View allAll Photos Tagged gearbox
This is a right angle gearbox made for a drill. I turned and threaded new input and output shafts. The input is a keyed shaft that accepts the sprocket and then runs through the base-mount bearing. The output shaft passes through the flange-mount bearing and is threaded to mate to the spinning tray.
DISCLAIMER
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
.
Some background:
The mighty Suchoj SuCh-1 started its life in early March 1943, when the Sukhoi OKB finished work on the design of a high-speed fighter with a unique powerplant arrangement. The aircraft was an all-metal low-wing monoplane with conventional tail surfaces. The three-section wings had constant dihedral and basically trapezoidal planform; the stabilizers had zero dihedral.
Two Klimov M-107 water-cooled Vee-12 engines, each with a. take-off power of 1 ,600 hp (1,193 kW) and a maximum design power of 1,500 hp (1,119 kW) at 5,500 m (18,045 ft), were mounted in the center fuselage in a staggered-tandem arrangement: the front engine was offset to starboard and of the rear one to port. Thus, the total power was increased but the drag was the same as for a single-engined aircraft, which was expected to increase fight speed considerably. Consequently, the project was internally designated 'I-2M107', literally "Article powered by two M107 engines".
Furthermore, the left cylinder bank of the front engine and the right cylinder bank of the rear engine were disposed vertically, so that each engine had one set of exhaust stubs on top of the fuselage and one on the fuselage side. Both engines drove a single three blade tractor propeller of 4.0 m (13 tt 2 in) diameter via parallel extension shafts and a common reduction gearbox. Both water radiators were located side by side in a chin housing, while the oil coolers were buried in the wings. The total fuel capacity of the four tanks arranged in the center fuselage was 1,113 litres (244.86 Imp. gal).
Because of the power plant arrangement and the large ground angle (necessary to give adequate ground clearance for the large propeller) the cockpit was offset to port and placed ahead of the wing leading edge to provide better forward visibility on take-off and landing. The cockpit was protected by a bulletproof windscreen, a front armor plate and an armored backrest; the armor weight totaled 70kg (154Ib).
The main landing gear units with 800 x 280 mm (31.5x11 in) wheels retracted inwards into the wing roots and the 400 x 150 mm (15.7 x 5.9 in) tail wheel retracted aft. The fighter's armament consisted of two wing-mounted 12.7-mm Berezin UBS machine-guns firing outside the propeller disc and a single 20-mm ShVAK cannon firing through the propeller hub*.
A full-scale mock-up was inspected in December 1943, and with German long range bombers threatening the Western front line as well as the lack of a fast and powerful fighters to intercept them (the earlier MiG-5 had turned out to be a disappointment, and Mikoyan's I-211/221 family if high altitude fighters also suffered from serious technical problems at that time), OKB Suchoj received an immediate go-ahead for further development of the SuCh-1, how the I-2M107 was now officially called, since Vladimir A. Chizhevskiy took lead of the project.
In the course of 1944 three prototypes went through a fast development program. While the aircraft itself was easy to handle, overheating problems and trouble with the gearbox for the two engines could only partly be rectified - esp. the power transmission should remain the SuCh-1s Achilles Heel.
Anyway, the Su-5 was ready for service introduction towards late 1944, and the powerful type was exclusively to be used as an interceptor. Several improvements had been made, compared to the prototypes: now two slightly more powerful Klimov VK-107A engines were used, which were better suited for high altitude operations, and the chin-mounted water cooler was considerably enlarged. The oil coolers had been re-designed and they were now placed under the wing roots.
The wing span had been extended by 6' and a bigger (now 4.3m diameter!), four-bladed propeller was added in order to improve performance at high altitude. No pressurized cabin was installed, but the cockpit received an extended glazing for better all-round field of vision.
Armament had also been augmented: now a Nudelman N-23 23mm cannon was firing through the propeller hub, and the number of UBS machine-guns in the wings was increased to four.
