Tamiya takes its shaft chassis from basic to ballistic by Greg Vogel
If you've been into the hobby a while, you'll remember that, with the TA series, Tamiya' pioneered touring cars and their shaft-drive technology. As belt-drive cars became popular, Tamiya responded with the TA-03 and its latest top-of-the-line competition tourer, the TA-04 Pro. Tamiya never gave up on shafts, however, and the system remains the drive train of choice for its 4WD vehicles. This is evident in the company's latest (and very competitive) super-scale nitro car, the TGR and the wellestablished TGX, TG-10, TL-01 and TB-01 platforms. The TB-01 is particularly interesting; it was initially offered as a rally car, but dedicated Tamiyaphiles soon discovered it had real racing potential, and Tamiya now offers a full line of race-oriented hop-ups for it.
It seems Tamiya wasn't satisfied with merely hopping up the TB-01 and has designed an all-new car-- the TB Evolution-around its shaft-drive system. The limited-release Evo is much more than a TB-01 with some optional parts; it has some TGR in its bloodline and obviously seems competitive. But as good as a car looks, the racetrack is always the real test. So let's check it out.
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KIT FEATURES
Chassis. The TB Evo has a double-deck chassis with both plates cut from woven carbon-fiber. The lower chassis plate is slotted to hold all 6 cells low on the right side, and molded battery cups with a carbonfiber hold-down strap keep the cells in place (there are also small slots for strapping tape if you want to save weight by omitting the battery hold-down). The left side of the chassis is home to the motor and all the electronics, and the area under the motor has been cut away, so the motor sits almost flush with the chassis' bottom. Even the gearboxes get the low-- CG treatment; small openings allow them to poke through the chassis and, of course, the holes on the bottom plate have been countersunk.
The top deck spans the chassis' length, and it's bolted to the front and rear bulkheads, the motor mount, the steering posts and an aluminum center post. By bolting the plate to these areas, Tamiya provides a very rigid platform with almost no noticeable flexing.
A foam bumper is captured between an upper and a lower plate. This prevents the bumper from folding over in a crash and allows it to do its job.
* Drive train. Although the Evo is shaft-driven like its TB-01 precursor, the drive train is almost totally new. The rear end is equipped with a ball differential like the one used on the TG-10, but a lightweight plastic bevel-diff gear replaces the TG-10's cast-- aluminum gear. To reduce rotating mass, the differential halves are made of light machined aluminum instead of cast aluminum. A plastic bevel pinion is mated with the diff inside the gear case, which is borrowed from the TGR. Up front, a torque splitter (also known as a one-way diff) is used in place of a conventional diff. It's built into a TB-01 cliff case held in another TGR gearbox. The TGR case is unique in that its halves aren't bolted together; instead, a ring slides over the area that encloses the bevel pinion gear bearings and prevents the case from splitting. To hold the case's outdrive portions together, they are wedged between the bulkheads.
An aluminum shaft with a steel rear tip sends power to the front and rear gearboxes. The steel tip is on the spur gear end where the pin slides through the shaft to hold the gear; the steel construction prevents the pin from stretching the hole. The spur is a 0.4 module (metric 64-pitch) and a kit-specific part; no standard gear adapter is offered, so only Tamiya spur gears and metric pinions can be used. I'm glad to say Tamiya has you covered: three 88-tooth and three 72-tooth spurs are supplied.
The drive assembly runs on rubber-sealed ball bearings, and universal axles drive the front and rear wheels. The axles aren't drilled for Tamiya's usual crosspins; instead, they are splined for metal drive hexes.
The motor plate is machined from lightweight aluminum that's anodized in a light gray and has a washer plate that the motor screws go through to hold the motor. Although the plate looks badass, it's very hard to reach the screws unless you have a ballhex driver. Even with the ball driver, it's hard to get to the screws after the car has been assembled. Tamiya supplies a black heatsink to cool the motor, and a 35-tooth pinion is also standard equipment.
* Suspension. The Evo's chassis is wider than the standard TB-01's, and its arms are longer than the standard car's, too. The arms run deeper into the wheels to improve the car's stability and handling; they are very stiff and have a matte finish that looks more raceworthy than the shiny gloss of other Tamiya kits' parts. Believe it or not, I had to drill holes in the arms for down-stop screws. I don't think I've ever had to do any hand-fitting on a Tamiya car before. You'll find stout rear hubs, hub carriers and steering knuckles at the ends of the arms, but you won't find any screw-in hinge pins. Like Tamiya's previous pro-car offerings, the Evo uses E-clip hinge pins to hold the suspension pieces together.
Machine tool basics: Part 2
This second installment of our series looks at key machine-tool elements and addresses the tool, the toolholder, and machine control.
The cutting action in a machine tool when milling and drilling involves the spindle, toolholder, and tools.
Spindle Design
Spindles, which secure the tool and its holder, are key in determining machine tool accuracy. In early machine tools, the spindles were simple bearing-- mounted shafts driven by a constant-speed electric motor, achieving different speeds through belts and gears. Operators changed spindle speed by shifting gears or moving belts to and from various pulleys.
As drive motors achieved higher torque and were designed to operate at variable speeds, belt and gear-driven systems began to wane in popularity, but both are still used. Stronger, longer-wearing, quieter belt and gear-- drive designs have been developed. Variable-speed direct drive, or integral-- motor spindles have replaced geared spindles for high-speed applications. At the same time, spindles with planetary gear systems, much like a car's automatic transmission, are now used to provide a wide torque output.
Three important variables in spindle design are the type of bearing, bearing placement, and drive motor.
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Spindle bearings. Spindles have from one to four sets of bearings. The most common bearing configuration on a spindle is one pair back to back in front, and a floating pair or single unit in back. The configuration depends largely upon the balance between axial and radial load, or whether there is an integral, belt, or gear drive.
Although most bearings use steel balls, hybrid bearings with ceramic balls and steel races are gaining favor. Ceramic balls are about 60% lighter than steel units, and so have less inertia and cause less wear. The lighter weight allows spindle shafts to turn from 30 to 50% faster. Ceramic balls are also significantly more expensive than steel.
There are other alternatives to ball bearings depending on the application, performance specifications, and the allowable cost.
Air bearings are used for light, very high-- speed loads such as small drills and high-precision polishing. Air spindles, which operate at 250,000 rpm, carry small tools, just several millimeters in diameter, and do light cuts. They can be used on hardened steels and can produce a mirror finish, eliminating EDM in some cases.
Magnetic bearings suspend the spindle shaft in a frictionless magnetic field, and are used at speeds of more than 40,000 rpm. The main problems are control, complexity, and cost. In the more distant future, superconducting bearings may be practical.
For slower, high-precision operations, hydrodynamic and hydrostatic bearings, can be used. Speed is limited due to fluid shear to slower speeds, such as are employed in some precision grinding operations.
Bearing placement. Most bearings used in spindles employ angular contact, which is the angle between the ball-to-face contact line and a plane through the ball centers perpendicular to the bearing axis. It is usually 12 to 25 deg. The smaller the contact angle, the greater the radial load-carrying ability. The greater the contact angle, the greater the axial load. Thus, choosing the correct bearing is a compromise. For example, in drilling, a very high vertical load operation might require an angle of 25 deg, while milling can be carried out at 15 deg.
The amount of preload placed on the bearing during assembly is important, particularly at speeds over 3000 rpm. At these speeds, temperature becomes an issue, and it is important that there is enough preload to compensate for thermal expansion. Preload settings are based on a combination of maximum speed and maximum cutting forces, plus the type of bearing.
Proper sealing of the bearing is essential when reliability and maintainability are important. Many spindle failures are the result of coolant, moisture, or other materials getting into the bearing. Foreign fluids degrade the lubricant, and solids can spall the raceway and bearings. Sealing problems reportedly cause more than half of the field problems encountered. Machine wrecks are the other major cause of spindles not getting to their design life.
Motor evolution. Motor technology has come a long way, particularly in the ability to get more horsepower from a smaller package. Initially, spindle motors were simple induction motors used with gearboxes and drive belts. Later there was a shift to dc units that delivered more torque. Then, in the 1980s, there was a transition to ac for many applications. The ac motors offered higher performance, higher speed, and fewer wearing parts, and don't employ electromechanical commutation. Ratings range from 5 to 15 hp. These motors can run at a fixed torque with a wide constant-horsepower range.
The cutting action in a machine tool when milling and drilling involves the spindle, toolholder, and tools.
Spindle Design
Spindles, which secure the tool and its holder, are key in determining machine tool accuracy. In early machine tools, the spindles were simple bearing-- mounted shafts driven by a constant-speed electric motor, achieving different speeds through belts and gears. Operators changed spindle speed by shifting gears or moving belts to and from various pulleys.
As drive motors achieved higher torque and were designed to operate at variable speeds, belt and gear-driven systems began to wane in popularity, but both are still used. Stronger, longer-wearing, quieter belt and gear-- drive designs have been developed. Variable-speed direct drive, or integral-- motor spindles have replaced geared spindles for high-speed applications. At the same time, spindles with planetary gear systems, much like a car's automatic transmission, are now used to provide a wide torque output.
Three important variables in spindle design are the type of bearing, bearing placement, and drive motor.
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Spindle bearings. Spindles have from one to four sets of bearings. The most common bearing configuration on a spindle is one pair back to back in front, and a floating pair or single unit in back. The configuration depends largely upon the balance between axial and radial load, or whether there is an integral, belt, or gear drive.
Although most bearings use steel balls, hybrid bearings with ceramic balls and steel races are gaining favor. Ceramic balls are about 60% lighter than steel units, and so have less inertia and cause less wear. The lighter weight allows spindle shafts to turn from 30 to 50% faster. Ceramic balls are also significantly more expensive than steel.
There are other alternatives to ball bearings depending on the application, performance specifications, and the allowable cost.
