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TOMORROW THE WORLD WILL BE DIFFERENTBECAUSE WE‘RE SHAPING IT TODAY

P u b l i s h e d b yA N G E R M a c h i n i n g G m b H

HIGH TECH IS NOT JUST FOR HIGH END

ENERGY, WEIGHT, RESOURCES, COSTS

Science tells us where we can cut down

WHERE THE FUTURE IS AT HOME: JAPAN

INNOVATION IS NO SALAMI

CHRYSLER MOVING AHEAD:An interview with Brian Harlow

MEXICO‘S STRENGTH: TECHNOLOGY

NOW A REALITY: MQL

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We have always wanted to move things

MOVETHE PARTPRODUCTIVE& SMART

In its 30-year history as a company, ANGER MACHINING has decisively contributed to advancement in the processing industry in terms of productivity and quality.

EMO Focus: TC2From individualized high end to standardized concepts Page 4

Woman at the wheelHistorical look into the Mercedes Benz Museum Page 6

On the state of scienceA conversation with Prof. Zäh of the TU Munich. Page 8

Japan and ChinaMarkets that are changing our world Page 10

Four-time award winnerAnd four times in one category: Innovation Page 12

Visit to ChryslerA conversation with Brian D. Harlow and a glimpse into the Kokomo transmission plant Page 14

Sergio MarchionneThe FIAT boss on electric mobility Page 17

The Mexican connectionANGER‘s man in Mexico on the leading automotive location in America Page 18

Not a salamiWhat‘s required of R&D is major new solutions andnot thin slices Page 20

Only MQL will take us furtherStill debated, but ultimately the solution toa lot of problems Page 21

SplittersPictures from a major anniversary celebration Page 22

Interrail 2.0How young employees discover the world Page 24

In May 2013, Klaus Dirnberger and Dietmar Bahn acquired another 49% of the shares in ANGER MACHINING, which now makes us 100% owners. After the succession of the Anger family was concluded at the end of 2007, we brought another strong financial partner on board, which led to a very constructive and successful partnership. ANGER MACHINING did extremely well in the 2009 crisis and has shown an average growth of 35% and the size of the company has even quadrupled since 2006. 120 high quality jobs were created during this time. We invested in training and continuing education and spent more than 8 million Euros on the expansion of the Traun location. ANGER MACHINING has developed over the last few years into an internationally represented company specialized in the niche of equipment engineering and one that now has the required resources and infra-structure. A series of awards for innovations, such as the “ZF Supplier Award for Innovation in 2012” are an appropriate recognition. But growth alone was not and is not our goal, but rather the result of our work and recognition of this performance by our customers.

100% ANGER

“100% ANGER” is the start of a new chapter in the now over 30-year history of the company. For us, the owners, 100% ANGER means a major motivation to “get things going over the long-term.” For our customers, it‘s a sign of our clear commitment to the future, to a sustainable and entrepreneurial path. 100% ANGER is also an appeal to our employees and suppliers to dedicate themselves 100% to the advancement of our company and to create new processing solutions. That‘s what our customers expect from us.

Now, an equipment engineering company, that has oriented its business model on optimization of productivity in the processing technology of its industrial customers, has huge challenges to meet over the next few years.We assume that our customers will employ production-suited product design, strict maintenance and quality programs and an increasing degree of automation for the optimization of productivity. The holistic approach in product also includes optimization of quality measurement and part logistics, increased productivity, total system effectiveness and overall “operational excellence”. And TCO, total cost of ownership, also referred to as life cycle cost, will very decisively gain in importance.

Industry 4.0 – Revolution or just a mini-revolution?

Another major challenge in production management is IT and data integration. The core of what is called by some the fourth industrial revolution, is a combination of software, sensor, processor and communication technology. As an equipment manufacturer, we have to integrate ourselves seamlessly in the IT value creation chain of the future and be able to convey production-related information like machine status, order status, parts quality data and preventive service data to the ERP system. The software architecture of the systems will be redefined for this and traditional lean manufacturing will have to be expanded. We‘re working on this.

Smart Technologies with “Smart People”

ANGER MACHINING itself does its development on the integrated digital value creation chain, with the goal of going from simulation to project design, the digital model of our machines to the automatically generated CNC program for the systems, with low cycle times and high technical quality. Higher productivity and higher efficiency require more interaction and cooperation of our organization, between engineering and implementation, planning and the factory hall, between us and our customers. Here we have room for improvement.“Smart technology” is our strong basis. It is the responsibility of our employees to meet our performance promise every day and to go above and beyond. To this end, our managers and specialized employees will support a series of specialized technical and organizational changes over the coming years in order to implement the next generation of high performance processing solutions. As owners and managing directors, we demand and promote the further development of our expertise and close cooperation. We view this as the basic values of our action. Innovation and improvement or European creativity and inventiveness combined with the Japanese CIP philosophy. We‘re working on it. We are motivated to get things going.

Klaus Dirnberger and Dietmar Bahn

Klaus Dirnberger

Dietmar Bahn

The theme of the future: Total Cost of Ownership

Purchasing machines at the “lowest price” is an obsolete dogma. The real bill isn‘t paid until later in operation. TCO models put an end to this widespread, short-sighted investment calculation.

The positive findings of leading companies, in particular in the German automobile industry, will make TCO-oriented investment models a requirement in the near future in other companies and other countries, such as Japan, for instance. TCO will consequently also change machine technologies. The LEAN concepts, which have been optimized more and more over the last decades, are being redefined since the truth concerning the total costs is the central theme. ANGER‘s transfer center technology offers enormous cost advantages from the point of view of TCO. Reliable data on equipment in operation are available and have positively surprised us! (See also the interview with Brian D. Harlow, Chrysler LCC for more on this, page 14 ). Thanks to smart standardization of components, identical parts policy, an ergonomic design for easier servicing, minimum downtimes, the customer-side energy, service and infrastructure, costs have been reduced by 20% each.