As initial duty experience was gathered, it became quickly clear that the firepower had to be augmented, so that the propeller-hub-mounted 23mm cannon was quickly replaced by a Nudelman-Richter NR-37 37mm cannon, and the four wing-mounted UBS machine guns were replaced by two 20-mm ShVAK cannons or even two Nudelman N-23 23mm cannons - the latter became the production standard from March 1945 on, even though the type's designation did not change.
Experience also showed that the overheating problem had been cured, but the complicated gear box tended to malfunction, esp. when full power was called for in aerial combat: high G forces took their toll and damaged the bearings, even warping the extension shafts and structural parts, so that some SuCh-1 were literally torn apart in mid-air.
The high torque powers of the large propeller also took their toll on handling: starting and landing was described as "hazardous", esp. when the fuel tanks were empty or in cross winds.
Consequently, SuCh-1 pilots were warned to engage into any dogfight or enter close combat with single-engined enemy fighters, and just focus on large enemy aircraft.
On the other side, the SuCh-1's powerful cannon armament made it a deadly foe: a single hit with the NR-37 cannon could down an aircraft, and its top speed of roundabout 700 km/h (435 mph) was more than enough for the Luftwaffe's heavy bomber types like the He 177.
Several engine and armament experiments were undertaken. For instance, at least one SuCh-1 was outfitted with a Nudelman-Sooranov NS-45 45mm cannon firing through the propeller hub, even a 57mm cannon was envisaged. Furthermore, one airframe was prepared to carry two Charomskiy M-30V 12 cylinder diesel engines, in order to produce a heavy long-range escort fighter (internally called I-2M30V).
In order to minimize the torque problems a contraprop arrangement with two three-bladed propellers and a diameter of only 3.6m was under development.
All in all only 120 of these powerful machines were built until the end of hostilities, as the feared mass attacks of German long range bombers did not materialize. as the Su-7 was complicated to operate and jet engines promised a far more efficient way of propulsion for high speeds, the type was already retired in 1947 and replaced by 1st generation jet fighters like the Yak-15 and MiG-9, which carried a similar armament, attained a better performance (except for the range) but weighed only half of the large and heavy SuCh-1.
.
General characteristics
Crew: One
Length: 11.75 m (38 ft 5 3/4 in)
Wingspan: 13.85 m (45 ft 3 1/4 in)
Height: 5.30 m (17 ft 4 in)
Empty weight: 5.250 kg (11.565 lb)
Max. take-off weight: 8.100 kg (17.840 lb)
Powerplant:
2× Klimov VK-107A liquid-cooled V12 engines with an output of 1.650 hp (1.210 kW) each at sea level and 900 hp (650 kW) at 8.300m (27.220 ft)
Performance:
Maximum speed: 720 km/h (447 mph) at height, clean configuration
Range: 750 km (465 mi)
Service ceiling: 11.700 m (38.400 ft)
Rate of climb: 876 m/mim (2.850 ft/min)
Armament:
1× Nudelman-Richter NR-37 37mm cannon with 60 RPG, firing through the propeller hub
2× Nudelman N-23 23mm cannons with 120 RPG in the wings
Many different cannon and machine gun arrangements coulod be found, though.
*Information about the conceptual Suchoj I-2M107 was primarily gathered from the book 'OKB Suchoj', written by Yefim Gordon & Dmitriy Komissarov; Hersham (UK), 2010.
.
The kit and its assembly (a long story!):
This abomination of an aircraft is/was real, even though the I-2M107 was never built – the fictional name Suchoj-Chizhevskiy SuCh-1 was actually chosen because I could not find any plausible Su-X code for a WWII fighter. Vladimir A. Chizhevskiy actually joined the Suchoj OKB in mid WWII, so I deemed this alternative to be plausible.
I had this on the agenda for a long time, but the horrors of kitbashing kept me from building it - until now. The current Anthony P memorial Group Build (for the deceased fellow member at whatifmodelers.com, RIP) was a good motivation to tackle this brute thing. Fortunately, I already had some major ingredients in store, so work could start asap.