Air bearings are used for light, very high-- speed loads such as small drills and high-precision polishing. Air spindles, which operate at 250,000 rpm, carry small tools, just several millimeters in diameter, and do light cuts. They can be used on hardened steels and can produce a mirror finish, eliminating EDM in some cases.
Magnetic bearings suspend the spindle shaft in a frictionless magnetic field, and are used at speeds of more than 40,000 rpm. The main problems are control, complexity, and cost. In the more distant future, superconducting bearings may be practical.
For slower, high-precision operations, hydrodynamic and hydrostatic bearings, can be used. Speed is limited due to fluid shear to slower speeds, such as are employed in some precision grinding operations.
Bearing placement. Most bearings used in spindles employ angular contact, which is the angle between the ball-to-face contact line and a plane through the ball centers perpendicular to the bearing axis. It is usually 12 to 25 deg. The smaller the contact angle, the greater the radial load-carrying ability. The greater the contact angle, the greater the axial load. Thus, choosing the correct bearing is a compromise. For example, in drilling, a very high vertical load operation might require an angle of 25 deg, while milling can be carried out at 15 deg.
The amount of preload placed on the bearing during assembly is important, particularly at speeds over 3000 rpm. At these speeds, temperature becomes an issue, and it is important that there is enough preload to compensate for thermal expansion. Preload settings are based on a combination of maximum speed and maximum cutting forces, plus the type of bearing.
Proper sealing of the bearing is essential when reliability and maintainability are important. Many spindle failures are the result of coolant, moisture, or other materials getting into the bearing. Foreign fluids degrade the lubricant, and solids can spall the raceway and bearings. Sealing problems reportedly cause more than half of the field problems encountered. Machine wrecks are the other major cause of spindles not getting to their design life.
Motor evolution. Motor technology has come a long way, particularly in the ability to get more horsepower from a smaller package. Initially, spindle motors were simple induction motors used with gearboxes and drive belts. Later there was a shift to dc units that delivered more torque. Then, in the 1980s, there was a transition to ac for many applications. The ac motors offered higher performance, higher speed, and fewer wearing parts, and don't employ electromechanical commutation. Ratings range from 5 to 15 hp. These motors can run at a fixed torque with a wide constant-horsepower range.
New Speed Reducer/Increaser Launched - Rj Link International Inc - Brief Article
Rj Link International Inc. has introduced a new off-highway gearbox that will expand the Rockford, Ill., manufacturer's range of off-highway powertrain components. Founded in 1993, Link manufactures standard and custom gearboxes and components for a variety of off-highway uses, as well as having a contract machining business primarily used by a number of construction equipment manufacturers.
The product range includes engine-mounted and freestanding speed reducers and increasers, as well as hydraulic pump drives, transfer cases, multiple speed gearboxes and right angle drives.
The newest addition to Rj Link line is the model D144 gearbox. The box, which can be used either as reducer or increaser, has an input capacity of 600 hp at 1800 rpm and ratios of 1.2:1 through 3.0:1 in either engine or anti-engine rotation. The D144 is targeted at uses such as mud pumps, rock crushers, tub grinders, wood chippers, air and/or gas compressors and generator sets.
The D144 gearbox has a cast iron housing and uses hardened helical gears and tapered roller bearings. According to Rod Link, president of Rj Link, one of the key design features of the D144 is the use of helical gears that are splined to shafts. This means no keyways and reduced noise and heat, while adding strength and durability to the design, he said.
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The gearbox is designed to be direct mounted to a diesel engine via an integral bell housing, though it can also be adapted for remote or independent mounting. The input shaft can be configured for a mechanical clutch, air clutch or a flywheel coupling. The standard output shaft is 4 in. x 9 in. long, with other styles available.
The launch of the D144 continues a recent move by Rj Link to expand the standard product side of the business, which works in parallel with the company's custom gearbox business, products typically built on a proprietary basis for a specific equipment manufacturer.
Rod Link said the company pursues applications up to about 1000 hp. Other gearboxes manufactured by Rj Link are used in applications such as construction equipment brooms, grain handling equipment, orchard sprayers, air compressors, truck-mounted pump drives, concrete saws, snowblowers and snow grooming equipment. All are manufactured at Rj Link's 15,000 sq.ft. facility, which was recently ISO 9001 certified. The plant features vertical and horizontal CNC machining centers, CNC lathes, CNC gear hobbing, gear shaping and horizontal broaching capability, which allows the company to handle single piece prototype, as well as higher volume machining operations, Rod Link said.
Among the other standard products in the Rj Link line is the model D101, an aluminum case gearbox that has an input capacity of 240 hp at 1000 rpm with a 1.8:1 ratio, or 215 hp at 1000 rpm with a 4.0:1 ratio. Hardened helical gears and tapered roller bearings are used.
The model D105 has input capacities of 425 hp and 375 hp at 1800 rpm with 1.2:1 and 3.0:1 ratios respectively as either a speed increaser or reducer. The D106 is a two-speed gearbox, with standard ratios from 1.0:1 and 4.0:1, and input capacities of 55 hp or 190 hp at 1000 rpm. Both the D105 and D106 gearboxes have cast iron housings. The D119 is a cast iron drop-box with an input capacity of 375 hp at 1800 rpm and 1:1 standard ratios.
The D131 is a cast iron split-shaft transfer case with 1:1 ratios and an input capacity of 500 lip at 1800 rpm with 1500 lb.ft. torque to the top shaft and 1500 lb.ft. on the straight through drive.
Among the more specialized boxes Rj Link has designed and manufactured is a proprietary planetary drive with an input capacity of 600 lip at 1800 rpm, that uses hardened spur gears and has available ratios of 5:1 and 6:1.
The product range includes engine-mounted and freestanding speed reducers and increasers, as well as hydraulic pump drives, transfer cases, multiple speed gearboxes and right angle drives.
The newest addition to Rj Link line is the model D144 gearbox. The box, which can be used either as reducer or increaser, has an input capacity of 600 hp at 1800 rpm and ratios of 1.2:1 through 3.0:1 in either engine or anti-engine rotation. The D144 is targeted at uses such as mud pumps, rock crushers, tub grinders, wood chippers, air and/or gas compressors and generator sets.
The D144 gearbox has a cast iron housing and uses hardened helical gears and tapered roller bearings. According to Rod Link, president of Rj Link, one of the key design features of the D144 is the use of helical gears that are splined to shafts. This means no keyways and reduced noise and heat, while adding strength and durability to the design, he said.
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The gearbox is designed to be direct mounted to a diesel engine via an integral bell housing, though it can also be adapted for remote or independent mounting. The input shaft can be configured for a mechanical clutch, air clutch or a flywheel coupling. The standard output shaft is 4 in. x 9 in. long, with other styles available.
The launch of the D144 continues a recent move by Rj Link to expand the standard product side of the business, which works in parallel with the company's custom gearbox business, products typically built on a proprietary basis for a specific equipment manufacturer.
Rod Link said the company pursues applications up to about 1000 hp. Other gearboxes manufactured by Rj Link are used in applications such as construction equipment brooms, grain handling equipment, orchard sprayers, air compressors, truck-mounted pump drives, concrete saws, snowblowers and snow grooming equipment. All are manufactured at Rj Link's 15,000 sq.ft. facility, which was recently ISO 9001 certified. The plant features vertical and horizontal CNC machining centers, CNC lathes, CNC gear hobbing, gear shaping and horizontal broaching capability, which allows the company to handle single piece prototype, as well as higher volume machining operations, Rod Link said.
Among the other standard products in the Rj Link line is the model D101, an aluminum case gearbox that has an input capacity of 240 hp at 1000 rpm with a 1.8:1 ratio, or 215 hp at 1000 rpm with a 4.0:1 ratio. Hardened helical gears and tapered roller bearings are used.
The model D105 has input capacities of 425 hp and 375 hp at 1800 rpm with 1.2:1 and 3.0:1 ratios respectively as either a speed increaser or reducer. The D106 is a two-speed gearbox, with standard ratios from 1.0:1 and 4.0:1, and input capacities of 55 hp or 190 hp at 1000 rpm. Both the D105 and D106 gearboxes have cast iron housings. The D119 is a cast iron drop-box with an input capacity of 375 hp at 1800 rpm and 1:1 standard ratios.
The D131 is a cast iron split-shaft transfer case with 1:1 ratios and an input capacity of 500 lip at 1800 rpm with 1500 lb.ft. torque to the top shaft and 1500 lb.ft. on the straight through drive.
Among the more specialized boxes Rj Link has designed and manufactured is a proprietary planetary drive with an input capacity of 600 lip at 1800 rpm, that uses hardened spur gears and has available ratios of 5:1 and 6:1.
Tamiya Avante
The year was 1988, and the hottest car, on the market was the Tamiya Avante. Four-wheel-drive offroad was booming, and Tamiya introduced its technological master- " piece with the hope that it would take the world by storm. For many, the Avante was the ultimate car-the pinnacle of RC tech when buggies reigned supreme.
Now, 13 years after the original Avante was reviewed in the September 1988 issue of Radio Control Car Action, we look back at a car that was ahead of its time. JP's Hobbies and Raceway in Ansonia, CT, has a pristine Avante on display. and they let me borrow it for a flashback to the years before Chain-drive was still popular for four wheelers back, in 88, that the Avante used an advanced shaft-drive system with the motor mounted parallel to the drive train. The front and rear gearboxes are equipped with scaled gear cliffs, and the spur gear features a ball differential; this makes the Av ante a triple cliff car. The front and rear gearboxes are fairly elaborate and use a combination of straight-cut and beveled gears.
Shooting the Avante really took us back in time, and we found ourselves getting nostalgic for the good old days-even though RC stuff is a lot better now! It's nice to look back, but don't get stuck in a time warp. You know you're stuck in 1988 when ... Your "digital" charger has a 15-minute timer.
You just over-charged your SCE pack. The only "TC" you know about is the guy who flew the helicopter on "Magnum PI."
You put belt drive on your RC10 ... ... after you dialed in the A&L trailing arms.