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TC2 standard transfer center for flexible dual processing

Basic machine •Travelpathx/y/z:550/2000/550mm •Aaxle+/-200°,optional5axle Clamping: •Standardizedzero-pointclamping systemwithvariablepalletsizeupto 800mm Loading: •Standardized,verticalrotarytable (alsoautomatable) Processingunits: •Standardizedbasicspindle arrangement •Dualtoolchangerwith20toolseach •DualHellmerichcrownturrets •Optiontointegrateandreconfigure anyspecialprocessingunit, parts-specificmultiplespindleheads, firmlypositionedHFspindles, cutterheadswithverylarge diameters. Cooling: •Emulsioncoolantlubricant(KSS) Control: •Siemens840dSLwith“ANGERHMI”

Robert Blauhut, HeadofLEANCONCEPTatANGER.

“WiththeTC2,weatANGERareembarkingonaboldpath:makingtheimpressiveadvantagesofthetransfercenter.”

ANGER MACHINING has been distinguished a total of four times with an award for outstanding innovations since 2010. The innovation itself is a revolution in machine construction, even if it took a few years to develop it to its current state. The basic idea is simple, however: Bring the workpiece to the tool. This is the idea on which the machine containing numerous tools, spindles and drills is based. The workpiece itself,

which in the automobile industry, for example, is the sophisticated valve controllers in transmission construction or the engine block with its manifold processing steps - is conveyed on a jig from process to process. This eliminates the long, time-intensive process of transporting a work-piece from processing center to processing center, step by step and then processing it. The process is completed in one or a maximum of two machines. This is like “bringing the flower to the bee” as in the title of the main article in the previous issue of this magazine.That was in “2012.” We‘re now looking at “2014.”

“This is without a doubt the future,” said the recognised university professor and production researcher Eberhart Abele elsewhere in “2012.” The scientist sees this as “revolutionary technology in terms of its basic approach - i.e. handling the part and not just the tool!” In the history of machine construction, i.e. for over 80 years, it‘s always just the tools that are handled and never the workpiece. And now, continues Eberhard Abele, we have to get the point across to industry and production planners that this is the way to design and implement more economical concepts.

The high-speed processing machines from ANGER are currently found in many factory halls in major industry. In Stuttgart at Mercedes, in Saarbrücken at ZF or in Kokomo at Chrysler. How they‘re designed: Large quantities with top quality. They are built according to the manufacturers‘ requirements, i.e. for transmissions for BMW, Mercedes or Opel and engines at Volvo. The technology has proven itself. It has been perfected and is venturing onto the next steps, for example through developments to make KSS (coolant lubricant systems) completely superfluous and to make production even more efficient with minimum quantity lubrication and perfected 1 channel technology. Or to construct even more energy-efficient machines with completely new tools as described for example by Prof. Michael Zäh of the TU Munich elsewhere in this issue.

The step into the future:What‘s good for the very big is fair for the not so big.

The productivity and efficiency of highly-productive transfer lines have been combined with the flexibility of the processing centers. This solution provides a high-speed processing system in an especially compact and the-refore space-saving form. ANGER‘s next major goal is modularizing this technology and standardizing the processes. “In the coming years, there is going to be a structural change in the worldwide machine construction market,” says Robert Blauhut, who is heading the development of this project of the future at ANGER MACHINING. “It is driven by the requirements of average to mid-sized industry which expect significantly more productive manufacturing, higher process stability, higher precision, even in 24/7 operation and, most of all resource and energy-saving technology.”

“What we‘ve been doing up to now is building really big ships, designed to the individual specifications of the individual clients. With this experience and knowledge about our technology, we plan to build fast motor boats in the future, in mass production. What has proven itself in high-end production will meet just these requirements in a standard version. Like their ‘bigger sisters’ in the auto industry these machines will be significantly more productive, more efficient and greener, i.e. they‘ll use less energy than the conventional processing centers with comparable production yields. They‘ll require significantly less space: at least double the output or half the space. They‘ll require fewer handling efforts and cause fewer quality problems since it will no longer be necessary to clamp the parts several times. This is made possible by the extensive degree of standardization in a modular mechatronics assembly group concept. At the same time, the next generation machines can be equipped with the right tools for the most varied of processing types. This is another reason the laborious handling of parts in multiple machines will be done away with. The clamping error risk will be minimized and so no corresponding quality control will be necessary. In addition, the large special machines have already shown that processing quality is considerably higher in a single jig.”

This concept was presented for the first time with the TC1 at the IMTS in Chicago in 2012. At the time, the machine was still a single unit and showed the first step. The second step is now following in Hannover with the new TC2, a standardized, modular and flexible machine for high-production dual processing with the option of converting or retrofitting the machine for a new workpiece. ‘Chaotic’ production is supported as is automated or manual loading.

At the moment, we lay down the keel for really big vessels.In the future, we‘ll also be building a lot of fast motor boats.

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TheBenzPatentMotorcarNumber1canbeadmiredinthisbuildinginStuttgart-BadCannstatt.Thiscarisareplica,however.TherebuiltoriginalNumber1isondisplayintheDeutschesMuseuminMunich.TheoldestcompletelypreservedautomobilewithacombustionenginecanbeseenintheScienceMuseuminLondon.ItislikelytheNumber3,whichinturnwastheworld‘sfirstcartobeofferedforsale.Thefirstlongcartripwastakenin1886intheNumber3.Withoutherhusband‘sknowledge,BertaBenztookhertwosonsanddrovethe106kilometersfromMannheimtoPforzheimanddrovebackthreedayslater.Thefirstwomanbehindthewheel,andthusthefirstcardriverinhistory,hadtostillgetgasatthepharmacy.Thecarranonligroin,alightgasolinefordrycleaning.Incidentally,theNumber3gotabout10kmtotheliter.

