulges were smoothed out with sanding wheels, and the dents were filled with tin solder, especially a lot of which was near the windshield frame. That's all.

Well, you already know whether a tinned body is “eternal”: it is eternal until the first good blow from a sharp stone. And there are more than enough of them on our roads.

But with zinc the picture is completely different. Here, in essence, we are fighting electrochemical corrosion with its own weapons. The protecting metal (zinc) is to the left of iron in the voltage series. This means that if damaged, it will no longer be the steel that will be destroyed, but the zinc. And only after all the zinc has corroded will the iron begin to deteriorate. But, fortunately, it corrodes very, very slowly, preserving the steel for many years.

a) Corrosion of tinned steel: when the coating is damaged, the steel is destroyed. b) Corrosion of galvanized steel: when the coating is damaged, the zinc is destroyed, protecting the steel from corrosion.

Coatings made from more active metals are called " safe", and from the less active - " dangerous" Safe coatings, in particular galvanizing, have long been successfully used as a method of protecting automobile bodies from corrosion.

Why zinc? Indeed, in addition to zinc, several other elements are more active in the activity series relative to iron. Here's the catch: The farther two metals are from each other in the activity series, the faster the destruction of the more active (less noble). And this, accordingly, reduces the durability of anti-corrosion protection. So for automobile bodies, where in addition to good protection of the metal it is important to achieve a long period of this protection, galvanizing is ideal. Moreover, zinc is available and inexpensive.

By the way, what happens if you cover the body, for example, with gold? Firstly, it will be oh so expensive! 🙂 But even if gold became the cheapest metal, this cannot be done, since it would do our hardware a disservice.

Gold, after all, stands very far from iron in the activity series (farthest), and with the slightest scratch, iron will soon turn into a pile of rust covered with a gold film.

The car body is exposed to both chemical and electrochemical corrosion. But the main role still allocated to electrochemical processes.

After all, let’s be honest, there are a lot of galvanic couples in a car body and a small cart: these are welds, and contacts of dissimilar metals, and foreign inclusions in rolled sheets. All that is missing is an electrolyte to “turn on” these galvanic cells.

And the electrolyte is also easy to find - at least the moisture contained in the atmosphere.

In addition, under real operating conditions, both types of corrosion are enhanced by many other factors. Let's talk about the main ones in more detail.

Factors affecting car body corrosion

Metal: chemical composition and structure

Of course, if car bodies were made of technically pure iron, their corrosion resistance would be impeccable. But unfortunately, and maybe fortunately, this is impossible. Firstly, such iron is too expensive for a car, and secondly (and more importantly) it is not strong enough.

However, let's not talk about high ideals, but return to what we have. Let's take, for example, 08KP steel, which is widely used in Russia for stamping body parts. When examined under a microscope, this steel appears as follows: small grains of pure iron mixed with grains of iron carbide and other inclusions.

As you may have guessed, such a structure gives rise to many microgalvanic cells, and as soon as an electrolyte appears in the system, corrosion will slowly begin its destructive activity.

Interestingly, the corrosion process of iron is accelerated by the action of sulfur-containing impurities. Usually it gets into the iron from coal during blast furnace smelting of ores. By the way, in the distant past, not stone, but charcoal, which practically did not contain sulfur, was used for this purpose.

It is also for this reason that some metal objects of antiquity have remained virtually unaffected by corrosion over their centuries-old history. Take a look, for example, at this iron column that is located in the courtyard of the Qutub Minar in Delhi.

It has been standing for 1600 (!) years, and no matter what. Along with the low air humidity in Delhi, one of the reasons for such amazing corrosion resistance of Indian iron is precisely low content sulfur in metal.

So in reasoning along the lines of “before, the metal was cleaner and the body did not rust for a long time,” there is still some truth, and a considerable one.

By the way, why then do stainless steels not rust? But because chromium and nickel, used as alloying components of these steels, stand next to iron in the electrochemical voltage series. In addition, upon contact with an aggressive environment, they form a strong oxide film on the surface, protecting the steel from further corrosion.

Chromium-nickel steel is the most typical stainless steel, but there are other grades of stainless steel. For example, lightweight stainless alloys may include aluminum or titanium. If you have been to the All-Russian Exhibition Center, you have probably seen the obelisk “To the Conquerors of Space” in front of the entrance. It is lined with titanium alloy plates and there is not a single speck of rust on its shiny surface.

Factory body technologies

The thickness of the sheet steel from which body parts of a modern passenger car are made is, as a rule, less than 1 mm. And in some places of the body this thickness is even less.

A feature of the stamping process of body panels, and indeed of any plastic deformation of metal, is the occurrence of unwanted residual stresses during deformation. These stresses are negligible if the stamping equipment is not worn out and the strain rates are adjusted correctly.

Otherwise, a sort of “time bomb” is placed in the body panel: the arrangement of atoms in the crystalline grains changes, so the metal in a state of mechanical stress corrodes more intensely than in its normal state. And, characteristically, the destruction of the metal occurs precisely in the deformed areas (bends, holes) that play the role of the anode.