From that, anything else was improvised from the scrap box, and with only a three side view of the I-2M107 as guidance. It became a true Frankenstein creation with...
● Fuselage and inner wings from the (horrible) NOVO Attacker
● Wings from an Italeri Fw 190 D-9 attached to them
● Nose is a resin Griffon from an Avro Lincoln conversion set from OzMods
● Tail cone is a radar nose from an F-4J Phantom II
● Tail fin is a horizontal stabilizer from a Matchbox SB2C Helldiver
● Vertical stabilizers come from a Matchbox Me 410
● Oil coolers are modified front landing gear wells from two Revell G.91 kits
● Cockpit hood comes from a Revell P-39 Airacobra
● Landing gear comes from an Italeri Fw 190 D-9, covers were modified/improvised
● Main wheels belong to a MPM Ryan Dark Shark
● Tail wheel belongs to a Matchbox Harrier
● The propeller was scratched, IIRC from a Grumman Hellcat drop tank front and blades from an Airfix A-1 Skyraider. Inside, a metal axis was mounted.
.
Work started with the fuselage and the wings as separate segments.
The Attacker fuselage lost its fin and the cockpit and air intakes were simply cut away, just as the tail pipe. The resin Griffon was slightly shortened at the front, but more or less directly attached to the fuselage, after I had cut out openings for the four rows of exhaust nozzles.
Then, the new tail cone was glued onto the end and the original fairings for the Attacker's stabilizer cut away and sanded even - anything had to be made new.
The wings were a bit tricky. I had hoped to use the Attacker's OOB wings, but these were not only much too small and did not have the proper shape, they also lacked landing gear wells!
Finding a solution was not easy, and I had to improvise. After some trials I decided to cut the Attacker wing span at about the width where the guns are located, and then add Fw 190 wings.
The depth would be fine, even though the Fw 190 wings were a bit thicker, and they offered a leading edge kink which was good for the original and characteristic I-2M107's wing root extensions. The latter were sculpted from a 6mm thick core or styrene sheet, added to the Attacker parts' leading edge, and the rest, as well as the lacking Attacker wing's thickness, sculpted with 2C and later NC putty.
Furthermore I cut out and sculpted landing gear wells, another challenging, since these had to cover the Attacker/Fw 190 parts' intersection! LOTS of putty work, sanding and shaving, but as a benefit I was able to use the Attacker kit's original wing/fuselage joints. Effectively, my placement turned out to be a bit far outside, so the track appears too wide - the price to pay when you work on single parts. Anyway, I left it was it turned out, as a major correction at a late working stage would mean to tear anything apart again...
Back to the nose: adding the propeller and the cockpit into the massive nose was the next working station. The propeller had to be huge, and also needed a rather big spinner. A contraprop was ruled out, even though it would have looked great here. But eventually I settled for a scratch-built thing, made from a teardrop-shaped drop tank front onto which the four blades from a A-1 Skyraider were glued. Probably the biggest prop I have ever put onto a 1:72 scale model! Since the resin nose was massive, drilling a hole and adding a metal axis to the propeller was enough.
With that in place I started carving out a cockpit opening - it worked better and easier than expected with a mini drill and a coarse shaving head! The opening is still rather small, a seat and a pilot hardly fit, but it works - I found a rather smallish pilot figure, and added a seat and some other small details from the scrap box, just to have something inside.
For a canopy I found a very old (30 years, I guess...) clear part from a Revell P-39 Airacobra in the scrap box, which was almost perfect in shape and width. It was a bit blind and stained with ancient enamel paint, but some wet sanding and serious polishing almost got it back to translucent status. Since I would not open the cockpit, this was a sufficient solution.
The asymmetrical cockpit opening was, in an initial step, faired with styrene strips, for a rough outline, and then sculpted with 2C and later NC putty, blending it into the rest of the fuselage.