TheMercedes-BenzWorldisparticularlysignificantasamuseumsinceitbelongstothebrandthatchangedourworld:totheinventoroftheautomobile.TheimpressivestructureintheformofaReuleauxtriangleopenedin2006andreceivedasplendidcollectionofmajorMercedes-Benzautomobiles.Allofthemareoriginals,withtheexceptionoftheveryfirstcar.Incidentally,replicasoftheNumber1aremanufacturedintheapprenticeworkshopsatDaimleraccordingtooriginalplans.Therearenowsome150ofthem.YoucanalsopurchasetheNumber1new.ThemodelcostsjustunderEUR70,000.Andthereisnooptionslist.

1886 / 2006

Womanatthewheel.

The Garching Research Center in the north of Munich is a very impressive and vast city in itself. This is where, among many others, the Faculty of Mechanical Engineering of the Technical University is located.

Prof. Zäh looks more like a professor at a college of design. “A whole series of studies, metrological studies and machine component designs have been simulated on computers. These simulations provide a lot of reassurance for the truly bold concept that ANGER MACHINING offers and with which the company has enjoyed so much success. This is the case for the construction and development phase. We‘ve assisted here with design calculations for machine components and the overall concept - with regard to the static and dynamic beha-vior of the machines in the production process.” And then comes the sentence, that this procedure is very unusual for a mechanical engineering company. “Mechanical engineers are for the most part tinkerers.”

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Without simulation, you‘d have to test airplaneswithout knowing if they can fly.

Prof. Dr. Michael Zäh. Static and dynamic FEW simulations underway in machine development at

ANGER MACHINING. The complex systems are constantly being further developed in collaboration

with the TU of Munich.

In Munich, it‘s easy to explain the importance that simu-lations of entire processes and their effects have. Important areas of the aircraft industry are based here as well. “Do you remember the crash of an airbus A330 during a test flight in 1994 near Toulouse? Tinkering and testing is definitely no longer merely conceptual in the aircraft industry.” It still is in mechanical engineering, however, and therefore ANGER MACHINING is, in the professor‘s eyes, truly an exception to the rule. When asked about other mechanical engineers for whom the Institute has conducted similar research, Prof Zäh answers with a sly smile.

Other current research fields at the IWB focus on composite manufacturing process technologies which could also be important for mechanical engineering. “The main topic of our time is how we handle energy. Conserving mass is the main approach! Innovative composite materials make really big steps possible.” Prof. Zäh explains these later on at a tour of the IWB think tank, the vast testing hall. New technologies here include first and foremost polymer concrete and carbon-fiber based composites which can be both glued and welded. Textile composite materials definitely have a bright future in the auto industry. Thanks to these materials, chassis parts are getting

much lighter com-pared to the steel or aluminum they used to be manufactured from. “ L i g h t w e i g h t construction, how-ever, is for machines themselves a future development of great importance,” says Prof. Zäh, “since the machine components which used to be made from steel or iron can be replaced with much lighter materials.If you‘re constantly moving large, heavy parts and they are accelerated in short intervals and then have to be slowed down, that requires a lot of energy. You can save on ener-gy costs if the mass of these parts is significantly reduced. The textile composite materi-als are made of carbon fibers bonded using plastomers, embedded in a so-called plastomer matrix.”One primary field of application for these stable materials is jigs (clamping machines). At Volvo in Sweden, the first ANGER machines, with which engine blocks are also processed, are in dual processing. The hea-vier weight of these parts and the chipping forces generated by multi-spindle processing are quite challenging for the stability of the jig which moves the parts to be processed in the machines from tool to tool. And another factor, which is just as important, is the energy costs.“The energy costs have become higher than the tool costs,” is the main statement Prof. Eberhard Abele from TU Darmstadt made just under two years ago in an interview for “2012.” Prof. Zäh agrees. “In addition to the significantly lighter com-posite materials there are a number of other approaches. One of these is MMS, minimum quantity lubrication.” Prof. Zäh worked at a machine factory in Ludwigsburg before he became a professor in Munich. “Even back then, we were looking into alternative concepts,” he

explains, “there‘s still a lot of potential here!” The professor acknowledges the mention of a vibrating tray, which imme-diately removes the accumulating filings (see also page 21) with brief astonishment: “A surprising approach!”

The media reported euphorically about the Industrial Revolution 4.0 at the last industry trade show in Hannover. Like Brian D. Harlow at Chrysler, Prof. Zäh views it as just another step at best:

“The Industrial Revolution 4.0 is at best a mini-revolution!”“Basically it‘s just a further development of CNC. Industrial IT is now already a component of CNC, its application can be considerably expanded, however. That‘s technological progress in the sense of evolution, not revolution!”

The decision as to the ultimate importance of 4.0 should better be left to future generations, according to Fraunhofer Research Austria: “The first three industrial revolutions were only termed as such when looking back. What‘s new now is that the fourth revolution is being predicted. During the intro-duction, Industry 4.0 will probably be seen as evolutionary, rather than revolutionary. The visions currently being developed and the many opportunities arising across industries are however thoroughly poised to trigger the next industrial revolution. We even have to construct a revolutionary view of the future to remain competitive in the long run.” Jürgen Minichmayr comments on an analysis by Fraunhofer Austria Research, where he heads the division of production and logistics management.

“Some aspects of industry 4.0 are not new. 30 years ago, people were talking about computer-integrated manufacturing. Back then, however, computing technologies were not yet ready and were also too centralized. We now have much better technological options and the approach is tending much more towards decentralized, self-controlling systems. Production structures, processes and products will change even faster over the next few years. The factory of the future has to manage this volatility better. There is a widespread consensus, that whoever can react faster and more flexibly to

changes will have a strategic advantage.” Back to Garching. Summing up, we‘d like to mention yet another far-off vision. The pioneering technology by ANGER MACHINING is currently happening in special machines for specific automobile industry applications. That‘s why there is a project called “lean concept” at ANGER MACHINING which is designed to bring the revolutionary technology to standardized modules. Indeed, what‘s working so well in the precisely specified processes in the auto industry is also sui-ted in standardized form for processing methods in medium-sized industry. “A logical development,” says Prof. Zäh. “I‘ve also been impressed by the professionalism of the managers at ANGER MACHINING, but also by the courage with which they approached new solutions. On our end, we were a bit

sceptical at the beginning, but our calculations have shown that the values work.