Not any more flashback fodder? Log onto cccaraction.com, and share it with the est of us old folks.
QUICK-RELEASE WHEELS
The Avante's hubcaps are actually integral mounting nuts. Pop-up tabs are used to unscrew the hubcap and remove the wheel. When the tabs are flipped down, they fit into the rim to prevent the hubcap from backing out.
HI-CAP DAMPERS
The Avante's aluminum-body, double-0-ring shocks are as smooth as any modern units and are precisely machined, There's nothing dated about them at all!
THROW-BACK ELECTRONICS
This is Avante sports gear straight from '88. Check out the pager-size receiver and extra-long antenna-nice. The Futaba ESC and the Trinity Monster Horse Power motor are classics,
FIBERGLASS CHASSIS
The arrowhead-shaped top deck looks pretty, but the main chassis is little more than a straight slab of fiberglass. The rear transmission sits on top of the lower deck, but the front tranny is actually a structural chassis component that is cantilevered off the front of the lower deck. The Avante accepted 6- or 7-cell packs and held the battery very close to the main chassis' centerline. A plastic retainer held in place by a body clip kept the pack in place.
MULTI-LINK SUSPENSION
What looks like a big mess is actually a 3-link suspension that had just as much adjustability in the front as in the rear: camber and toe-in were infinitely adjustable via thick aluminum turnbuckles. Note the spidery, cast steering hubs, universal-joint axles and the tiny pivoting castings that are joined by a urethane bushing. The pivoting castings allowed the front suspension to flex back in a crash rather than bend or break. The laydown shock position did not require a shock tower; instead, short standoffs held the shocks and, like the rear shocks. were braced by a threaded rod.
TRIPLE-BELLCRANK STEERING
The Avante's unconventional steering-servo placement called for an equally unconventional linkage. It worked; the extra bellcrank eliminated the need for an extra-long wire link at the servo, and the rigid aluminum bracket operated the primary bell
cranks smoothly with equal throw in both directions.
ROBOTECH BODY
The Avante's body is a good example of Japanese "sci-fi deco" at its best. The curvaceous shell looks ready to go into hyperspace with its dual "intakes" and uncaged bubble cockpit. A separate undertray is clipped beneath the chassis. Removing both pieces was a hassle; three clips hold the undertray, and the main body could be peeled off only after two body clips and both suspension braces were popped off.
`CHOCOLATE-CHIP" SPIKED TIRES
Back in 1988, soft compound tires did not exist hard, plasticky tires and spiky knobs ruled the day. The Avante wore spikes that were shaped like chocolate chips and hooked up fairly well on loose surfaces.
Tamiya cars were (and are) notable for their high-quality molding, detailed manuals and great box art, but the vintage machines had a little something extra that made them uniquely Tamiya: wacky wing slogans. Here are some of the classics; they probably seemed like a good idea in Japanese, but it's all in the translation ....
AVANTE-Being Nuts is Neat!
HORNET-Anytime Baby!
VANQUISH-Up and Away!
GRASSHOPPER 2-I'm Hopping Mad!
STRIKER-Get Rough!
FALCON-Born to be Wild!
FROG-No Guts, No Glory
EGRESS-Way Out Running
SUPER CHAMP-Go for It!
MAD CAP-Never Give Up
TERRA SCORCHER-Flying High
ASTUTE-Awesome!
Tamiya re-released the Wild Willy and XR-311, and the Bruiser came back briefly as the Mountaineer. Is there any hope for an Avante comeback? Chances are slim; none of its parts still exist as components of current Tamiya vehicles, and it would be very expensive to bring back all those molded and cast parts. If you want an Avante, check out eBay. But if you would settle for a Manta Ray-the historic 4WD tub-chassis buggy that gave life to the TA01 touring car and the entire touring car boom-- you're in luck; Tamiya plans to rerelease the Manta Ray as an Expert Built ready-to-run! E
Now, 13 years after the original Avante was reviewed in the September 1988 issue of Radio Control Car Action, we look back at a car that was ahead of its time. JP's Hobbies and Raceway in Ansonia, CT, has a pristine Avante on display. and they let me borrow it for a flashback to the years before Chain-drive was still popular for four wheelers back, in 88, that the Avante used an advanced shaft-drive system with the motor mounted parallel to the drive train. The front and rear gearboxes are equipped with scaled gear cliffs, and the spur gear features a ball differential; this makes the Av ante a triple cliff car. The front and rear gearboxes are fairly elaborate and use a combination of straight-cut and beveled gears.
Shooting the Avante really took us back in time, and we found ourselves getting nostalgic for the good old days-even though RC stuff is a lot better now! It's nice to look back, but don't get stuck in a time warp. You know you're stuck in 1988 when ... Your "digital" charger has a 15-minute timer.
You just over-charged your SCE pack. The only "TC" you know about is the guy who flew the helicopter on "Magnum PI."
You put belt drive on your RC10 ... ... after you dialed in the A&L trailing arms.
Not any more flashback fodder? Log onto cccaraction.com, and share it with the est of us old folks.
QUICK-RELEASE WHEELS
The Avante's hubcaps are actually integral mounting nuts. Pop-up tabs are used to unscrew the hubcap and remove the wheel. When the tabs are flipped down, they fit into the rim to prevent the hubcap from backing out.
HI-CAP DAMPERS
The Avante's aluminum-body, double-0-ring shocks are as smooth as any modern units and are precisely machined, There's nothing dated about them at all!
THROW-BACK ELECTRONICS
This is Avante sports gear straight from '88. Check out the pager-size receiver and extra-long antenna-nice. The Futaba ESC and the Trinity Monster Horse Power motor are classics,
FIBERGLASS CHASSIS
The arrowhead-shaped top deck looks pretty, but the main chassis is little more than a straight slab of fiberglass. The rear transmission sits on top of the lower deck, but the front tranny is actually a structural chassis component that is cantilevered off the front of the lower deck. The Avante accepted 6- or 7-cell packs and held the battery very close to the main chassis' centerline. A plastic retainer held in place by a body clip kept the pack in place.
MULTI-LINK SUSPENSION
What looks like a big mess is actually a 3-link suspension that had just as much adjustability in the front as in the rear: camber and toe-in were infinitely adjustable via thick aluminum turnbuckles. Note the spidery, cast steering hubs, universal-joint axles and the tiny pivoting castings that are joined by a urethane bushing. The pivoting castings allowed the front suspension to flex back in a crash rather than bend or break. The laydown shock position did not require a shock tower; instead, short standoffs held the shocks and, like the rear shocks. were braced by a threaded rod.
TRIPLE-BELLCRANK STEERING
The Avante's unconventional steering-servo placement called for an equally unconventional linkage. It worked; the extra bellcrank eliminated the need for an extra-long wire link at the servo, and the rigid aluminum bracket operated the primary bell
cranks smoothly with equal throw in both directions.
ROBOTECH BODY
The Avante's body is a good example of Japanese "sci-fi deco" at its best. The curvaceous shell looks ready to go into hyperspace with its dual "intakes" and uncaged bubble cockpit. A separate undertray is clipped beneath the chassis. Removing both pieces was a hassle; three clips hold the undertray, and the main body could be peeled off only after two body clips and both suspension braces were popped off.
`CHOCOLATE-CHIP" SPIKED TIRES
Back in 1988, soft compound tires did not exist hard, plasticky tires and spiky knobs ruled the day. The Avante wore spikes that were shaped like chocolate chips and hooked up fairly well on loose surfaces.
Tamiya cars were (and are) notable for their high-quality molding, detailed manuals and great box art, but the vintage machines had a little something extra that made them uniquely Tamiya: wacky wing slogans. Here are some of the classics; they probably seemed like a good idea in Japanese, but it's all in the translation ....
AVANTE-Being Nuts is Neat!
HORNET-Anytime Baby!
VANQUISH-Up and Away!
GRASSHOPPER 2-I'm Hopping Mad!
STRIKER-Get Rough!
FALCON-Born to be Wild!
FROG-No Guts, No Glory
EGRESS-Way Out Running
SUPER CHAMP-Go for It!
MAD CAP-Never Give Up
TERRA SCORCHER-Flying High
ASTUTE-Awesome!
Tamiya re-released the Wild Willy and XR-311, and the Bruiser came back briefly as the Mountaineer. Is there any hope for an Avante comeback? Chances are slim; none of its parts still exist as components of current Tamiya vehicles, and it would be very expensive to bring back all those molded and cast parts. If you want an Avante, check out eBay. But if you would settle for a Manta Ray-the historic 4WD tub-chassis buggy that gave life to the TA01 touring car and the entire touring car boom-- you're in luck; Tamiya plans to rerelease the Manta Ray as an Expert Built ready-to-run! E
Tamiya TGR
Tamiya is well known for designing innovative and true-to-scale RC vehicles, but lately, its engineering efforts have seemed to be focused more on the competitive end of the RC spectrum. As a result, Tamiya recently released several vehicles that not only look good, but they have the necessary ingredients for serious competition, too. The subject of this Track Test-the Tamiya TGR-happens to be one of them. One look at its low-slung, black-on-black chassis is all it takes to realize that this new, super-class entry is designed to do one thing: intimidate the competition. As an editor of Radio Control Car Action, however, I've learned never to judge a book by its cover, so off to the track I went. Does the Tamiya TGR have what it takes to be a predator in the growing super touring class? Let's find out. Chassis. The TGR's narrow, 2.Smm-thick duralumin chassis resembles the chassis plates that are used on 1/8-scale, .21-powered on-road vehicles. It places the weight of all the drive-train components and onboard electronics closer to the chassis centerline for improved handling. The screwholes are completely countersunk, so all the screws can be mounted flush with the chassis, and openings under the front and rear diff cases, the fuel tank, engine, swaybars and 2-speed allow these components to be mounted with the lowest possible center of gravity (CG).
The long and narrow, 2mm-thick graphite upper deck is mounted on the front and rear suspension assemblies and neatly houses the onboard electronics. Graphite is lighter and more rigid than aluminum and plastic, and that makes it a welcome addition to any racecar. A racing-style front bumper with a urethane body protector and a molded transponder mount are also on the list of hot features.