In addition, when welding and assembling the body at the factory, many cracks, overlaps and cavities are formed in it, in which dirt and moisture accumulate. Not to mention the welds, which form the same galvanic couples with the base metal.

Environmental influence during operation

The environment in which metal structures, including cars, are used is becoming more aggressive every year. IN last decades the content of sulfur dioxide, nitrogen oxides and carbon has increased in the atmosphere. This means that cars are no longer washed with just water, but with acid rain.

Since we're talking about acid rain, let's return once again to the electrochemical series of voltages. An observant reader will notice that hydrogen is also included in it. A reasonable question: why? But why: its position shows which metals displace hydrogen from acid solutions and which do not. For example, iron is located to the left of hydrogen, which means it displaces it from acid solutions, while copper, located to the right, is no longer capable of such a feat.

It follows that acid rain is dangerous for iron, but not for pure copper. But this cannot be said about bronze and other copper-based alloys: they contain aluminum, tin and other metals that are in the series to the left of hydrogen.

It has been noticed and proven that in a big city, bodies live less. In this regard, data from the Swedish Corrosion Institute (SCI) is indicative, establishing that:

• in rural Sweden, the rate of destruction of steel is 8 microns per year, zinc - 0.8 microns per year;
• for the city these figures are 30 and 5 microns per year, respectively.

The climatic conditions in which the car is operated are also important. Thus, in a marine climate, corrosion is approximately twice as active.

Humidity and temperature

We can understand how great the influence of humidity on corrosion is by the example of the previously mentioned iron column in Delhi (remember the dry air as one of the reasons for its corrosion resistance).

Rumor has it that one foreigner decided to reveal the secret of this stainless iron and somehow broke off a small piece from the column. Imagine his surprise when, while still on the ship on the way from India, this piece became covered with rust. It turns out that in the humid sea air, stainless Indian iron turned out to be not so stainless after all. In addition, a similar column from Konarak, located near the sea, was very badly affected by corrosion.

The rate of corrosion at relative humidity up to 65% is relatively low, but when the humidity increases above the specified value, corrosion accelerates sharply, since at such humidity a layer of moisture forms on the metal surface. And the longer the surface remains wet, the faster corrosion spreads.

This is why the main foci of corrosion are always found in hidden cavities of the body: they dry much more slowly than open parts. As a result, stagnant zones form in them - a real paradise for corrosion.

By the way, the use of chemical reagents to combat ice corrosion is also beneficial. Mixed with melted snow and ice, de-icing salts form a very strong electrolyte that can penetrate anywhere, including into hidden cavities.

As for temperature, we already know that increasing it activates corrosion. For this reason, there will always be more traces of corrosion near the exhaust system.

Air access

Still, this corrosion is an interesting thing. As interesting as it is, it is also insidious. For example, do not be surprised that a shiny steel cable, seemingly completely untouched by corrosion, may turn out to be rusty inside. This happens due to uneven air access: in places where it is difficult, the threat of corrosion is greater. In corrosion theory, this phenomenon is called differential aeration.

The principle of differential aeration: uneven access of air to different areas metal surface leads to the formation of a galvanic cell. In this case, the area intensively supplied with oxygen remains unharmed, while the area poorly supplied with it corrodes.

A striking example: a drop of water falling on the surface of a metal. The area located under the drop and therefore less well supplied with oxygen plays the role of an anode. The metal in this area is oxidized, and the role of the cathode is played by the edges of the drop, which are more accessible to the influence of oxygen. As a result, iron hydroxide, a product of the interaction of iron, oxygen and moisture, begins to precipitate at the edges of the drop.

By the way, iron hydroxide (Fe 2 O 3 ·nH 2 O) is what we call rust. A rust surface, unlike a patina on a copper surface or an aluminum oxide film, does not protect the iron from further corrosion. Initially, rust has a gel structure, but then gradually crystallizes.

Crystallization begins inside the rust layer, while the outer shell of the gel, which in the dry state is very loose and fragile, peels off, and the next layer of iron is exposed. And so on until all the iron is destroyed or all the oxygen and water in the system are gone.

Returning to the principle of differential aeration, one can imagine how many opportunities there are for the development of corrosion in hidden, poorly ventilated areas of the body.

They rust... everything!

As they say, statistics know everything. Previously, we mentioned such a well-known center for the fight against corrosion as the Swedish Corrosion Institute (SCI), one of the most authoritative organizations in this field.

Every few years, the institute’s scientists conduct an interesting study: they take the bodies of well-worked cars, cut out the “fragments” most favored by corrosion (sections of thresholds, wheel arches, door edges, etc.) and assess the degree of their corrosion damage.

It is important to note that among the bodies under study there are both protected (galvanized and/or anti-corrosive) and bodies without any additional anti-corrosion protection (simply painted parts).