Of course, it‘s a bold step: move the workpiece, rather than the tool!

Actually, it was questionable whether the device on which the workpiece is clamped would withstand the strains and not buckle. But the calculations then proved right.” Munich or Darmstadt, Aachen, Chemnitz, Stuttgart or Vienna: the topics of energy consumption, development of new, lighter materials, new control systems and use of resources are keeping the technical universities busy. All four approaches are in use at the highest technical level with a single goal:

Making the processes more efficient and thus cutting costs while meeting constantly increasing quality standards.

“Mechanicalengineersareforthemostparttinkerers,”saysProf.Zäh,“theypreferhandsontonosesinbooks!”Prof.MichaelZähheadstheInstituteforMachineToolsandIndustrialManagement(IWB)attheTechnicalUniversityofMunich.

“We‘vebeenabletocontributetoANGERMACHININGintheirdevelopmentofnewmachines,”hestatedveryhumblyjustoverayearagoinaconversation.“Wemerelymonitoredtheprocessestoensurethattherequirementslistedinthetechnicalspecificationsweremet.Firstandforemost,weperformedandscientificallymappedfiniteelementcalculationswhichenabledustooptimizetheprocesses.”

Jürgen Minichmayr, headofproductionandlogisticmanagementatFrauenhoferResearchAustria. R

esearch

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Previously, in the 1960s, Japanese cars were unknown in Europe and the USA. There were no big names, no historic racing successes and no historic biographies. The first car to come to Europe was the Honda S800. And Nissan was still called Datsun. People laughed about little David, although Honda was a very agile and good-looking car. Motoring journalists and the auto industry soon stopped laughing. “Today, no one‘s laughing any more!,” you could say. And less than two decades later, the global success was perfect. David became Goliath. Dr. Ferdinand Piech, head of Audi in the 1980s and later of Volkswagen, for example, is known for his affinity to Japanese culture. He often travelled to the islands to study Japanese culture and philosophy. And he was very impressed with Japanese production quality. He thus set new goals for Volkswagen: Reaching their quality standard or even exceeding it!

Today, we can point to the early 1990s as the time when the Japanese, and shortly thereafter the German auto industry, raised production quality to a level never before seen. Since then the world of cars has changed and those who failed to keep up had major problems, such as the auto industry in the US, for example.

ANGER MACHINING was finished with new developments and technologies at the precise moment when the new quality level was demanded. A little mechanical engineer from Austria, another David, as it were, brought out a new generation of high speed processing machines in 1983. They proved to be just right when it came to producing the sophi-sticated parts with higher productivity and with considerably higher precision. Such as, for instance, the valve bodies in automatic transmissions or balance shaft housings or transmission shafts. Japan stands for high quality and great success. China stands for the big market.

Here too, it was the Volkswagen Group that dared to take the first steps back in the early 1990s. Today, everyone knows that the pioneering spirit paid off. China has since overtaken the USA as the largest auto market. Up until recently, the annual growth rates were in the double digits. ANGER MACHINING also has the Chinese market in its sights. The Japanese market is however the greater challenge. This is because Japan is the country whose auto industry constantly sets new standards and the culture that we approach with the utmost respect.

Japan‘s industrial development began at the end of the Edo period. Edo (now Tokyo) was the capital that gave the era its name and ended in the late 1860s. Similar parallels can be seen in the economic miracle of the post-war period, when Japan rose to become the second greatest economic power in the world - here as well, comparable to West Germany at that time and neighboring Austria. ANGER MACHINING has its headquarters in the heart of Europe, in a region referred to as the “Machine Belt”, comprising Southern Germany, Northern Italy and parts of Austria.

How things stand: Highly precise, highly flexible with an eye on costs.

When ANGER MACHINING first introduced its new proces-sing technology in Germany in 1984, it set new standards in precision and efficiency in machining technology with its concept of assembling the spindles firmly in a machine and moving the CNC-controlled work piece from spindle to spindle. The transfer center was born. It didn‘t take long to spark the interest of the leading transmission manufacturers and the auto indus-try in general. Higher precision in manufacturing is one of the keys, using modern transmissions, to considerably reduce consumption and emission values of modern cars. ANGER MACHINING‘s new technology works considerably faster than conventional processing machines while remai-ning flexible and thus contributes decisively to reducing costs. Substantially reduced cycle lengths mean fewer machines, fewer machines mean lower service costs, lower energy costs and less production area. Companies like Volkswagen (since 1997) or ZF Getriebe (since 1999) have been long-standing customers. ZF is, and this is also wor-thy of mention, the company with the largest number of ANGER machines. Thirty are already in production in the automatic transmission plant in Saarbrücken and another ten machines have been ordered and are currently under construction at ANGER for ZF. Daimler, Audi, Chrysler, GM, Magna, Mahle and Volvo as well, just to name a few other automobile industry giants, are using this technology more and more. ANGER MACHINING is convinced that the techno-logical lead of its machines will also play a significant role in Japan. The globally active and successful Japanese auto industry is on the verge of a transformation in manufacturing technology.

The Japanese manufacturing industry and the Japanese mechanical engineers have made the processing center into the worldwide standard. But what has been able to link processing centers today, will soon no longer be sufficient.What lead can Japanese industry have if the same machines of Japanese origin are used around the world, if Japanese corporate consultants TPS (Toyota Production Systems) and TQM (Total Quality Management) are used to raise the per-formance of their own competitors?

Raising productivity, enhancing processing quality, which is contingent on ever more stringent environmental and emission standards and above all, the reduction in energy costs, are decisive requirements that conventional technologies can still only meet to a limited extent today.

We can therefore assume that a historic change in technolo-gy is currently underway, even if this transformation is pro-ceeding slowly in Japan - a country known for maintaining its traditions. In any case, a change can also already be seen in China. The Chinese industry does not simply want to take over the technology of the past. No, it wants more and more to use the latest technologies to strengthen its position in international competition.