* Drive train. The TGR's shaft-drive system is similar to the drive train used on the TGX-Mk. 1, but the TGR has lighter, more compact diff cases and smaller, cast-alloy ring gears that allow the diffs to be mounted lower on the chassis. In addition, both the front and rear diffs-and the rest of the drive train-are offset 7mm to the right side of the chassis to allow the engine and fuel tank to be mounted as close as possible to the chassis centerline.
The cast-alloy internal bevel and spider gears inside the diffs have large teeth that look as though they should be able to handle plenty of horsepower. Tamiya supplies a thick grease to slow down the diff action, and it's so effective that I'm going to order more of it to use on my other gear-diff-equipped cars.
A single lightweight aluminum propeller shaft joins the two gearboxes and provides full-time 4WD. A newly designed, adjustable 2-speed transmission is attached to the rear gearbox and is joined to the front by the main propeller shaft. Instead of using a locking "fingers"-type centrifugal shifting system, which is common on many other 2-speed-equipped vehicles, Tamiya adopted an adjustable 2-shoe centrifugal clutch system to engage the shift point. The Tamiya 2-speed transmission shifts very smoothly and should require less maintenance than conventional 2-speed systems.
The TGR features the same disc brake system as is found on the TGX-Mk.1. Two cam-actuated steel brake pads pinch the 3mm-thick fiber-composite disc brake that's keyed to the 2-speed transmission's drive hub. Regardless of which servo you use, this braking system should provide smooth, controlled braking without fading. Front and rear steel dogbones and serrated axles with aluminum hex hubs complete the drive train (no more drive pins; way to go, Tamiya!). I was a little bummed that the TGR doesn't include universal axles for the front, but this is made up for by the fact that the entire drive train-including the wheels-spins on Tamiya's high-quality rubber-sealed bearings.
e Suspension. The TGR features an all-new racing suspension that includes extra-long front and rear lower suspension arms and unique molded, telescoping upper links. The lower suspension arms capture the front "C" carriers and rear hub carriers for added strength, and the entire suspension pivots smoothly on stainless-steel hinge pins. Setscrews threaded into the lower front and rear suspension arms allow down-stop travel adjustment. The two-piece molded upper links have corresponding male and female halves that are joined with threaded rods. The downside to this system is that you have to unfasten one end of the molded upper links to make camber adjustments, but the molded upper links are more rigid than standard camber links, and that makes up for the slight inconvenience.
Tamiya's excellent aluminum-body, oil-filled shocks with double O-ring seals, silicone diaphragms and Teflon pistons and shaft guides are standard issue. The shocks are black-anodized to match the rest of the car's components, and they provide exceptionally smooth performance. The front shocks snap onto ball joints that are installed on the suspension arms and front bulkhead. The rear shocks are also attached to the suspension arms with ball joints, but the upper portions are attached to a graphite shock tower. To provide more progressive damping, all four shocks are mounted in a laydown position, and stiff front and medium rear springs are included to balance out the car's handling. Also included are front and rear ball-and-cup swaybars that can be adjusted to reduce body roll and divert traction to the front or rear as necessary
The long and narrow, 2mm-thick graphite upper deck is mounted on the front and rear suspension assemblies and neatly houses the onboard electronics. Graphite is lighter and more rigid than aluminum and plastic, and that makes it a welcome addition to any racecar. A racing-style front bumper with a urethane body protector and a molded transponder mount are also on the list of hot features.
* Drive train. The TGR's shaft-drive system is similar to the drive train used on the TGX-Mk. 1, but the TGR has lighter, more compact diff cases and smaller, cast-alloy ring gears that allow the diffs to be mounted lower on the chassis. In addition, both the front and rear diffs-and the rest of the drive train-are offset 7mm to the right side of the chassis to allow the engine and fuel tank to be mounted as close as possible to the chassis centerline.
The cast-alloy internal bevel and spider gears inside the diffs have large teeth that look as though they should be able to handle plenty of horsepower. Tamiya supplies a thick grease to slow down the diff action, and it's so effective that I'm going to order more of it to use on my other gear-diff-equipped cars.
A single lightweight aluminum propeller shaft joins the two gearboxes and provides full-time 4WD. A newly designed, adjustable 2-speed transmission is attached to the rear gearbox and is joined to the front by the main propeller shaft. Instead of using a locking "fingers"-type centrifugal shifting system, which is common on many other 2-speed-equipped vehicles, Tamiya adopted an adjustable 2-shoe centrifugal clutch system to engage the shift point. The Tamiya 2-speed transmission shifts very smoothly and should require less maintenance than conventional 2-speed systems.
The TGR features the same disc brake system as is found on the TGX-Mk.1. Two cam-actuated steel brake pads pinch the 3mm-thick fiber-composite disc brake that's keyed to the 2-speed transmission's drive hub. Regardless of which servo you use, this braking system should provide smooth, controlled braking without fading. Front and rear steel dogbones and serrated axles with aluminum hex hubs complete the drive train (no more drive pins; way to go, Tamiya!). I was a little bummed that the TGR doesn't include universal axles for the front, but this is made up for by the fact that the entire drive train-including the wheels-spins on Tamiya's high-quality rubber-sealed bearings.
e Suspension. The TGR features an all-new racing suspension that includes extra-long front and rear lower suspension arms and unique molded, telescoping upper links. The lower suspension arms capture the front "C" carriers and rear hub carriers for added strength, and the entire suspension pivots smoothly on stainless-steel hinge pins. Setscrews threaded into the lower front and rear suspension arms allow down-stop travel adjustment. The two-piece molded upper links have corresponding male and female halves that are joined with threaded rods. The downside to this system is that you have to unfasten one end of the molded upper links to make camber adjustments, but the molded upper links are more rigid than standard camber links, and that makes up for the slight inconvenience.
Tamiya's excellent aluminum-body, oil-filled shocks with double O-ring seals, silicone diaphragms and Teflon pistons and shaft guides are standard issue. The shocks are black-anodized to match the rest of the car's components, and they provide exceptionally smooth performance. The front shocks snap onto ball joints that are installed on the suspension arms and front bulkhead. The rear shocks are also attached to the suspension arms with ball joints, but the upper portions are attached to a graphite shock tower. To provide more progressive damping, all four shocks are mounted in a laydown position, and stiff front and medium rear springs are included to balance out the car's handling. Also included are front and rear ball-and-cup swaybars that can be adjusted to reduce body roll and divert traction to the front or rear as necessary
GS Racing Storm RTR: Ready to run...with surprising specs
GS Racing isn't the first company to release a ready-to-run 1/8-scale buggy, but the new Storm RTR package just might be the best finished. best equipped available today. In addition to a fully painted and trimmed body, a feature-laden chassis and a pull-start engine, the Storm includes JR Racing's XR3 digital-display FM radio gear.. complete with a high-torque "Premium Race" Z550 steering servo. And while it is an almost certain winner as a play buggy, the Storm looks very raceable as well. Since the Storm is "RTR.," finding out just how raceable it is is only a jug of fuel, some AA batteries and a charged glow-starter away.
Kyosho wild Dodge Ram and Baja Beetle QRC trucks
Sometimes you don't realize history has been made-until it repeats_ W1,91- Case in point: the Kyosho QRC Field Beetle, released in 1997. When the Be was introduced th rly five ago, everyone recognized the significance of its Quick Reverse Clutch (QRC) transmission that permitted it to back up under nitro power. That was history. But it wasn't until Traxxas released the T-Maxx that the Field Beetle's other drive-train features could be fully appreciated. Its front and rear gearboxes were suspended beneath the chassis and joined via shafts to a reversing center transmission that was bolted to the top of the chassis but passed through it to meet the drive shafts below-in essence, the same layout as Traxxas uses sc capably on its Maxx trucks. The differences in technica details between the Maxx trucks and Kyosho's QRC machine are myriad, but the broad strokes are the same.
Now Kyosho has released an updated version of the QRC truck chassis that, ironically, takes a page from the Traxxas design book. A disc brake has been added to the formerly brakeless drive train, and an electric starter replaces the Kyosho GSI5R engine's pull-starter. The GS15R itself is another upgrade, as the original Field Beetle included a smaller-displacement GS-liX powerplant. The revised QRC-equipped trucks are offered with Baja Beetle and "Wild" Dodge Ram-style shells, and with Ram-fin Kevin Hetmanski's help, I built and tested both.
Now Kyosho has released an updated version of the QRC truck chassis that, ironically, takes a page from the Traxxas design book. A disc brake has been added to the formerly brakeless drive train, and an electric starter replaces the Kyosho GSI5R engine's pull-starter. The GS15R itself is another upgrade, as the original Field Beetle included a smaller-displacement GS-liX powerplant. The revised QRC-equipped trucks are offered with Baja Beetle and "Wild" Dodge Ram-style shells, and with Ram-fin Kevin Hetmanski's help, I built and tested both.
Megatech Nitro Razor XT
Fast, fully loaded and RTR
It used to be a foregone conclusion that the typical buyer of a ready-to-run nitro car knew only enough about RC to know that he wanted his car nitro-powered and factory-assembled, and since any other technical details would be lost on that buyer, all the more reason to make the kit an inexpensive "stripper" model.
Times change. Today's RTR buyer is more savvy than ever and realizes that there's more to nitro-powered cars than an engine and four wheels. Nowadays ., the typical RTR buyer wants it all: tuned pipe, aluminum shocks, 2-speed tranny-the works. With that in mind, Megatech has released a new version of its nitro Razor, dubbed the Razor XT. In addition to a painted, trimmed and decaled body and installed Hitec radio gear, the XT is brimming with high-end features. The shortlist includes a .16 engine, polished aluminum tuned pipe, threaded aluminum shocks, front and rear swaybars, 2-speed transmission and full bearings. With standard equipment like that, it's clear Megatech believes "RTR" doesn't have to mean "entry level." Now let's fire it up and see whether the Razor XT looks as good on asphalt as it does on paper.
