Italian gearbox firm Marzorati Sistemi di Transmissione manufactures a range of mechanical transmission units, with a specialisation focusing on bevel gearboxes.
Starting before the second world war, Marzorati has continuously diversified its range, branching out into screwjacks, electromagnetic clutch / brakes, and phasing gearboxes.
It is with the phase changing units that All Torque Transmissions has had reason to deal with Marzorati, where we have a customer who has a multitude of the units which need periodic rebuilding.
Phase Changing Gearboxes
Phase changing gearboxes are prevalent in the packaging and printing industries, where matching speeds for registration purposes are important. The gearbox allows for trimming up to a certain percentage to keep shaft speeds matched.
The Marzorati system incorporates a wormgear differential, which then either runs through a bevel gear or planetary gear. For the angle gearbox output, there are four sizes and four ratios. For the planetary units, there are four sizes, with fixed, single ratios.
Although they are quite detailed, we enjoy working on these units. Marzorati’s quality and attention to detail ensure that their gearboxes enjoy a good service life.
As always, contact us with any queries.
Weg Motors and Drives has released the new CFW500 series of variable speed drives, designed for quick installation, ease of use and flexibility.
We have included Weg’s pamphlet below, which details the range of sizes available in the series.
All Torque Tranmissions will be stocking the CFW500 range of variable speed drives in both Braeside and Preston.
As you can see, the CFW500 is expandable, adaptable and straightforward.
With Ford’s announcement that it will cease Australian manufacturing in 2016, all eyes have turned to the remaining two (Holden and Toyota), and exactly how much demand remains for Australian-made cars.
As the Australian federal election looms closer, the incumbent Labour government has announced a $200 Million rescue package which is designed to keep Holden and Toyota happy to stay local for at least the next election cycle. PM Rudd was not drawn into whether the extra ‘incentive’ money was to offset the damage caused by changes to Fringe Benefits Tax laws restricting the claimable amount on company vehicles.
Labelling something a ‘rescue’ plan is misleading when a rescue isn’t guaranteed.
There is no doubt that Australia’s automotive manufacturing provides a critical mass of local demand, which parts producers use to help subsidise their other activities. As Holden continues to source more of its parts from overseas (in spite of the efforts of both Automotive Supplier Advocate Will Angove and Automotive Envoy John Conomos), the squeeze on the cost competitiveness of local parts producers continues.
Australia’s car industry continues to meet record demand for imported cars quite well, maintaining healthy profitability. The real issue is the often-quoted fact that local producers need to move 100,000 cars annually to remain viable. Ford was down to 20,000 Falcons and 18,000 Territories…
The federal opposition has claimed it is committed to the Australian automotive manufacturing sector, although it will reduce funding for the Automotive Transformation Scheme by $500 million. Most of the LNP eggs are focused on increased competitiveness from scrapping the carbon tax.
Either way, Australian manufacturing will be reliant upon government intervention in one way or another for the foreseeable future.
For many years, Pujol geared units and geared motors were assembled by Dynamic Power Transmission in South Australia, with the Victorian distributorship being handled by Electric Motor and Geared Sales (EMGS), although these arrangements have long since ended.
Pujol gearboxes are reasonably rare in Australia, but the company has been producing a diverse range of power transmission equipment in its native Spain since the 1960s. The company markets a full range of geared motors, specialising in in-line helicals, wormboxes and shaft mounts, in both integrated motor drive (IMD) and IEC motor fitment configuration.
We get the occasional call for a replacement Pujol Muntala gearbox, but usually the lead time is too long to be taken seriously so we normally opt to put an off-the-shelf Bonfiglioli unit in its place.
When we do see a Pujol come across our desk at All Torque, we are usually impressed with the workmanship and build quality. Size for size, the Pujol product is comparable to most of its competition.
Depending on the application, gearboxes that are shaft mounted can use a torque arm, (or reaction arm) to maintain gearbox positioning.
On ‘torque arm’ gearboxes such as the Bonfiglioli TA and Dodge TAII series, the torque rod assembly is used primarily as a belt tensioning device, where a pulley is used on the input shaft
Other gearboxes to feature a torque arm include helical-bevels such as the Bonfiglioli A series and wormboxes such as the W series. Many times, the application will not be able to utilise the standard mounting positions of the gearbox housing, so the torque arm provides extra flexibility in this regard.
Not to be overlooked is another purpose of the torque arm on gearboxes: reducing any shock loads from the driven unit from working their way back through the gearbox, overloading gears and bearings in the process. Smoothing out these shock loads go someway to increase machine life.
All Torque Transmissions stocks and supports both the Bonfiglioli TA and Dodge TAII series of torque arm gearboxes, whilst the other arms for gearboxes need to be specified when ordering.