Two major nations in Asia, one of which needs to secure its historic importance as the world‘s leading auto manufacturer and the other, which has quite recently grown to be the world‘s largest auto market. Two markets which represent a corresponding challenge for ANGER MACHINING and its transfer center technology. Once again, a David stands before a Goliath. The end has yet to be written, but from a historic point of view, we of course know how this story ends.

HondaS800justlandedattheportofLondon.In1967thefirstJapanesecarsarrivedinEurope.

Whatahistoricaldocument!

(Photo: Central Press / Getty Images)

On the transformation from David to Goliath TherearenoANGERmachinesinJapanyet.

Notyet.Butwhenyoulookmoreclosely,you‘llnoticethatANGER‘sglobalsuccesshasitsrootsinJapan.Around25yearsago,anewerabeganintheautomobileindustry.TheJapaneseautomobileindustrywasmanufacturingitsproductsfaster,moreefficiently and–withsignificantlyhigherqualitystandards.Japantooktheworldbysurprisewithproductionqualitywhichwouldchangetheglobalautoindustry.IndustrialhistoriansnowsaythatthisstepiscomparabletoHenryFord‘sintroductionoftheassemblyline.

ShizuoKakiuchi,COOofANGERMACHININGJAPAN.“Wehavestartedwithasmallbutdynamically growingoperationinJapan.ThereishugemarketpotentialfortheadvancedANGERTransferCentertechnologyinJapan.”

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Upper Austria, one of nine Austrian Federal States, has a very impressive industrial scene. Mechanical engineering is represented in a number of ways: the steel industry, that‘s clear, add to that the auto industry e.g. BMW in Steyr, electronics, medical technology and a number of software companies. The production value of the Upper Austrian industry amounted to 36 billion Euros in 2012 and thus represents a quarter of Austria‘s total industry.

ANGER MACHINING is based in Traun, a little town near Linz. In 2010, the company was awarded the “Regional Award for Innovation.” Given the environment in the industrial region of Upper Austria, this is in itself an impressive award.

In the following year, i.e. 2011, ANGER MACHINING was awarded probably the most coveted prize in Austrian business - the State Award for Innovation. Indeed, the package of 614 submissions, from among which the panel had to choose 6 nominations in order to finally announce the winner, was a sizeable one.

At the end of 2012, ZF Friedrichshafen AG handed out their “Supplier Awards” – a global group‘s distinction awarded to companies that have excelled through their outstanding supplier services. The “Supplier Award” is traditionally given at the end of the year in five categories. One of these categories – how could it be otherwise in such a company – is “Innovation.” As such, ANGER MACHINING was distinguished for the third time for innovation, i.e. for a new piece of technology.

ANGER machines are part of a completely new develop-ment in automobile construction. Around 20 years ago, first and foremost in Japan and Germany, manufacturers began clearly raising their quality standards. This transformation soon led to more quality on the global markets. The manufacturers quickly realized that quality not only sells better, but also that quality is much more economical in the long run. This is also the strong point of ANGER MACHINING and the reason behind this special award by ZF. The high-tech machines from Austria not only work with precision in the 1/1000 mm range, they also do it extremely fast and reliably in 24/7 operation, in a word: around the clock.

...Innovation‘s knocking at your door.

RegionalInnovationPrize2010 FederalAustrianInnovationPrize2011 US-A-BIZAward2013

ONE–TWO– THREE–FOUR–

This combination of precision, reliability, speed and flexibility is the reason behind this special award for the company. It‘s worth mentioning in this context that nowhere else in the world are there so many ANGER machines as in the automatic transmission factory in Saarbrücken. There are already over 30 HCX processing machines and the numbers continue to increase.

For global suppliers, the ZF supplier award is like Oscar night in the German city of Friedrichshafen, which already brings us to the fourth and thus the most recent distinction for ANGER MACHINING. On the night of the 85th Oscar awards on February 24, 2013, just a few blocks away from the Dolby Center, another award ceremony took place at the Austrian Business Center. The “US-A-BIZ Award”, which is conferred on Austrian companies that are particularly successful in the US: The “US-A-Biz Award 2013”, in the category of innovation, goes to: ANGER MACHINING GmbH.

The innovation leader in the production process industry from Upper Austria supplies several high-precision processing machines for 15 million Euros to Kokomo, Indiana/USA. The now Fiat subsidiary, Chrysler, contracted ANGER “to manufacture ultra-modern eight and nine gear automatic transmissions”, as the press broadcast announced it in a somewhat awkward fashion.

Aw

ard winning

Mr. Harlow, When I heard Chrysler was starting to produce eight and nine speed transmissions and the involvement of ANGER MACHINING, I thought, that must be a quantum leap in the US...

It is...

It is?

Yes sure...

I mean – you came from – what? - four, five?

Six! Actually, I came from three - and four... five... six... We just decided to skip seven and go to eight and nine!That is the speed that we are going. We just jumped over seven and went right to eight and nine!

By what reason?

It’s totally driven by fuel economy as well as meeting the federal regulation on future fuel consumption and pollution. And the need to be competitive. The combination you certainly can’t drive by it, right? And in the delay, when peo-ple don’t want our products - for what ever reasons, inclu-ding and particulary fuel economy – then we were all left. So... we were just coming out of a strange situation. We had a relationship with Getrag. They built a plant in Tipton, Indiana, to produce a dual clutch transmission – six speed – for us. For a combination of reasons – mostly driven by the economy - that business failed. The business relationship failed because of the eco-nomic situation, our lack of sales and an ultimate lack of financing available. So because of this, coming out of bank-ruptcy, we had no transmisson solution. We had to address that as the first, basic thing. Sergio Marchionne – who is the CEO - led the discussion about what we were going to do to resolve our powertrain issue, specifically what our next transmission would be, because we didn’t have a solution. And that took us thinking further down the road. We knew our competitors were doing six speeds, right? Most people were doing six speeds – but it didn’t make sense for us. The competition had done it three years before. So that’s how we ended up where we are today.