It used to be a foregone conclusion that the typical buyer of a ready-to-run nitro car knew only enough about RC to know that he wanted his car nitro-powered and factory-assembled, and since any other technical details would be lost on that buyer, all the more reason to make the kit an inexpensive "stripper" model.
Times change. Today's RTR buyer is more savvy than ever and realizes that there's more to nitro-powered cars than an engine and four wheels. Nowadays ., the typical RTR buyer wants it all: tuned pipe, aluminum shocks, 2-speed tranny-the works. With that in mind, Megatech has released a new version of its nitro Razor, dubbed the Razor XT. In addition to a painted, trimmed and decaled body and installed Hitec radio gear, the XT is brimming with high-end features. The shortlist includes a .16 engine, polished aluminum tuned pipe, threaded aluminum shocks, front and rear swaybars, 2-speed transmission and full bearings. With standard equipment like that, it's clear Megatech believes "RTR" doesn't have to mean "entry level." Now let's fire it up and see whether the Razor XT looks as good on asphalt as it does on paper.
HPI Nitro RS4 3 type SS
THE ALL-NEW, SHAFT-DRIVEN NITRO RS4 3 DEBUTED AS AN RTR (see the June 2002 issue of RC Car Action for the review), but HPI hasn't forgotten us do-it-yourself types. Whether you like to build your own so you know the job was done right, or you plan to make some mods along the way, or you just like to build, you'll be glad to know that you can now assemble a Nitro 3 from the ground up. You'll also be glad to know that the kit car isn't "just" a Nitro RS4 3; it's a "Type SS," which means you get the new Nitro Star 12R SS engine (good for more than lhp, says HPI), a smooth-flowing, round-port manifold, 2-speed transmission and steel turnbuckles-a combination that adds up to more tunability, more power and more speed. Exactly how much more? Well, that's why we test carsCHASSIS. HPI has been building its nitro cars on 2.5mm purple-anodized chassis for a while now, and the SS is the latest. The chassis sides are radiused for extra strength, and the underside is fully countersunk, as expected. An elaborate molded enclosure for the receiver battery with a separate cover for the receiver itself fills the left side of the chassis, and it's also home to the externally mounted steering and throttle servos. The receiver cover is screwed down, but battery access is gained by removing a single body clip. Two more body clips secure the entire radio-tray assembly, and this makes it easy to remove all the electronics without reaching for a single tool.
DRIVE TRAIN. The Type SS shares its essential shaft-drive parts with the RS4 MT and Super Nitro Rally, so you know they're tough. The front and rear gear diffs each house two spider gears, and their cast metal ring gears are spun by chunky bevel pinions with deeply meshing teeth. The front diff has the additional feature of a stiff spring between the spider gears. The spring forces the gears against the outsides of the diff case, which adds resistance to the diffs action and reduces its tendency to "unload" when a wheel breaks traction. Plastic gearboxes surround the diff and pinion gears to prevent any nasty parking-lot stuff from reaching the parts, and steel dogbones join the diffs to the 2-speed transmission in the chassis' center. Steel 'bones are also used to link the stub axles to the drive train, and all of the parts spin on a combination of rubber-seated and metal-shielded ball bearings.
The Type SS's 2-speed transmission shifts centrifugally via a spring-loaded steel drive dog that engages a hardened drive pin. Two drive-dog springs are included to match the transmission's shift-rpm range to the type of engine being used; since the Type SS includes a high-output race engine, the stiffer of the two springs is used. To further tune the transmission's shift point, spring preload is externally adjustable via a setscrew.
Unpadded steel caliper plates squeeze a single plastic brake disc to slow the Type SS. A fiber disc is available as an option, but HPI makes the most of the stock disc by giving it a thick, 4mm cross-section and molding it of very hard plastic.
SUSPENSION/STEERING. The Nitro RS4 3 borrows its suspension parts from the well-proven RS4 2, which means you get a lower H-arm/upper camber link setup. But instead of using non-adjustable plastic camber links (such as those on the RS4 3 RTR), the Type SS includes steel turnbuckle linkages for fast camber adjustments without disassembly. The steering tie rods are also turnbuckles, so toe-in is just as easy to adjust. In addition to changing camber-link length, there are two inboard and two outboard camber-link positions to choose from for the front end, and two inboard and four outboard locations in the rear. Other suspension geometry changes can be made by swapping included parts; the stock steering hub carriers provide io degrees of caster but can be replaced with 8-- degree parts, and the kit's standard rear uprights, which deliver 2 degrees of rear toe, can be swapped for 1-degree versions.
Plastic-body shocks suspend the car and are filled with "no. 300" shock oil, which is equivalent to 30WT silicone fluid. Only one set of shock pistons is provided, but it's doubtful the Type SS's target buyers will miss the tuning option of extra pistons; I didn't. Purple-anodized collars and plastic eyelets cap the bodies, which do not use internal bladders, and progressive-rate springs do the actual shock-absorbing; clip-on spacers are used to set ride height.
ENGINE AND ACCESSORIES. The Type SS gets its name from its engine-the new Nitro Star 12R SS. Thanks to its blacked-out case and purple-anodized heat-sink head with natural-aluminum accents, the engine is a looker, but it's what's inside that counts. Thanks to porting described as "aggressive," HPI claims the 12R SS unloads more than 1hp when its 2-needle, rotary carburetor is opened. The sleeve is special, too; it's coated with nickel-silicon carbide, an extra-hard material that shouldn't be confused with plain nickel. This new coating is harder than chrome, less hazardous to the environment to produce, and very slippery. It's already popular in full-scale racing applications; you can find nickel-silicon-carbide coatings on the pistons of super cars and racing motorcycles. It's serious stuff. The exhaust system is also a critical part of the power package. The Type SS includes the same composite-plastic, dual-chamber tuned pipe as the RTR Nitro 3, but a free-flowing tubular exhaust manifold replaces the RTR's square-cornered, cast header
DRIVE TRAIN. The Type SS shares its essential shaft-drive parts with the RS4 MT and Super Nitro Rally, so you know they're tough. The front and rear gear diffs each house two spider gears, and their cast metal ring gears are spun by chunky bevel pinions with deeply meshing teeth. The front diff has the additional feature of a stiff spring between the spider gears. The spring forces the gears against the outsides of the diff case, which adds resistance to the diffs action and reduces its tendency to "unload" when a wheel breaks traction. Plastic gearboxes surround the diff and pinion gears to prevent any nasty parking-lot stuff from reaching the parts, and steel dogbones join the diffs to the 2-speed transmission in the chassis' center. Steel 'bones are also used to link the stub axles to the drive train, and all of the parts spin on a combination of rubber-seated and metal-shielded ball bearings.
The Type SS's 2-speed transmission shifts centrifugally via a spring-loaded steel drive dog that engages a hardened drive pin. Two drive-dog springs are included to match the transmission's shift-rpm range to the type of engine being used; since the Type SS includes a high-output race engine, the stiffer of the two springs is used. To further tune the transmission's shift point, spring preload is externally adjustable via a setscrew.
Unpadded steel caliper plates squeeze a single plastic brake disc to slow the Type SS. A fiber disc is available as an option, but HPI makes the most of the stock disc by giving it a thick, 4mm cross-section and molding it of very hard plastic.
SUSPENSION/STEERING. The Nitro RS4 3 borrows its suspension parts from the well-proven RS4 2, which means you get a lower H-arm/upper camber link setup. But instead of using non-adjustable plastic camber links (such as those on the RS4 3 RTR), the Type SS includes steel turnbuckle linkages for fast camber adjustments without disassembly. The steering tie rods are also turnbuckles, so toe-in is just as easy to adjust. In addition to changing camber-link length, there are two inboard and two outboard camber-link positions to choose from for the front end, and two inboard and four outboard locations in the rear. Other suspension geometry changes can be made by swapping included parts; the stock steering hub carriers provide io degrees of caster but can be replaced with 8-- degree parts, and the kit's standard rear uprights, which deliver 2 degrees of rear toe, can be swapped for 1-degree versions.
Plastic-body shocks suspend the car and are filled with "no. 300" shock oil, which is equivalent to 30WT silicone fluid. Only one set of shock pistons is provided, but it's doubtful the Type SS's target buyers will miss the tuning option of extra pistons; I didn't. Purple-anodized collars and plastic eyelets cap the bodies, which do not use internal bladders, and progressive-rate springs do the actual shock-absorbing; clip-on spacers are used to set ride height.
ENGINE AND ACCESSORIES. The Type SS gets its name from its engine-the new Nitro Star 12R SS. Thanks to its blacked-out case and purple-anodized heat-sink head with natural-aluminum accents, the engine is a looker, but it's what's inside that counts. Thanks to porting described as "aggressive," HPI claims the 12R SS unloads more than 1hp when its 2-needle, rotary carburetor is opened. The sleeve is special, too; it's coated with nickel-silicon carbide, an extra-hard material that shouldn't be confused with plain nickel. This new coating is harder than chrome, less hazardous to the environment to produce, and very slippery. It's already popular in full-scale racing applications; you can find nickel-silicon-carbide coatings on the pistons of super cars and racing motorcycles. It's serious stuff. The exhaust system is also a critical part of the power package. The Type SS includes the same composite-plastic, dual-chamber tuned pipe as the RTR Nitro 3, but a free-flowing tubular exhaust manifold replaces the RTR's square-cornered, cast header
Feel of the Road - owners of manual transmission cars
Those who buy the Mercedes-Benz SLK roadster with a five-speed transmission will drop more than $40,000 for the privilege.
Driving a manual transmission car has always been an interactive experience, what with one hand on the wheel, the other on the stick, and both feet alternating between the clutch and gas pedals. But increasing traffic congestion and the popularity of automatic transmissions have made operating a manual gearbox relatively rare. Today, only 17 percent of U.S. adults own a car equipped with a standard transmission, and automakers increasingly regard the fans of stick shifts as a niche market - "hard-core driving enthusiasts," in the words of Art Garner, public relations manager for Honda.
