Will varying temperatures affect the rate in which metal rusts when submerged in different liquids?

There are many factors that may affect the quality of the plastic products in the process of plastic injection mold, and they can be summed up as follows:1. Plastic MaterialsThe complexity of plastic materials' performance determines the complexity of the injection mold process. The performance of plastic materials varies greatly due to their different varieties, grades, manufacturers or even different batches. Different performance parameters may lead to completely different moldings.2. Injection TemperatureThe melt flows into the cooled cavity and losses its heat due to heat conduction. At the same time, the melt generates heat due to shearing action, and this part of the heat may be more or less than the lost heat caused by heat conduction, which depends on the injection conditions. The viscosity of the melt becomes worse with the increasing of temperature. In this way, the higher the injection temperature is, the worse the melt viscosity becomes and the smaller the required filling pressure needs. Meanwhile, the injection temperature is also limited by the thermal degradation temperature and decomposition temperature.3. Mold TemperatureThe lower the mold temperature is, the faster the heat loses, due to the heat conduction; the lower the melt temperature is, the worse the mobility becomes. This phenomenon is particularly obvious when we adopt a lower injection rate.4. Injection TimeThe influences of injection time on the injection process are in three aspects:(1)When we shorten the injection time, the shear strain rate of the melt will increase, and the injection pressure which are used for filling the cavity should also be increased. (2) When we shorten the injection time, the shear strain rate of the melt will increase and the melt viscosity decreases due to the shear thinning characteristic. The injection pressure should also be decreased in order to fill the cavity.(3)When we shorten the injection time, the shear strain rate in the melt as well as the heat productivity will get higher, and meanwhile, the heat lost due to heat conduction is only a little. Thus, the higher the melt temperature is, the worse the viscosity becomes. And the injection pressure should be decreased so as to fill the cavity. As a result of the above three factors, the curve of the injection pressure which is required to fill the cavity presents in a "U" shape. That is, there exist an injection time when the required injection pressure is minimal.

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if one is rusted the the other side will be close behind
you could go to a wrecker and get the un rusted units for repair but the problem is that where the units are welded in will rust from the salt used on the roads during winter ( if the surround metal is not affected by rust)
Basically I suggest that you take a good look at the vehicle condition for other rust sites ( chamber under windscreen, body and guard rust and make a decision to replace it if there is other rust around

ask your mechanic? ask 3 (ADD ALL 3 and divide by 3)?
no 2 will say the same.
and no place on earth has this data (it's private)
costs vary all over the world, like in NY City with 10 taxes.?
"if you walk to work they tax your feet "Beatles" (bingo city)
taxes, rents, labor, energy costs.
skill sets
tools in shop
and what if a part breaks, as you reach part x (or RUST)
that is reality. you pay for that. or learn to do it yourself.
unless your shop chargers FLAT rates, ($$$$$)

The DPFE itself is a sensor. It plugs on top of 2 Vacuum lines that are usually Silicone and high temperature capable. The other end of the Vacuum lines attach to a metal tube coming from the exhaust pipes. The DPFE measures the flow inside this exhaust tube and adjusts the engine accordingly.

The metal tube can rust and often if there is a metal joint that hides the rust. Any leak in this tube will render the DPFE useless.

Rusted Brake Tubing needs to be replaced

The ECT (Engine Coolant Temperature) sensor is a thermal variable resistor (also known as a "thermistor"). The ECT delivers a signal to the THW terminal of the Engine Control Module (ECM) which varies with engine coolant temperature. The ECM uses this signal to control the fuel injection system, the overdrive operation on vehicles equipped with electronically controlled overdrive transmissions, spark timing control, idle speed control, fuel pressure control system (if equipped), heated oxygen sensor system (if equipped) and EGR systen (if equipped)

When it is stated that valve clearance should be set when hot, you first adjust the clearance on the cold engine after assembly to the hot setting specs if they are the only ones given, then let the vehicle warm up to operating temperature. Then adjust the clearances again.
If it is just a tune-up(undisturbed engine), let the engine warm up to operating temperature, then adjust.
The reason is that metal expands as it heats up, which affects the valve clearance.

Could be the coolant temp sensor:



4.0L engine shown





5.2L engine shown



To test it:

Perform this test on a cold or cool engine.

1. Disconnect the negative (-) battery cable.
   
2. Unplug the electrical wiring from the sending unit.
   
3. Using an ohmmeter, measure the resistance between the terminal and the sending unit's metal body
   
   1. Infinite resistance or zero resistance: the sending unit is bad, replace the sender with a new one.
      
   2. Other than infinite or zero resistance: continue test.
      
4. Remove the temperature sender from the engine.
   
5. Position the sending unit so the metal shaft (opposite end from the electrical connectors) is in a pot of water. Make sure that the electrical connector is not submerged and only the tip of the sending unit's body is in the water.
   
6. Heat the pot of water at a medium rate. While the water is warming, continue to measure the resistance of the terminal and the metal body of the sending unit:
   
   1. As the water warms up, the resistance goes down in a steady manner: the sending unit is good.
      
   2. As the water warms up, the resistance does not change or changes in erratic jumps: the sender is bad, replace it with a new one.
      
7. Install the good or new sending unit into the engine, then connect the negative battery cable.
   

1. With the engine cold, remove the ECT sensor.
   
2. Immerse the tip of the sensor in container of water.
   
3. Connect a digital ohmmeter to the two terminals of the sensor.
   
4. Using a calibrated thermometer, compare the resistance of the sensor to the temperature of the water. Refer to the sensor resistance illustration.
   
5. Repeat the test at two other temperature points, heating or cooling the water as necessary.
   
6. If the sensor does not meet specification, it must be replaced.
   

Submerge the end of the temperature sensor in cold or hot water and check resistance



Temperature-to-resistance relationship of the ECT and MAT sensors