Eight and nine…

Going past them – so to speak – and the rest of the industry.

I just heard GM and Ford, they recently started a cooperation on ten speed?

Hmm-yes…

Is there any limit? I mean how many gears do you want to shift?

I am not a designer, I am a manufacturer... (smiling)

I know! But you must have a conception!

It is difficult because a lot of people were wrong when answering that question in the past. I can very clearly remember discussions in this building with some high level leaders about six speeds and they clearly gave an opinion and ultimately a decision, that five speeds absolutely were the top end. But they were wrong.

What is your personal opinion? Twelve speed...?

In my career... all I know is: Nine is the end! For Chrysler and the industry: I don’t know. There is discovery every day. You could have multiple scenarios... We had discussions related to this. You could add, just for example, a rear axle, a two gear system, that is a multiplier that makes it double what we have... You could have it like a bicycle, the rear chain goes off, you have two positions for that and you just double the number of gears. So – who knows...

One other thing that crosses my mind... What I recognize is the increase of quality. Just recently I had a closer look at a new Chrysler 300. Seeing the outside, the interior and the build quality in detail, I assume the quality of

Did you ever drive through the landscapes of Upper Austria on a rainy day? Driving through the landscapes of Indiana and Michigan on a rainy day is almost the same. Only longer. Those friendly people from ANGER MACHINING INC from Ann Arbor provided a black BMW 335 d. I went from Kokomo, Indiana, filled up with Diesel in Gas City (where else!), went past Fort Wayne and Flint to reach the impressive headquarters of Chrysler LLC in Auburn Hills, Detroit, Michigan.

It’s a five hour drive,if you (partly) ignore the speed limit.

Five hours to think about what to ask a gentleman, who spent his life in manufacturing transmissions.

“I came from 3 speeds!” is what he said in our conversation. Yes, I remember them, 3 speed Borg Warners somewhere inside soft rocking big American cars in turquoise and orange pink...

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transmissions, of manufacturing, must have raised a lot as well in the last couple of years…

For sure, yes for sure! We’ve made significant improvements in both. It’s been, I would say, a two-fold initiative – one was by Doug Betts, who is our Senior Vice President for quality. The approach he took on three months in service that really focused attention on issues that were infancy kind of issues. He thinks that our customer dissatisfaction was showing on this and he really made significant strives on that – across powertrain, assembly and everything. The second one is labor. We adopted world class manu- facturing, the philosophy by which we run all of our plants. WCM puts the focus on quality in our plants in a very struc-tured problem solving approach.

That really got us started on identifying the real cause of the issues on the line. We have some very, very good systems in place now to resolve issues quickly and we train people to attack issues on a daily basis. It’s more than just “we want to make them good!” At the operator and team leader level, our system is very systematic. So it’s a huge improvement. And it isn’t finished because as we continue to implement WCM - World Class Manufacturing - in our plants. Because we are only in our infancy.

This magazine is published by ANGER MACHINING and they have very precise machines... Today I had the chance to listen to a conversation. I had been walking around in Kokomo, looking at the factory and all those new machines... I came back to the office building to listen to a conver-sation between Larry Bosley, Dietmar Bahn and Hadi Taam. What they discussed was about the advantages of ANGER Machines. Dietmar Bahn of course explained all the advantages – lower floor space required, a good footprint and the machines are very fast and they are very precise. And Larry said he has one point to make: If he has10 or 12 MCs, they might not be that sophisticated. When he has problems with one of them, and he has to switch it off, he might get a slow down by 6% or maybe 8% in production. But if he has such a brilli-ant machine that produces very high speed and one is down, he loses like 60% of his capacity. And while I was just listening, I thought, there is a point right there.

Sure!

So you have many easy to handle but old fashioned MCs or you choose very modern, high speed technology, which might be much more complex! My question is: What is your opinion?

It depends on several factors. Part of the reason that we did in fact go with ANGER was that we had some experience with ANGER. We did the Daimler transmission, in Kokomo before. So I knew ANGER already. The eight and nine speed transmissions are already being made at ZF in Saarbrücken, so when we decided to do this transmission, we decided to choose the same process as they have. It did not hap-pen in every case, but for us, the valve bodies being very

complicated – ANGER making that machine – it would have been our choice – for the reasons you described. The discovery of a new process and the loss of that discovery was not worth the offset to what you and Larry discussed.

The second aspect is, they are truly less expensive than replacing them with multiple CNCs. So it’s a balance of investment. Because you don’t have to transfer from machine to machine – you have robots and other things – so you are trai-ning flexibility or no flexibility as much as for the protection against a given piece being down – so certainly the last one once down is fire, but you pay investment for that, too.

“Profile Airflow”, Claes Oldenburg (1969). Skulptures,studies,hardandsoftconstructions–inavarietyofforms.ThisoneisareliefshownattheMuseumofModernArt,NewYork.

Brian D. Harlow is Vice President at Chrysler in Auburn Hills, Michigan. He is Head of NAFTA Powertrain Operations and Head of Global Powertrain Manufacturing Engineering.

Even if you consider a person in his position to have his diary full of dates and terms from six in the morning until late at night, Brian Harlow found the time to meet Patrick Schierholz.

Interview

Altar presentation: Grand Cherokee in the lobby of KTP, the largest Transmisson Plant in the US.

BEING AHEAD OF TIME ISVERYNORMALFORCHRYSLER.

So – and that’s why it’s such a wildfire design – all the flexibility is inside an ANGER machine that you would get from multiple CNC-machines, so you don’t have to reclamp it, regrab it by a robot, reclamp it in a machine, so the quality is repeatable, it’s better and less money is doing it. So – you have to weigh both. It takes – I would say - a more sophisticated training plan for the people who operate the equipment, because of the number of tools that are inside a machine. And setting up those tools is certainly the most important thing to do once the machine is there. We need the skills to understand the principle and the fact, it is more sophisticated.

So you have to prove your machines are very reliable...

That’s the key thing! Very much so...