But something more demographically fundamental is at work as well. Whereas cost-conscious Americans used to buy stick shifts lured by lower price tags and cheaper gas mileage, today's owners tend to be affluent, married, and college-educated men over 45 years old, who are drawn to the old-fashioned way of heel-and-toe downshifting. Consumer research shows that driving a stick shift reflects a preoccupation with authenticity and the unrefined (like coarse bread and hemp clothes) that provides its own cachet in our plastic, materialistic age.
Manual transmission owners are more likely than average Americans to do their own financial planning, engage in solo leisure pursuits (such as backpacking, jogging, and skiing), and cook from scratch. Supermarket surveys indicate that they'd rather buy products that require more effort to serve: whole-bean coffee rather than instant brands; pita over sliced white bread; high-maintenance Brie cheese instead of an easy-to-cut slab of Velveeta. The owners of manual transmission cars tend to make their own bread and pasta. "These people don't look at a car as an appliance but as something that engages them in the act of driving," says Joe Lawrence, BMW's product and price planning manager for North America. "There is some subtle signaling to others that says, 'I would rather drive the car than have the car drive me.'" It wasn't always this way. After the arrival of automatic Hydramatic and Dynaflow transmissions in the 1940s, stick shifts became the passion of two smaller consumer segments: Adults who couldn't afford the fancier automatics, and young people who thought popping the clutch at the start of a squealing takeoff was a desired benefit of car ownership. These younger motorists were more influenced by the desire to emulate the drivers of British sports cars, who'd moved from three speeds on the column to four or five speeds on the floor. The image of the owner of a manual transmission car changed from staid family man to gutsy loner who appreciated howling along isolated roads while downshifting the engine in a blast of exhaust.
But as urban roads became congested, more and more drivers chose the comfort and convenience of automatic transmissions. Nowadays, in paved-over America, there are fewer lonely roads, and the car owners who used to grind their gears have grown up to appreciate the no-fuss comfort of sport-utility vehicles with soft suspensions and cushy rides. Today's consumers who've turned to manual transmissions want to add an aspect of entertainment to their driving. As Baby Boomers reach their 50s, some are purchasing stick shifts as a nostalgic consumption experience, hoping to relive memories of their first, cheap, manual gearboxes - and willing to pay for it. Those who buy the Mercedes-Benz SLK roadster with a five-speed transmission will drop more than $40,000 for the privilege.
As shown in the attached map, based on consumer behavior in the nation's 211 media markets, the highest concentration of manual transmission owners are found in Boomer-filled metros like Boston, Denver, and Washington, D.C., as well as college towns such as Madison, Wisconsin; Charlottesville, Virginia; and Lafayette, Indiana. Western states also boast a greater share of stick-shifters thanks to the recent influx of educated and mobile Americans who've moved there in search of higher paying jobs in new industries. "It's an intelligence thing," notes Lawrence, a former product manager for BMW's 3 series. "A manual driver out on a date may prompt someone to say, 'Wow, this is a cultured guy.'"
A disproportionate number of such motorists also live in the North due to weather conditions: Stick shifts provide increased traction on icy roads. By contrast, fewer are found in the rural South because of the confluence of mild temperatures, lower education levels, and relatively modest incomes that depress purchase rates for all cars. And manual transmission owners are almost as scarce in coastal cities like New York, Miami, and Los Angeles, which are home to recent immigrants who perhaps lack the money and driving permits necessary for car ownership.
Of course, the owners of manual transmission cars spend their time doing more than driving their vehicles from home to office. These motorists exhibit relatively low rates for publications such as Soap Opera Weekly, that deal with a sedentary activity like watching television, or for acting as armchair athletes who read magazines like Sport. As for music on the radio, their tastes are eclectic: Classical, golden oldies, and modern rock are all enjoyed at relatively high rates. No doubt Toyota paid attention to the market's preference for modern rock when it scored its "I'm Too Sexy" spot for its Camry brand, juxtaposing a hip motorist's dream driving experience with the more usual, mundane reality. The audio features a breathy male singer whispering over the grinding of gears and a funky alternative rock beat: "I'm too sexy ... I'm too sexy for the car wash ... I'm too sexy for the grocery store ... I'm too sexy for the dry cleaners
Driving a manual transmission car has always been an interactive experience, what with one hand on the wheel, the other on the stick, and both feet alternating between the clutch and gas pedals. But increasing traffic congestion and the popularity of automatic transmissions have made operating a manual gearbox relatively rare. Today, only 17 percent of U.S. adults own a car equipped with a standard transmission, and automakers increasingly regard the fans of stick shifts as a niche market - "hard-core driving enthusiasts," in the words of Art Garner, public relations manager for Honda.
But something more demographically fundamental is at work as well. Whereas cost-conscious Americans used to buy stick shifts lured by lower price tags and cheaper gas mileage, today's owners tend to be affluent, married, and college-educated men over 45 years old, who are drawn to the old-fashioned way of heel-and-toe downshifting. Consumer research shows that driving a stick shift reflects a preoccupation with authenticity and the unrefined (like coarse bread and hemp clothes) that provides its own cachet in our plastic, materialistic age.
Manual transmission owners are more likely than average Americans to do their own financial planning, engage in solo leisure pursuits (such as backpacking, jogging, and skiing), and cook from scratch. Supermarket surveys indicate that they'd rather buy products that require more effort to serve: whole-bean coffee rather than instant brands; pita over sliced white bread; high-maintenance Brie cheese instead of an easy-to-cut slab of Velveeta. The owners of manual transmission cars tend to make their own bread and pasta. "These people don't look at a car as an appliance but as something that engages them in the act of driving," says Joe Lawrence, BMW's product and price planning manager for North America. "There is some subtle signaling to others that says, 'I would rather drive the car than have the car drive me.'" It wasn't always this way. After the arrival of automatic Hydramatic and Dynaflow transmissions in the 1940s, stick shifts became the passion of two smaller consumer segments: Adults who couldn't afford the fancier automatics, and young people who thought popping the clutch at the start of a squealing takeoff was a desired benefit of car ownership. These younger motorists were more influenced by the desire to emulate the drivers of British sports cars, who'd moved from three speeds on the column to four or five speeds on the floor. The image of the owner of a manual transmission car changed from staid family man to gutsy loner who appreciated howling along isolated roads while downshifting the engine in a blast of exhaust.
But as urban roads became congested, more and more drivers chose the comfort and convenience of automatic transmissions. Nowadays, in paved-over America, there are fewer lonely roads, and the car owners who used to grind their gears have grown up to appreciate the no-fuss comfort of sport-utility vehicles with soft suspensions and cushy rides. Today's consumers who've turned to manual transmissions want to add an aspect of entertainment to their driving. As Baby Boomers reach their 50s, some are purchasing stick shifts as a nostalgic consumption experience, hoping to relive memories of their first, cheap, manual gearboxes - and willing to pay for it. Those who buy the Mercedes-Benz SLK roadster with a five-speed transmission will drop more than $40,000 for the privilege.
As shown in the attached map, based on consumer behavior in the nation's 211 media markets, the highest concentration of manual transmission owners are found in Boomer-filled metros like Boston, Denver, and Washington, D.C., as well as college towns such as Madison, Wisconsin; Charlottesville, Virginia; and Lafayette, Indiana. Western states also boast a greater share of stick-shifters thanks to the recent influx of educated and mobile Americans who've moved there in search of higher paying jobs in new industries. "It's an intelligence thing," notes Lawrence, a former product manager for BMW's 3 series. "A manual driver out on a date may prompt someone to say, 'Wow, this is a cultured guy.'"
A disproportionate number of such motorists also live in the North due to weather conditions: Stick shifts provide increased traction on icy roads. By contrast, fewer are found in the rural South because of the confluence of mild temperatures, lower education levels, and relatively modest incomes that depress purchase rates for all cars. And manual transmission owners are almost as scarce in coastal cities like New York, Miami, and Los Angeles, which are home to recent immigrants who perhaps lack the money and driving permits necessary for car ownership.
Of course, the owners of manual transmission cars spend their time doing more than driving their vehicles from home to office. These motorists exhibit relatively low rates for publications such as Soap Opera Weekly, that deal with a sedentary activity like watching television, or for acting as armchair athletes who read magazines like Sport. As for music on the radio, their tastes are eclectic: Classical, golden oldies, and modern rock are all enjoyed at relatively high rates. No doubt Toyota paid attention to the market's preference for modern rock when it scored its "I'm Too Sexy" spot for its Camry brand, juxtaposing a hip motorist's dream driving experience with the more usual, mundane reality. The audio features a breathy male singer whispering over the grinding of gears and a funky alternative rock beat: "I'm too sexy ... I'm too sexy for the car wash ... I'm too sexy for the grocery store ... I'm too sexy for the dry cleaners
Feel of the Road
Motorists who drive a stick-shift car are purists at heart. Driving a manual transmission car has always been an interactive experience, what with one hand on the wheel, the other on the stick, and both feet alternating between the clutch and gas pedals. But increasing traffic congestion and the popularity of automatic transmissions have made operating a manual gearbox relatively rare. Today, only 17 percent of U.S. adults own a car equipped with a standard transmission, and automakers increasingly regard the fans of stick shifts as a niche market - "hard-core driving enthusiasts," in the words of Art Garner, public relations manager for Honda.
But something more demographically fundamental is at work as well. Whereas cost-conscious Americans used to buy stick shifts lured by lower price tags and cheaper gas mileage, today's owners tend to be affluent, married, and college-educated men over 45 years old, who are drawn to the old-fashioned way of heel-and-toe downshifting. Consumer research shows that driving a stick shift reflects a preoccupation with authenticity and the unrefined (like coarse bread and hemp clothes) that provides its own cachet in our plastic, materialistic age.