For the tail surfaces, the SB2C stabilizer was cut away at its base - it is not a bad donation piece, its shape and rudder come pretty close to the I-2M107's original design!
The stabilizers I used on my kitbash come from a Me 410, and their leading edge was a cut away so that the sweep angle would be a bit larger. They lack depth, compared to the I-2M107's original design, but since the wings have become more slender, too, I think it's a good compromise, and the best what I had at hand in the spares stash.
Finally, and before detail work could start, the wings were attached to the fuselage. I eventually set them back by ~6mm, so that the new, extended leading edge would match the respective fairing on the fuselage. The resulting gap at the trailing edge was, again, filled with 2C and NC putty.
A personal change was a different oil cooler arrangement. The original location was to be in the wings' leading edge, just in front of the landing gear wells - but that appeared a bit doubtful, as I could not find a plausible solution where the exit for the air would be? Consequently, and in order to avoid even more messy putty sculpting on the wings, I decided to re-locate the oil coolers completely, into shallow, tunnel-like fairings under the wing roots, not unlike the radiator arrangement on a Spitfire or Bf 109.
In order to check the surface quality I decided to add a coat of grey primer, once the fuselage/wing segments had been connected. This showed only minor flaws, but made another turn with NC putty and wet sanding necessary.
Now it was time for finishing touches, e .g. mounting the landing gear, completing the cockpit and adding exhaust stubs - cut individually from HO scale model railroad roof tiles and inserted into the four fuselage fairings.
The canopy was fixed into place with white glue, which also helped closing some small gaps.
.
Painting and markings:
While the I-2M107 looks odd, to say the least, I wanted to keep the paint scheme rather simple and quasi-authentic. I went for a pale grey/green camouflage, used e. g. on late war Yakovlev Yak-3 fighters.
Basic colors are Humbrol 31 (Slate Grey, it has a very greenish, even teal, hue), ModelMaster 1740 (Dark Gull Grey, FS 36231) and Humbrol 167 (Barley Grey) for the lower sides with a wavy waterline. Since only marginal surface details were left over, I decided to fake panels and panel lines with paint.
Panels were simulated with lighter shades of the basic tones (RLM 62 from ModelMaster, Humbrol 140 and 127 below), panel lines were painted with highly thinned grey acrylic paint and a special brush - in German it's called a 'Schlepppinsel', it's got very long hairs and is also used to paint scallops on car models, and similar things are used for real car tuning/custom paintwork, too.
Sure, the painted panel lines are a bit rough, but I did not want to risk any damage through manual engraving on the rather delicate mixed-media surface of the kitbashed model. For an overall look or first impression it's very good, though.
As 'highlights' I added a white spinner and half of the fin was painted white, too.
The decals were puzzled together. The flashes and the tactical code number come from a Hobby Boss La-7, the Red Stars, IIRC, belong to a vintage MiG-21F from Hasegawa. The "Rodinu" slogan actually belongs to a 1:35 Soviet Tank decals set.
Finally, after some additional dry painting with light grey, some oil stains around the engines and coolers and soot stains at the exhaust stubs and guns (painted, plus some grinded graphite, as it yields a nice, metallic shimmer that looks like oil or burnt metal), everything was sealed under a coat of matt acrylic varnish.
If it had been built, the Suchoj I-2M107 must have been an impressive aircraft - it was bigger than a P-47 Thunderbolt or an A-1 Skyraider, and one can only wonder how its field performance would have been?
Similar concepts had been underway in UK, too, e. g. for a heavy naval attack aircraft, but the I-2M107 with its asymmetrical cockpit and engine arrangement were unique. A worthy whif, even if some details like the landing gear or the borrowed nose section are not 100% 'correct'.
Everyone seemed eager to know how the new gearbox looks and works, so here you go!
This is just one option for constructing the gearbox. The gear on top adds friction so that the pose doesn't slip.