Quite recently there was the Hanover Fair and in a very good report about it on TV, for the first time in my life I heard about Industrial Revolution 4.0. Do you know what that means? There was a scientist who explained it in a very pictorial way – he said: The part comes in to tell the tool what to do, how it wants to be treated, and it gets the treatment and the two ask the quality measurement systems what they have to look for, what are the critical parts, and the three of them decide if it is okay or not. The human being is just the conductor. At the end of the report they presented some insights from Volkswagen stating VW had already started to use it.Are there any trends in the US or at Chrysler? It is like an NCR code carried by the parts all through the process.

Which we are doing now.

You do it already? As a starting point...?

We do on the eight speed and nine speed, we do it on the engine block as well. It carries the data on that block or casting – so when it goes to a machine it knows what it is supposed to do – as you say – and that measurement system is there in some cases as you described, but certainly it is very similar. We installed a laser, we have that laser for whatever reason that we would need it. Whether it’s perfor-mance, through the line, for the individual block and in the engine, in a vehicle, that’s all traceable now.

You said before you are more in manufacturing and production and not so much in development. Talking about the future, which way do you think transmissions will develop when it comes to hybrid and electric cars? Are gears necessary for electric engines as well? Is there any vision or a conception about the future of powertrain?

I would refer to our CEO. You could read plenty of things he said most recently on electric cars...

I haven’t read it, I’m sorry...

He was a keynote at the SAE conference which was here in Detroit last week. He was very vocal about this, about electric vehicles – so I think you could quote him extensively. I think one of the advantages we have is his breadth of understanding of the world – literally – between running Fiat and Chrysler for all reasons of the world he has a pretty good feel of what is going on.

He has a vision – definitely. Is there a vision of Mister Brian Harlow when it comes to the challenges of the future concerning transmissions?

I honestly think that it depends on where in the world you do business – part of my responsibility is the global processing for other regions so it depends on where you are – in South America manual transmission is much more in play...

It’s like in Germany – the Germans love to shift.

In South America because it costs less – it’s less, less expensive, and pricing is a big thing in Latin America. If you are in China – and this is my obser-vation – China and the US are very similar in their desires. So, when I go to China, I feel like I am in the US. Unless I go out in the country. But for any progress they make, it is very US – or NAFTA, I would say. Versus – when I go to Brasil or anywhere down in South America, it’s much more European in its thinking. So when we look at the markets and positions, equipment, processes and products, that certainly is a big play. So that’s why I said it depends on the region where you are. You go to China and everybody is into technology, they got the money, they got the pride, they wanna be number one.

Let’s get back to technology and ANGER... What is your relationship.

It has been excellent. Certainly they have a good approach, very professional, always proving that they respond well to us for WCM –

part of what Larry was talking about has to do with how we have to service the equipment, our ability to do that on a regular basis, to be able to master the outputs of the machine, the oil pressures, the lubrication, air pressure, motor speeds - all those things that you would also tell your doctor when you go for a physical. Our goal is of course to raise the amount of time it does run – if the spindle has issues, then we are able to understand about boration and that we can predictably know that there is something happening before there is a downtime – predictably do that at a time when it doesn’t impact production – all those things. They are very responsive too. Most suppliers want to have the machine standard, right?! The way they want to make it! Unless the user wants to use it. This is what we did. We’ve been helping them to understand how important it is to us in order to run the machines effectively.

Are you already using what in German is called low quantity lubrication? Just oil mist instead of masses of

Before: ProjectManagerThomasErnstreiterintheabandonedfactoryhallsinKokomo,Indiana,2011.FIAThasjustdecidedtoputthefactoryintooperationagaintomanufacturethemostadvancedtransmissionsintheUS.

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Brian D. Harlow and Sergio Marchionne. These snapshots are proof: They get along with each other well.

cooling and cleaning liquid?

MQL – Minimum Quantity Lubrication - yeah, we have it. But not to the extent that we are doing it on large production systems where we take a lot of material off. Say it’s in its infancy – industry-wide – but that can be a big advantage. But in the end, right now, its performance has been a challenge to the industry. Machining by nature creates debris – you are cutting off metal, and the shattering of that metal in a way that it doesn’t accumulate, become a contaminati-on. You have to cool of course, you want to try to get the dry, that’s probably the next frontier.

When I was very young I lived in London. In 1970 I visited an exhibition at the Tate Gallery and I discovered the art of Claes Oldenburg. It is Pop Art, huge sculptures of everyday objects, like typewriters, ashtrays or hamburgers. He also did various objects and studies around the Chrysler Airflow, of the engine and of the shape of the

car. A car which was very modern at its day, very sophisticated – but not so very much accepted by the costumers in those days, a little bit ahead of time. That was my first major confrontation with Chrysler. I really like the Airflow.

The interesting thing – nine speeds – being ahead of time is very normal for Chrysler over the years. It’s very normal for us to be the innovator.

And this is like a curve or a bow from the art of Claes Oldenburg to today’s Chrysler.

And to be honest – right now our management structure allows us to be faster, more innovative and quicker decision makers – so that comes together in a good way.I think we are doing well.

I’m sure you will. And as soon as you get an eight speed transmission in the Grand Cherokee 5.7 Hemi I might be a client.

Okay, then you are a client.

I thought you had a five speed transmission in this car…

No, we have eight. It is now available...

With eight speeds?

That’s what we are making!

After: Samelocation,samespotinMay2013withANGERmachineslinedup.Lightsontopofthemachinessignal“Green”.Meaning:“Wearefullyoperationalalready–noproblems!”

Fiat Group Chairman and Chief Executive Officer Sergio Marchionne addressed more than 1,000 automotive leaders at the 2013 SAE World Congress Annual Banquet April 18, 2013, at the COBO Center in Detroit.

Mr. Marchionne spoke about the need to evolve the industry’s business models as well as defining a path that would produce the innovation needed to grow the auto industry in a sustainable way. He also emphasized the importance of alternative energy to the auto industry. “Our vision for a robust auto industry also requires us to proactively become part of the solution to one of the biggest problems of our era, which is finding a way to reduce our dependence on oil.”