So, CHIC claims that the best protection for a car body is only the combination of “zinc plus anticorrosive”. But all other options, including “just galvanizing” or “just anticorrosive”, according to scientists, are bad.

Galvanization is not a panacea

Proponents of refusing additional anti-corrosion treatment often refer to factory galvanization: with it, they say, the car is not in danger of any corrosion. But, as Swedish scientists have shown, this is not entirely true.

Indeed, zinc can serve as an independent protection, but only on smooth and smooth surfaces, which are also not subject to mechanical attacks. And on edges, edges, joints, as well as places regularly exposed to sand and stones, galvanization succumbs to corrosion.

In addition, not all cars have completely galvanized bodies. Most often, only a few panels are coated with zinc.

Well, we must not forget that although zinc protects steel, it is inevitably consumed in the process of protection. Therefore, the thickness of the zinc “shield” will gradually decrease over time.

So the legends about the longevity of galvanized bodies are true only in cases where zinc becomes part of the overall barrier, in addition to regular additional anti-corrosion treatment of the body.

It's time to finish, but the topic of corrosion is far from exhausted. We will continue to talk about the fight against it in the following articles under the “Anti-corrosion protection” section.

Which cars are more susceptible to corrosion?

All cars are susceptible to the “red plague”, some to a lesser extent, some to a greater extent, and some, as it turns out, especially so. And Belarus in this regard is not very lucky with the climate - even the most stainless cars are subject to corrosion and car owners either “treat” the car or take preventive measures. AUTO.TUT.BY decided to find out whether it is true that “Volkswagens do not rust” and “Toyota SUVs are indestructible.”

Japanese automobile company Toyota Motor Corp. recently said it would pay $3.4 billion in compensation to owners of a range of vehicle models that are susceptible to corrosion that threatens structural strength. According to Reuters, this applies primarily to the 2005-2010 Toyota Tacoma, the 2005-2008 Tundra model, as well as the Sequoia SUVs produced from 2007 to 2008.

How are things going with these and other car brands here, considering that Belarus is not the best favorable climate? To find out, AUTO.TUT.BY met with Sergei Mukhlaev, director of a specialized anti-corrosion treatment center, and compiled his rating of those cars whose owners most often various reasons contact the center. They are used for two reasons: a preventive measure or anti-corrosion treatment.

Our rating does not pretend to be completely objective and is based on the number of calls to service stations for anti-corrosion treatment. Perhaps these data indicate that car owners, due to the peculiarities of the Belarusian climate, take more care of their cars than others and “prevent” possible problems.

Our company has close relations with similar authorized centers in the Baltic countries, so first I suggest you look at how things are there. Due to the greater development of the market, their statistics on requests is much higher. The centers in the Baltic states have been operating since 2010, and the total base has about 15,000 clients.

So, as for the Baltic countries, the situation there is as follows: in Latvia and Estonia, the Mazda brand is in first place in terms of requests, and in Lithuania, Toyota, says Sergei.

As for Japanese brands, in different countries there is a slight shift towards one brand or another, but the composition of participants does not change. Such shifts are most likely associated with certain market features in terms of the popularity of a particular brand. But VW’s fifth place is typical for all four countries,” says Sergei.

“The French” were not included in the list in any country. This applies to both Russian-assembled and French-assembled cars.

As for Belarus, according to Sergei, we have also accumulated enough experience to make a rating of cars whose owners most often seek anti-corrosion coating services because they care about their car.

Top 5 most rusting brands in Belarus

1st place - Toyota

The rating includes almost all SUVs of this brand, so the claims of American and Belarusian consumers in this regard completely coincide. Land Cruiser 100, 150, 200 models have one common problem - a rusting frame. The welds are the first to fail, and already in the first year of operation, and then the rust spreads throughout the entire frame.

These problems can equally be attributed to “identical” Lexus SUVs. All welds are covered with rust within the first year. Then the rust “gnaws” all the hanging equipment under the bottom of the body. For example, in the “100” the active suspension control unit rots.

But, for example, the Lexus RX crossover has no problems with corrosion, just like all Toyota and Lexus passenger models.

2nd place - VW

The Touran model accounts for the largest number of requests, followed by the Passat. The Touran's weakest points are the sills, the bottom of the doors, and the rear side members. Moreover, VW does not rust on the outside. The paint on the body parts is peeling off, exposing galvanized areas.

3rd place - Nissan

The most problematic of this Japanese brand is the Patrol SUV. Like Toyota, rust most often affects the frame.

In addition, there are many requests from owners of new budget cars and inexpensive crossovers. But this is more due to the desire of owners to preventively protect cars from the consequences of operation in our conditions.

4th place - Mazda

It is impossible to single out any strong and weak models. Even relatively new cars are equally susceptible to corrosion.

Frank weak spots- sills, doors, fenders, trunk lid. The niches behind the rear wheel arches are particularly affected. Condensation constantly accumulates there, and there are no drainage holes. Therefore, no matter how good the metal is, it cannot withstand prolonged contact with water. Not for our Belarus with harsh climate car, what a pity.

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