It is 1946 when the Zahnradfabrik Friedrichshafen AG, later known as gearbox manufacturer ZF, presents the Champion. A very compact two-seater with a 200 cc two-stroke engine from Triumph. A unique piece of automotive history, in which the baton is taken over after a few years by Hermann-Holbein-Fahrzeugbau, who produces the model in a slightly modified form under the name Ch-1.
The little two-seater you see here is a recreation of that vehicle. Very professionally designed and extremely expertly built. A unique vehicle with a similar power source to the original and real. This Champion is fully functional and drives exceptionally well. With room for two, it is an incredibly fun experience to drive around with this roadster.
The Champion is just under two meters long and about 1.35 meters wide. Three to five copies of the original ZF Champion were built and in 2005 ZF itself showed a newly built example.
With this recreation you come very close to the original and you have a real attention grabber for your collection or to place in your office or other place where this car will not look out of place.
Final drive gearbox for one of the hybrid CBD90 Bo-Bo locomotives being built in 2020 by Clayton Equipment Ltd at Burton-on-Trent for Tata Steel at Port Talbot. Electric drive is powered by a large bank of lead acid batteries which are charged by a Deutz diesel running in the front compartment.
Further ordershave since been gained from Tata Steel and also for two Hybrid+ CBD80 locomotives for Sellafield. A further order has been agreed Beacon Rail Leasing for the supply of 15 more CBD90 locomotives along with options for a period of three years.
Each electric loco weighs 90 tonnes and is capable of pulling (or pushing) loads up to 2,500 tonnes.
Interesting paper model of "Rob Ives". A gearbox 2 to 1. Download with payment to: www.robives.com/blog/gear2to1
I was stunned to spot this classic UK Spec (obligatory leather interior, right hand drive) 280SL to have a manual gearbox, as most have been auto gearboxes for the UK market. This manual gearbox 280SL is very rare in the UK, in-fact 1st one i have seen with the manual gearbox
Two interesting paper models of "Rob Ives" in combination. A gearbox and a dinosaur model. Download with payment to: www.robives.com/blog/gear2to1 and www.robives.com/blog/dino
All right - after a brief detour, I decided to revise the design of Omnibot to make it prettier and a lot smaller. The design is outlined in more detail on a separate project page - but I will also continue updating this photo set.
This particular picture shows the redesigned planetary gearbox. It doesn't look all that different from the original - but is several times smaller. Thanks to the use of multi-part molds, it also has fewer parts.
I have had my eye on these gearboxes that are at work for a while and resisted the temptation to photograph them until now.
Tennessee Highway Patrol 1/43 scale Gearbox 2001 Ford Crown Victoria
1/43 Scale
First Response Replicas:
Unmarked Chevy Tahoe PPV
Spotted this appropriate Licence plated rare to see Baur BMW 323i with 5Speed manual gearbox. Excellent condition inside and out
At 60 metres up from the ground the crane lifts the huge 12 ton gearbox and disk brake assembly in to position during construction of the Scout Moor Wind Farm.
The engineer stood in the nacelle is in contact by radio with the crane operator below.
Seen as the sun set, Nippy's fruit products use this tidy '92 MB 2435 V8 with 13sp Fuller gearbox to haul crates of oranges to the juicing plant in Waikerie, SA.
Situated alongside the majestic Murray River, this area is a particularly picturesque one crowded with vineyards and citrus groves stretching for many miles along the Sturt Highway.
New to Arriva Yorkshire in March 2013 for use on Routes 163/6 between Castleford and Leeds. 1705 is seen leaving Castleford Bus Station working a 166 service towards Leeds.
Lateral view: the clutch mechanism (shown closed) The leftmost gear moves the geneva mechanism (from a M motor)
For a mere box of cogs, the Dennis 5 speed gearbox is enormous.
Not a very recent photo but I thought it time to post a bit more techy stuff.