Manual transmission owners are more likely than average Americans to do their own financial planning, engage in solo leisure pursuits (such as backpacking, jogging, and skiing), and cook from scratch. Supermarket surveys indicate that they'd rather buy products that require more effort to serve: whole-bean coffee rather than instant brands; pita over sliced white bread; high-maintenance Brie cheese instead of an easy-to-cut slab of Velveeta. The owners of manual transmission cars tend to make their own bread and pasta. "These people don't look at a car as an appliance but as something that engages them in the act of driving," says Joe Lawrence, BMW's product and price planning manager for North America. "There is some subtle signaling to others that says, `I would rather drive the car than have the car drive me.'" It wasn't always this way. After the arrival of automatic Hydramatic and Dynaflow transmissions in the 1940s, stick shifts became the passion of two smaller consumer segments: Adults who couldn't afford the fancier automatics, and young people who thought popping the clutch at the start of a squealing takeoff was a desired benefit of car ownership. These younger motorists were more influenced by the desire to emulate the drivers of British sports cars, who'd moved from three speeds on the column to four or five speeds on the floor. The image of the owner of a manual transmission car changed from staid family man to gutsy loner who appreciated howling along isolated roads while downshifting the engine in a blast of exhaust.
But as urban roads became congested, more and more drivers chose the comfort and convenience of automatic transmissions. Nowadays, in paved-over America, there are fewer lonely roads, and the car owners who used to grind their gears have grown up to appreciate the no-fuss comfort of sport-utility vehicles with soft suspensions and cushy rides. Today's consumers who've turned to manual transmissions want to add an aspect of entertainment to their driving. As Baby Boomers reach their 50s, some are purchasing stick shifts as a nostalgic consumption experience, hoping to relive memories of their first, cheap, manual gearboxes - and willing to pay for it. Those who buy the Mercedes-Benz SLK roadster with a five-speed transmission will drop more than $40,000 for the privilege.
As shown in the attached map, based on consumer behavior in the nation's 211 media markets, the highest concentration of manual transmission owners are found in Boomer-filled metros like Boston, Denver, and Washington, D.C., as well as college towns such as Madison, Wisconsin; Charlottesville, Virginia; and Lafayette, Indiana. Western states also boast a greater share of stick-shifters thanks to the recent influx of educated and mobile Americans who've moved there in search of higher paying jobs in new industries. "It's an intelligence thing," notes Lawrence, a former product manager for BMW's 3 series. "A manual driver out on a date may prompt someone to say, `Wow, this is a cultured guy.'"
A disproportionate number of such motorists also live in the North due to weather conditions: Stick shifts provide increased traction on icy roads. By contrast, fewer are found in the rural South because of the confluence of mild temperatures, lower education levels, and relatively modest incomes that depress purchase rates for all cars. And manual transmission owners are almost as scarce in coastal cities like New York, Miami, and Los Angeles, which are home to recent immigrants who perhaps lack the money and driving permits necessary for car ownership.
Of course, the owners of manual transmission cars spend their time doing more than driving their vehicles from home to office. These motorists exhibit relatively low rates for publications such as Soap Opera Weekly, that deal with a sedentary activity like watching television, or for acting as armchair athletes who read magazines like Sport. As for music on the radio, their tastes are eclectic: Classical, golden oldies, and modern rock are all enjoyed at relatively high rates. No doubt Toyota paid attention to the market's preference for modern rock when it scored its "I'm Too Sexy" spot for its Camry brand, juxtaposing a hip motorist's dream driving experience with the more usual, mundane reality. The audio features a breathy male singer whispering over the grinding of gears and a funky alternative rock beat: "I'm too sexy . . . I'm too sexy for the car wash . . . I'm too sexy for the grocery store . . . I'm too sexy for the dry cleaners
But something more demographically fundamental is at work as well. Whereas cost-conscious Americans used to buy stick shifts lured by lower price tags and cheaper gas mileage, today's owners tend to be affluent, married, and college-educated men over 45 years old, who are drawn to the old-fashioned way of heel-and-toe downshifting. Consumer research shows that driving a stick shift reflects a preoccupation with authenticity and the unrefined (like coarse bread and hemp clothes) that provides its own cachet in our plastic, materialistic age.
Manual transmission owners are more likely than average Americans to do their own financial planning, engage in solo leisure pursuits (such as backpacking, jogging, and skiing), and cook from scratch. Supermarket surveys indicate that they'd rather buy products that require more effort to serve: whole-bean coffee rather than instant brands; pita over sliced white bread; high-maintenance Brie cheese instead of an easy-to-cut slab of Velveeta. The owners of manual transmission cars tend to make their own bread and pasta. "These people don't look at a car as an appliance but as something that engages them in the act of driving," says Joe Lawrence, BMW's product and price planning manager for North America. "There is some subtle signaling to others that says, `I would rather drive the car than have the car drive me.'" It wasn't always this way. After the arrival of automatic Hydramatic and Dynaflow transmissions in the 1940s, stick shifts became the passion of two smaller consumer segments: Adults who couldn't afford the fancier automatics, and young people who thought popping the clutch at the start of a squealing takeoff was a desired benefit of car ownership. These younger motorists were more influenced by the desire to emulate the drivers of British sports cars, who'd moved from three speeds on the column to four or five speeds on the floor. The image of the owner of a manual transmission car changed from staid family man to gutsy loner who appreciated howling along isolated roads while downshifting the engine in a blast of exhaust.
But as urban roads became congested, more and more drivers chose the comfort and convenience of automatic transmissions. Nowadays, in paved-over America, there are fewer lonely roads, and the car owners who used to grind their gears have grown up to appreciate the no-fuss comfort of sport-utility vehicles with soft suspensions and cushy rides. Today's consumers who've turned to manual transmissions want to add an aspect of entertainment to their driving. As Baby Boomers reach their 50s, some are purchasing stick shifts as a nostalgic consumption experience, hoping to relive memories of their first, cheap, manual gearboxes - and willing to pay for it. Those who buy the Mercedes-Benz SLK roadster with a five-speed transmission will drop more than $40,000 for the privilege.
As shown in the attached map, based on consumer behavior in the nation's 211 media markets, the highest concentration of manual transmission owners are found in Boomer-filled metros like Boston, Denver, and Washington, D.C., as well as college towns such as Madison, Wisconsin; Charlottesville, Virginia; and Lafayette, Indiana. Western states also boast a greater share of stick-shifters thanks to the recent influx of educated and mobile Americans who've moved there in search of higher paying jobs in new industries. "It's an intelligence thing," notes Lawrence, a former product manager for BMW's 3 series. "A manual driver out on a date may prompt someone to say, `Wow, this is a cultured guy.'"
A disproportionate number of such motorists also live in the North due to weather conditions: Stick shifts provide increased traction on icy roads. By contrast, fewer are found in the rural South because of the confluence of mild temperatures, lower education levels, and relatively modest incomes that depress purchase rates for all cars. And manual transmission owners are almost as scarce in coastal cities like New York, Miami, and Los Angeles, which are home to recent immigrants who perhaps lack the money and driving permits necessary for car ownership.
Of course, the owners of manual transmission cars spend their time doing more than driving their vehicles from home to office. These motorists exhibit relatively low rates for publications such as Soap Opera Weekly, that deal with a sedentary activity like watching television, or for acting as armchair athletes who read magazines like Sport. As for music on the radio, their tastes are eclectic: Classical, golden oldies, and modern rock are all enjoyed at relatively high rates. No doubt Toyota paid attention to the market's preference for modern rock when it scored its "I'm Too Sexy" spot for its Camry brand, juxtaposing a hip motorist's dream driving experience with the more usual, mundane reality. The audio features a breathy male singer whispering over the grinding of gears and a funky alternative rock beat: "I'm too sexy . . . I'm too sexy for the car wash . . . I'm too sexy for the grocery store . . . I'm too sexy for the dry cleaners
Viking Pump - debuts in-line gear reducers - Brief Article
Caption: Viking Pump has expanded its gear reducer product line to include a new series of in-line gear reducers compatible with any positive displacement pump or other equipment needing speed reduction. The company says the new gear reducers have the input and output shaft on the same center line for easy alignment and maximum space savings. All gear reducers in die new series offer double reduction high efficiency and low noise levels. The gear reducers are available in ten different sizes. In addition to the new series of in-line gear reducers, Viking has offered parallel shaft single-reduction gear reducers for in ore than 40 years For further information an the new in-line gear reducers,
Gear-Tooth Sensors include integrated filter capacitor
AC-coupled, Hall-effect gear-tooth sensors, Models A1421LK, A1422LK, and A1423LK feature monolithic integrated circuits that switch in response to changing differential magnetic fields created by moving ring magnet or by ferrous target when back-biased with magnet. On-board regulator permits operation with supply voltages of 4.0-26.5 V. Units are suited for speed, position, and timing applications such as transmission and engine management.
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Improvements include integrated capacitor, smaller package size
Worcester, MA - June 8, 2005 - Allegro MicroSystems, Inc. announces the release of the A1421LK, A1422LK, and A1423LK, improved additions to Allegro's family of AC-coupled Hall-effect gear-tooth sensors. Improvements include a smaller package size and an integrated filter capacitor to provide additional reliability to the system solution.
The A1421LK, A1422LK, and A1423LK are AC-coupled Hall-effect gear-tooth sensors with monolithic integrated circuits that switch in response to changing differential magnetic fields created by a moving ring magnet or by a ferrous target when back-biased with a magnet. These devices are ideal for use in speed, position and timing applications such as transmission and engine management. This family of devices also includes an integrated filter capacitor so a high-accuracy analog solution can be achieved without additional external components, thus improving reliability for the final sensing solution.
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Improvements include integrated capacitor, smaller package size
Worcester, MA - June 8, 2005 - Allegro MicroSystems, Inc. announces the release of the A1421LK, A1422LK, and A1423LK, improved additions to Allegro's family of AC-coupled Hall-effect gear-tooth sensors. Improvements include a smaller package size and an integrated filter capacitor to provide additional reliability to the system solution.
