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This article is bit old but can give you an insight of automotive business and quality issues
A dent in Toyota quality? Growing problem of recalls sullies image
By Micheline Maynard and Martin Fackler Published: FRIDAY, AUGUST 4, 2006
DETROIT: The news arrives in letters that no car owner wants to receive. The power steering of their hard-to-get hybrid could fail, some learn, while others are told the tires on the small pickups could bulge and possibly burst. Still more owners find out their airbags may not inflate during a crash. These recall notices are not from an American carmaker, but from Toyota of Japan, long known as the crème de la crème when it comes to quality. Just as Toyota appears poised to pass General Motors and become the world's largest automaker, it has a growing problem with recalls that is sullying its carefully honed image. In the United States, Toyota's largest market, the number of vehicles recalled soared to 2.2 million last year. That was double the number of vehicles recalled in 2004, and more than 10 times the 200,000 cars it recalled in 2003, according to the National Highway Traffic Safety Administration. In Japan, the number of recalled vehicles has jumped 41-fold since 2001, to 1..9 million last year. And because many of the recalls are for vehicles that are more than 10 years old, analysts fear that another wave of bad quality news may be in store. The situation has alarmed Toyota's top executives and angered the Japanese government. It ordered Toyota to explain itself, which it did in a report delivered Thursday, borne by the latest in a series of apologies by Japan's biggest auto company. In it, the company promised to create a new computer database to obtain information more quickly from dealers on repairs and complaints. Inside Toyota, the spate of recalls has triggered a flurry of high-level efforts to diagnose and fix the problems, which have afflicted everything from its treasured Prius hybrid, which has become the gold standard among fuel-efficient vehicles, to the small Tacoma pickup and even cars in its Lexus luxury lineup. At Toyota's annual executive meeting in June, its outgoing chairman, Hiroshi Okuda, its new chairman, Fujio Cho, and its chief executive, Katsuaki Watanabe, all vowed to the gathered managers that the quality issue would be addressed, according to a senior Toyota executive who attended the meeting. "The quality issue is a big concern. They're embarrassed about it," said the executive, who insisted on anonymity because the meeting was private. He added, "You think about Toyota, and quality is in our DNA. We are concerned about looking like the rest of the pack. The market is forgiving because of our long reputation, but how long will they be forgiving?" Quality problems can befall any company, whether based in Detroit, Europe or elsewhere. This week, in fact, Ford expanded a big recall of its vans, SUVs and pickup trucks, because of problems that could lead to engine fires. For now, Toyota's quality issues do not seem to be dampening its operations either in Japan or the United States, where Toyota passed Ford in July to rank as the No. 2 company in terms of auto sales. Nor is it affecting Toyota's net income, which climbed 39.2 percent during the second-quarter to $3.2 billion, the company said Friday. But executives inside Toyota know they cannot let the situation fester, because it ultimately threatens Toyota's ability to grow. If Toyota is unable to get its arms around the problem, it will have to pull back on its expansion plans, which are set to include more assembly and engine plants for the United States, as well as factories elsewhere. The primary reason for the recalls is Toyota's overloaded engineering staff, company executives and industry analysts said. Despite its global expansion during the 1990s, it failed to hire enough engineers to keep up with production increases. And it kept most of its development in Japan, although it built research and development centers in places like Ann Arbor, Michigan. At the same time, a new Japanese law limited the amount of overtime worked by engineers, whose long hours on the job were the stuff of industry legend. The result, say analysts, has been a number of errors introduced during vehicle development and fewer problems on the assembly line, which has been a more common cause of recent recalls at other carmakers like Nissan. Another issue is that Toyota, like other global auto companies, has farmed out the development of crucial components to its suppliers, both companies with which it has been doing business for years, like Denso of Japan, and newer ones, like Delphi, the biggest American parts maker. The damage has been slow to emerge- in fact, most recent recalls involve cars produced in the 1990s. But that means potential problems from hectic growth years in the early 2000s have yet to appear. As a result, analysts warn, Toyota's quality woes may only become worse before they get better. "I'm more concerned about the future," said Kunihiko Shiohara, an auto analyst for Goldman Sachs in Tokyo. "A fundamental turnaround in quality levels will take at least four years." To be sure, rising recall numbers are not limited to Toyota. Still, the rapid rise in recalls at Toyota stands out in comparison with other carmakers. In Japan, where Toyota is the largest auto company with about 35 percent of the market, its recalls quadrupled over the past four years to 1.9 million in 2005. That compares with 199,000 at No. 2 Nissan and 205,000 at Honda in 2005, according to the Transportation Ministry. Seeking to staunch the flood of recalls, Toyota has increased the hiring of new engineers, bringing on 979 last year compared with 310 in 2001. A company spokesman, Paul Nolasco, said Toyota planned to hire at least another 850 this year. In a departure from corporate tradition that stressed spending a career at a single company, Toyota wants 200 of its new hires to be experienced engineers hired in mid-career from elsewhere. In June, Toyota assigned a second executive vice president to its quality control division, and created a new senior managing director spot dedicated to improving quality Martin Fackler reported from Tokyo. |
Marketing in developed economy
PLANNING is a sine qua non in achieving the economic growth. In layman language developing economy means where economy is growing, Which means the growth process has started and economy is trying to achieve the growth in various sectors. And for the development of the economy there have to be changes. Marketing has a very vast role in todays world, it aggregates the demand and thus enlarges the size of the market and helps in sustaining the existing levels of employment. Many actions have been taken by the Government like discouraging the users of those product which are used in excessive quantity thus in return helping in giving way to the substitute product development. . In order to understand the social marketing fully you should know the 4Ps ie product , price , place , promotion. The social Marketing Planning process formulates short and long –range social marketing plans on the basis of information. There are so many problems and social causes which can get benefited and solved by marketing thinking and approach. . There have been many problems due to which the agriculture development suffers . In spite of these problem there can be success in achieving the agriculture growth, if there is no lack of education and adherence to tradition. Marketing is necessary for the economic growth at all the levels and it depends in India from sector to sector .