The Fiat 8V (or "Otto Vu") is a sports car produced by the Italian automaker Fiat from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The name 8V was chosen because they thought that Ford had trademarked the name "V8". They weren't a commercial success, but did well in racing. Apart from the differential the car did not share any parts with the other Fiats (but many parts were made by Siata and they used them for their cars). The 8V was developed by Dante Giacosa and the stylist Fabio Lucio Rapi. The engine was a V8 originally designed for a luxury sedan, but that project was stopped. The Fiat V8 had a 70 degree V configuration of up to a 1996 cc of volume, at 5600 rpm the engine produced 105 hp (78 kW) in standard form giving a top speed of 190 km/h (118 mph). The engine was connected to a four speed gearbox. The car had independent suspension all round and drum brakes on all four wheels.
Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954. Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959.
34 of the cars had a factory produced bodywork by Carozzeria Speciale FIAT. Some cars had the bodywork done by other Italian coachbuilders. Carozzeria Zagato made 32 that they labelled "Elaborata Zagato". Ghia and Vignale also made bodyworks. Most were coupés, but some spyders were made as well.
(Wikipedia)
- - -
Der Fiat 8V erschien 1952 als reines Rennsportfahrzeug. Das zweitürige Coupé wurde in mehreren Versionen gebaut, insgesamt aber nur 114 Fahrzeuge. Der V8-Motor hatte einen Hubraum von 1996 cm³; es gab die Leistungsstufen 105 PS / 77 kW, 115 PS / 84,5 kW und 127 PS / 93 kW. Die erreichbare Höchstgeschwindigkeit variierte zwischen 180 km/h und 207 km/h. 1955 wurde das Modell eingestellt. Seitdem hat Fiat nie wieder Achtzylindermotoren gebaut.
(Wikipedia)
a foreign registered articulated lorry full of bus engines & gearboxes at pvs, probably all of for export
From The Compass , July-August 1961 . Each edition featured a different ship with a centrefold and , usually , a selection of detail shots like these .
Mercedes-Benz gearbox suspension ISM module test line. Can be used on all kinds of ISM module to refresh the data
www.auto-chips.com/mercedes-benz-gearbox-suspension-ism-m...
This right hand drive UK Spec Mercedes SL Pagoda is the 1st and only SL i have seen with manual gearbox, all the other SL's in UK have always been automatic. Therefore this is a rare and special SL Pagoda
Vehicle make MERCEDES
Date of first registration 02 October 1964
Year of manufacture 1964
Cylinder capacity (cc) 2309cc
CO₂Emissions Not available
Fuel type PETROL
Export marker No
Vehicle status Tax not due
Vehicle colour RED
Vehicle type approval Not available
Wheelplan 2 AXLE RIGID BODY
750 (left), 700 (right). Comparison of overall lengths between 700 and 750 gearboxes. The 750 gearbox is 1/2" longer overall.
SPEEDSHOP.CH Home of HF Integrale
like us on www.facebook.com/speedshop.ch
Big tooth reinforced gearset for 1-3 gear Gr.N Style by Speedshop.ch
Final reduction 3.73 on the Gearbox different gearing ratios available
This image follows on from one I posted earlier, showing the controls for gear change entering a manual DS19 gearbox. Thanks enormously to Ken who replied right away (on the Yahoo group) and explained how to take the gear box cover off. I hadn't realised that it comes with all the selectors and springs and little balls, so apart from two brass sliders that have to be watched it's a neat and tidy job.
So here are the gear selectors; the input, inner cable for pulling and pushing, out collar for rotating. There are three rows of selectors, 1st/2nd (closest), 3rd/4th in the middle and reverse at the far end. The toggle that moves the reverse selector is in a slightly different angle from the others, looking at the notch for the ball bearing and spring that hold it's position, that may be as intended. However, the reverse fork cannot be moved using the gear control. The spring that is meant to hold the cable connector in a pushed out position also doesn't work.
So I guess the next step is to try and remove this shaft and see what I can do...so long as I don't break anything it won't matter, sending it to a specialist as is or in bits won't make a difference.
Thanks again Ken and the DS group!