The A1421LK, A1422LK, and A1423LK are AC-coupled Hall-effect gear-tooth sensors with monolithic integrated circuits that switch in response to changing differential magnetic fields created by a moving ring magnet or by a ferrous target when back-biased with a magnet. These devices are ideal for use in speed, position and timing applications such as transmission and engine management. This family of devices also includes an integrated filter capacitor so a high-accuracy analog solution can be achieved without additional external components, thus improving reliability for the final sensing solution.
Bevel Gear Operators suit power industry valve applications
Designed to handle seating and unseating force of high-pressure gate and globe valves found in power plants, MT Series is available in torque ranges to 8,000 lb-ft and thrust ranges to 325,000 lb. With ductile iron bevel gears and thrust base housings, units withstand elevated process temperatures. Operator stem nut is shouldered in drive sleeve to capture thrust forces within thrust housing without transferring forces to torque housing.
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Product line optimized to deliver reliable performance in power industry valve applications
DALLAS - September 29, 2005 - Flowserve Corp., a global provider of fluid motion and control products and services, announces the launch of the Limitorque Actuation Systems MT series of bevel gear operators. The MT series operators are optimized to deliver reliable performance in power industry valve applications.
Designed as a superior combination of a bevel gear operator torque housing with a new thrust base design, the MT series is ideally suited for torque-seated valve applications and applications involving elevated process temperatures. MT series bevel gears and thrust base housings are made of ductile iron.
The MT series features robust thrust bearings and drive sleeve/stem nut design. These combine to offer the most rugged bevel gear operator available for handling the seating and unseating forces of high-pressure gate and globe valves found in power plants around the world. The MT operator stem nut is shouldered in the drive sleeve to capture thrust forces within the thrust housing without transferring those forces to the torque housing.
Available in torque ranges to 8,000 ft-lb and thrust ranges to 325,000 lb., the MT series provides high efficiency and strong design for every application. When motorized by the Limitorque MX, SMB or L120 series electric actuators, the MT series offers flexibility for a wide range of valve opening and closing times.
"With the MT series, Flowserve once again leads the market with its product offerings for the power industry," says Earnest Carey, manager, product management, Flowserve Flow Control, Limitorque Actuation Systems. "Backed by our unsurpassed sales and service support, the MT series is further evidence of Flowserve's unwavering commitment to deliver the technology needed for reliable power plant valve operation today and in the years to come."
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Product line optimized to deliver reliable performance in power industry valve applications
DALLAS - September 29, 2005 - Flowserve Corp., a global provider of fluid motion and control products and services, announces the launch of the Limitorque Actuation Systems MT series of bevel gear operators. The MT series operators are optimized to deliver reliable performance in power industry valve applications.
Designed as a superior combination of a bevel gear operator torque housing with a new thrust base design, the MT series is ideally suited for torque-seated valve applications and applications involving elevated process temperatures. MT series bevel gears and thrust base housings are made of ductile iron.
The MT series features robust thrust bearings and drive sleeve/stem nut design. These combine to offer the most rugged bevel gear operator available for handling the seating and unseating forces of high-pressure gate and globe valves found in power plants around the world. The MT operator stem nut is shouldered in the drive sleeve to capture thrust forces within the thrust housing without transferring those forces to the torque housing.
Available in torque ranges to 8,000 ft-lb and thrust ranges to 325,000 lb., the MT series provides high efficiency and strong design for every application. When motorized by the Limitorque MX, SMB or L120 series electric actuators, the MT series offers flexibility for a wide range of valve opening and closing times.
"With the MT series, Flowserve once again leads the market with its product offerings for the power industry," says Earnest Carey, manager, product management, Flowserve Flow Control, Limitorque Actuation Systems. "Backed by our unsurpassed sales and service support, the MT series is further evidence of Flowserve's unwavering commitment to deliver the technology needed for reliable power plant valve operation today and in the years to come."
Foul Weather Gear protects workers from harsh conditions
ncluded in GLoWEAR[R] High-Visibility Apparel line, rain and thermal foul weather gear shields workers from rain, sleet, snow, cold, and wind. Rain jacket, rain pant, thermal jacket, thermal pant, and 4-in-1 jacket with detachable sleeves have polyester weatherproof outer shell that uses breathable PU material and ANSI 107-certified 3M(TM) Scotchlite(TM) reflective tape. Rain gear has polyester mesh lining, and thermal pieces feature 100 g 3M(TM) Thinsulate(TM) lining.
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New Gear Keeps Workers Safe, Comfortable In Harsh Weather Conditions
ST. PAUL, Minn. (September 12, 2005) - Ergodyne today introduced new rain and thermal foul weather gear to its popular line of GLoWEAR[R] High-Visibility Apparel. The new gear shields workers from rain, sleet, snow, cold, and wind while keeping them conspicuous on the job with high-visibility, ANSI-certified materials. Breathable fabrics and a high-quality design ensure a comfortable fit, allowing workers to move freely on the job site.
The new collection includes a rain jacket, rain pant, thermal jacket, thermal pant, and a 4-in-1 jacket with detachable sleeves. Each item has a polyester weatherproof outer shell that uses a breathable PU material and ANSI 107-certified 3M(TM) Scotchlite(TM) reflective tape. The rain gear has a polyester mesh lining and the thermal pieces feature a 100-gram 3M(TM) Thinsulate(TM) lining. All of the jackets are Class 3-certified and the pants are Class-E certified.
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New Gear Keeps Workers Safe, Comfortable In Harsh Weather Conditions
ST. PAUL, Minn. (September 12, 2005) - Ergodyne today introduced new rain and thermal foul weather gear to its popular line of GLoWEAR[R] High-Visibility Apparel. The new gear shields workers from rain, sleet, snow, cold, and wind while keeping them conspicuous on the job with high-visibility, ANSI-certified materials. Breathable fabrics and a high-quality design ensure a comfortable fit, allowing workers to move freely on the job site.
The new collection includes a rain jacket, rain pant, thermal jacket, thermal pant, and a 4-in-1 jacket with detachable sleeves. Each item has a polyester weatherproof outer shell that uses a breathable PU material and ANSI 107-certified 3M(TM) Scotchlite(TM) reflective tape. The rain gear has a polyester mesh lining and the thermal pieces feature a 100-gram 3M(TM) Thinsulate(TM) lining. All of the jackets are Class 3-certified and the pants are Class-E certified.
Textron Acquires ALSTOM Gears; Acquisition Establishes Preferred Supplier Relationship and Enhances Technological Offerings
Textron Inc. (NYSE:TXT) announced today the acquisition of U.K.-based ALSTOM Gears, part of ALSTOM, a leading supplier of components, systems and services to the world's energy and transport infrastructure markets. ALSTOM Gears manufactures and sells a range of gears and gearboxes, including high-speed epicyclic and parallel shaft gearboxes, for the industrial, rail and marine industries. The acquisition will be fully integrated into Textron's Power Transmission Products business, part of the company's Fluid & Power Systems Group. For the fiscal year-ended March 1999, ALSTOM Gear's revenues were approximately $10 million. Terms of the transaction were not disclosed.
"Textron's acquisition of ALSTOM Gears further strengthens our power transmission capabilities, adding a range of technologically advanced gearbox systems to our existing product brands, including David Brown, Cone Drive and Textron Industrial gears," said Textron Fluid & Power Systems President Bob Geckle. "Furthermore, the acquisition establishes a multi-year preferred supplier agreement for Textron with ALSTOM for power transmission products," he added.
With approximately $1 billion in annualized revenues and locations in 23 countries, Textron's Fluid & Power Systems Group is a leading manufacturer of mechanical power transmission, motion control, fluid handling and electronic systems and components. The Fluid & Power Systems Group is part of Textron's $4 billion Industrial Segment.
"Textron's acquisition of ALSTOM Gears further strengthens our power transmission capabilities, adding a range of technologically advanced gearbox systems to our existing product brands, including David Brown, Cone Drive and Textron Industrial gears," said Textron Fluid & Power Systems President Bob Geckle. "Furthermore, the acquisition establishes a multi-year preferred supplier agreement for Textron with ALSTOM for power transmission products," he added.
With approximately $1 billion in annualized revenues and locations in 23 countries, Textron's Fluid & Power Systems Group is a leading manufacturer of mechanical power transmission, motion control, fluid handling and electronic systems and components. The Fluid & Power Systems Group is part of Textron's $4 billion Industrial Segment.
Expert system for selecting speed reduction components for a power transmission
This paper describes the development of an expert system that will allow for the concurrent consideration and analysis of the many facets of product constraints, particularly function and manufacturability, at the early stages of power transmission development. The Power Transmission Design Assistant methodology is based on the concept of directed refinement, where the product and analysis methodology become less abstract as more information is given. This allows for analysis and guidance throughout the product development process. The methodology has been demonstrated on a small-scale, semi-automatic tool. The tool was the foundation for a larger tool that incorporates expert rules to help optimize power transmission component design.
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Techno trucks: Roush racing
I'n a western suburb of Detroit, the Roush Racing NASCAR Craftsman Truck teams have been busy all winter preparing for the 1999 season opener in Homestead, Florida. The snow-shrouded shop could be mistaken for any other factory in a row of commercial buildings that line the service drive of a major expressway leading into downtown Detroit. But inside lies one of the most organized and complete shops in racing.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Tech & Trends; Alfa Romeo Solves 'Tiptronic' FoibleEngaging the 'logic' gear to improve manual automatic transmissions
Fiat SpA's Alfa Romeo acts on an astute insight into one ergonomic problem that, to now, has vexed the new breed of sequential-shift automatic transmissions: the gear lever offers the driver no perception of which gear is being used.
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Maintenance management: Smart methods (cont.)
Note: This column is a continuation of the December, February, and April P&P maintenance columns by Christer Idhammar discussing smart corrective maintenance methods. This month, he covers some techniques in preventive and corrective maintenance for beginning to advanced readers.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
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