Q1) WHAT ARE THE CHANGES AND HOW DOES IT HELP THE NATION? ANS – There are two types of changes-1) economic 2) Social Both economic and social changes help in development of nation in a planned Manner . Q2) WHAT IS MACRO AND MICRO MARKETING?
ANS - MACRO Marketing - when the involvement of government in marketing and distribution of ideas, goods and service is significant MICRO Marketing– When the firms enjoy sufficient freedom, they are there own boss for designing the marketing efforts. Q 3) WHAT are the 4PS AND EXPLAIN THEM? ANS PRODUCT- The "Goods and services "combination that the company offers to the target market. PRICE – The money that the customers have to pay to buy the product. PLACE –The activities done to make the product available to consumers.
PROMOTION – Activities done to inform and persuade or influence the customer to buy. Q4) WHAT IS SOCIAL MARKETING? ANS Social Marketing is an attempt to change the behavior or the belief by the organization and this can be done through developing a marketing plan and following the plan. Q5) WHAT is the Difference between Social Marketing and Business Marketing? ANS Social marketing is totally different from Business Marketing because in Social Marketing there has to be a fresh thinking and approaches every time ,in order to solve the different social problems of the society . In Social marketing we only concentrate on the value's and beliefs but in Business Marketing we focus on the consumers preferences and opinions and persons working for the business Marketing works on a marketing plan which is properly defined and he is motivated by the organization and the results. Q WHAT ARE THE REASONS OF LOW PRODUCTIVITY IN AGRICULTURE? ANS a) The methods of irrigation are not at all efficient , old method of irrigations are still used. b) Old ways of doing farming , no proper machines are available. c) No sufficient supplies of fertilizers d) Natural calamities –like flood , heavy rains and other disasters monsoon etc e) There are no proper markets, poor market system. f) There is no incentive plan for the farmer so that they are motivated. |
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The Engine Lathe :King of Machine Tools: |
- guru - Sunday, 11/21/04 18:56:01 EST |
Old Lathes, Bed Wear: One of the biggest problems with old lathes is bed wear near the chuck. Heavily used lathes are used here more than anywhere else and the beds tend to wear if not kept VERY clean and well oiled. The result is that work almost always tapers when machined near the chuck. This may or may not be a problem depending on your use but it is a pain if you make any kind of small precision parts (shafts, pins, bushings). This is not repairable except at very high cost. Old Lathes, Broken Back Gears: This is one of the MOST common problems on old machine tools. Shifting into back gear while ANYTHING is moving instantly breaks off teeth. Gears are expensive and replacements rare. The probability of another used lathe having good gears that fit is very low. Back gears are used for slow speed turning of anything of large diameter. If the back gears are broken do not expect to be able to turn large work (such as dressing the face plate or making a chuck adaptor, facing blocks to square up such as hammer dies. . .) Old Lathes, Tailstock Wear: Due to the small surface area under the tailstock they often wear. I have seen as much as .015" on a tool room Southbend. Always check your tailstock at the chuck (center to center) and with a test bar (see the Southbend - "How to Run a Lathe" book). To adjust the tailstock vertically requires shims. You disassemble the tailstock at the base to body joint and make shims to fit. Wear always shortens the tailstock so new shims are required. Do this FIRST before adjusting right/left. Old Lathes, Lead Screw Wear: Some cheaper lathes use the lead screw to drive the carriage same as threading. The result can be a worn out lead screw. This is expensive and difficult to replace so are best avoided. Most lathes drive the carriage for general work via the keyway in the lead screw or a separate shaft and the threads RARELY wear. Old Lathes, Compound Rest: This is one of the weakest parts on a lathe. Where the tooling slot crosses the dovetail it is often only 1/16" thick. Always be careful to adjust the position of the cross slide and the compound so that it has as much support as possible. Old Lathes, Available Tools: You can still purchase Armstrong tool holders from '00' size like my 6" Craftsman uses up to holders that take two men to lift. Although the clunky square tooling blocks have become popular they were designed for carbide tooling and do not have nearly the flexibility of use as the old standard tool post and tool holders which I much prefer. However, for boring, the heavy blocks ARE better. I made one specifically for holding boring bars and nothing else. Centers: Most lathe centers have Morse taper shanks. However, you must note that larger Southbends and some other lathes require a special bushing to use a center in the head stock. Live centers are generally much better in the tail stock and are often available in sets with interchangeable points. Often slipping drill chuck tapers damage the tailstock. Obtain a taper reamer to clean it up. Centers are commonly chewed up. They can easily be dressed in the lathe using a tool post grinder. An inexpensive tool post grinder for small work can be made using a tool holder for a die grinder or a Dremel tool. Chucks are still made with threaded back plates. However, there were no "standard" spindle nose threads so most are sold with un-threaded adaptors. These are normally threaded to fit on the lathe they are to be used on. Buck makes a WONDERFUL 6 jaw chuck that is easy on the work and can grip thin wall tubes tightly without distortion. Back gears are standard parts available from Boston Gear and others. However, they are NOT inexpensive. That stack of gears and bushings that came with a 12" lathe can easily cost over $1500 new. Old Lathes, Tools You Make: I have made a variety of tools for my lathes. Many are blacksmithy in nature. These have included micrometer carriage stops, cross slide stops, boring bars, friction cutting plates, arbors and double bit tool holders (the square holes hot drifted). I have seen shop built steady rests and taper attachments. A surprising number of tools for your lathe can be made ON THE LATHE. My Southbend had a broken reversing lever body when I got it. This relatively complicated part was replaced with a weldment that was machined on the lathe that required it! However, the special gears that went with it had to be made by a local machine shop at a cost of $300 in 1980. Lathes are great tools and deserve their King of Machine Tools title. EVERY metal working shop of any size should have one or more. |
- guru - Monday, 11/22/04 15:20:37 EST |
The four basic types of lathe chucks.
Lathe Size - DefinitionsA Lathe's size is defined by swing diameter and distance (length) center to center.A center is a part with a taper such as a Morse taper on one end and a 60° point on the other. A lathe normally comes with two centers, one to fit the spindle and one to fit the tailstock. Center to Center is measured with a standard 60° dead centers in the spindle and in the tailstock with it pushed all the way back but not overhanging the ways. It is the distance from point to point or possibly a quarter inch (8mm) longer for engagement of the center points in a shaft or mandrel. This could vary somewhat according to the centers used but most made on Morse tapers are pretty standard. Note that on some lathes with large diameter spindle holes that a special bushing is required to use the Morse taper center in the spindle. This is part of the standard equipment. Swing is the diameter from the center of the spindle to the nearest obstructing point on the ways. Normally the the carriage wings are outside of this or roughly the same. The diameter that will fit over the carriage is considerably less but is not normally given. It is good to know. Spindle Bore is also given when the lathe has a hollow spindle. This is usually the actual size and work that size may not fit. Spindle Tapers and the headstock thread or mounting type (cam lock) are also a part of the lathe specifications. Tapers are normally Morse as they are the most standard in the industry. Threaded spindle noses were the standard for over a century but modern cam locking systems have replaced screw on chucks and face plates. Other features may be part of the lathe specifications but the above are the normal dimensional information used to describe a lathe. TRUE STORY: My friend Josh Greenwood had a job making nearly a mile of railing that was to be standard joinery using tenon joints on all the pickets. This required some 10,000 pickets and 20,000 tenons all identical. Although he could forge the tenons quite well he needed to put this job on other less skilled workers. I setup an old lathe he had with a 4 jaw scroll chuck and showed him how a 1/2" tenon on 3/4" square could be machined in one pass in about 30 seconds from picking up the bar to removing it from the lathe. The advantages of machining the tenons were precision size, square corners, equal length between shoulders and it was faster than forging and a worker with 15 minutes training could make them. 57,000 pounds of pickets! Saved his hide. Those of you that have visited Bill Epps shop when he was in Texas saw that besides two power hammers he had a lathe and a milling machine. If you have seen Donald Streeter's book Professional Smithing he was using an arbor press for various purposes. And even though he was trying to show that the smith could make his own punches and dies by hand (you can) he had a machine shop seperate from his blacksmith shop that had lathes and milling machines. Anyone that visited the old Williamsburg blacksmith shop before Peter Ross would have noticed that any time they needed a hole drilled the smith would dissapear into the back and you could hear the whirring of a small motor. . . Today they have a purely 18th century shop but they also have a seperate shop with a power hammer and various modern machine tools. If you look at the many blacksmith shop photos on the Gill Fahrenwald calendars you will see machines of all types in the background. Even before the engine lathe became the flexible tool that it is today it had a place in almost every sizable shop since the 18th century. References and Links
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