He highlighted the following methods Fiat and Chrysler Group are pursuing to achieve sustainable mobility: “The Fiat 500e, featuring a battery-electric powertrain, will soon go on sale in the Californian market. The Environmental Protection Agency has given the 500e a fuel-economy equivalent rating, or MPGe, of 108 miles per gallon, which is unsurpassed by any other Eletric Vehicle on the U.S. market. The EPA also estimated that a fully charged Fiat 500e will travel a best-in-class 87 miles. Fiat is today recognized as the most eco-performing automaker in Europe.

In North America, Chrysler has broken new ground in the reduction of greenhouse gas emissions by offering the first factory-built Compressed Natural Gas-powered pickup truck in North America, the Ram 2500 Heavy Duty CNG.

Chrysler also has introduced eight-speed transmissions, and soon nine-speed transmissions debuting in the all-new Jeep Cherokee, substantially improving both the driving experience and the fuel economy of our vehicles.”

Marchionne concluded:

“We are currently faced with some of the greatest challenges,some of the most complex issues we have ever had to address.”“But, with those challenges comes a chance to show what we are made of, that we as an industry and as a society are able to direct our energies toward creating something of value. Today we have the privilege and collective responsibility to fashion a world that we are proud to leave for the next generation.”

How did you come in contact with ANGER MACHINIG, Jesus?

I am coming from the purchasing world, working for BRP, Bombardier Recreational Products. BRP is a company which produces high performance engines like outboard engines, jet-skis – this type of products. We are producing high end engines – when you think of the performance this small engines have, it’s quite incredible. We are facing a challenge right now in Mexico when it comes to very tight tolerances combined with a model-mix and a complex structure of production. I think this is a worthy challenge for Mexico that needs a good solution. I think ANGER can offer that solution. It’s not only for the recreational or sports industry, but also for the automotive industry.

Which is pretty strong in Mexico...

It’s very strong. Just to give you an idea we had double-digit growth more or less constantly over the last ten years. It’s been very stable. We are talking about 18 of the leading light and heavy vehicle manufacturers in the world who are in Mexico.

Yeah – of course, all the big breeders like GM, Ford, Chrysler Toyota are there...

and Volkswagen...

Volkswagen, of course. The Beetle was a sight dominating Mexican streets for several years. And also Japanese com-panies that are coming into Mexico. It’s not a coincidence that we are now one of the key manufacturers for the US, we are also manufacturing parts for other leading markets like Europe, like Germany and Japan. So I think this is key.

You have companies like Nemak, for example...

Exactly! Nemak is proudly a Mexico-owned company and it is a world class company and they are producing a large amount of components. Nemak mainly focuses on cylinder heads. They are the largest heads manufacturer in the world. They also run facilities all over the world, in China, Japan, Germany, Austria, the US, Brasil. But headquarters are in Monterrey. Nemak is an example to show the world, we are not only capable of assembling something, we are also capable of taking it to the next level – the design of critical components. That is something that Mexico is trying to increase – it’s not just about saying this car part, this car was built in Mexico, made in Mexico! The next challenge that needs the type of technology that ANGER can bring is this: Created, designed and produced in Mexico. That’s the new mindset. And in order to have that new mindset you need new

technologies, you need leaders, you need people that can change the mindset, that can break through the parameters, to really look at new ways of effective, faster manufacturing type of equipment like ANGER...

What is your responsibility?

My responsibility is the business development for Mexico – so the focus right now is mainly on the Mexican market – but also on giving support to customers in the lower half of the United States because of my location...

It is one economic zone – Canada, the US and Mexico – NAFTA...

Yes, that’s right! And when you are looking from where I am located, I can easily reach customers in the lower parts of the US.

Where are you located?

Ciudad Juárez, just across the border from El Paso. Juárez has a large tradition as a manufacturing location, actually this is one of the pioneer cities where companies started many years ago with production outside the US. A good example is Delphi...

It used to be General Motors...

A GM spin off – Delphi is one of the world leaders in automotive components. We don’t just have assembly plants, manufacturing plants – one of the largest design-centers for their components is located in Juárez. There are many other examples like Nissan, Bosch or Siemens - with them design is coming to Mexico. Now they take that to the next level. And by this it is opening a different market. The concentration is on the automotive market, but now you also see a lot of aerospace or medical, this requires a lot of highly skilled people, committed people, and I think with the people we have we can contribute to this manufacturing mindset.

Your main target will be to raise awareness for ANGER MACHINING in Mexico?

I think ANGER is a very well positioned company in the European or US markets. In Mexico, Europe is a symbol for world class technology. Now we need to bring that awareness to the Mexican market, as well as proof to the Mexican market that there are benefits of working with ANGER – how our machines can take them to the next level - the next step. Especially in markets competing directly with Asia – with China or India – you need that technology. You need that extra step. If you combine those benefits in technology, high quality, along with, let me say, low costs, compared to other countries – and a strategic location – geographically speaking, right in the middle of the Americas - because we are strategically located close to one of the largest markets. The right customer base is there for ANGER.

What are your goals for the next three to four years?

The goals are concentrated in Mexico. I think by focusing on Mexico and spreading the word and establishing those partnerships in Mexico – we will then have other countries like Brazil, like Argentina...

Brazil will become very important...

Sure. And we will be able to say: Look at us. Look at Mexico!

How is the relationship between Brazil and Mexico – people-wise?

We have a good relationship. We have a lot of respect for each other. Outside the automotive industry there are many cooperations going on with Petrobras and Pemex. I think it is a good relationship. Actually Brazil is dependent on Mexico, I mean 40% of the supply chain – for the components they use for their car manufacturing – is coming from Mexico. Mexico is a very important supplier for their assembling.

So you always will keep an eye on Brazil?

Absolutely!

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You know I’ve been to Kokomo before and there were some discussions about the latest ANGER Machines and about the qualification of the people operating those sophisticated machines. Two years ago, I also had a conversation with a German scientist, who is of the opinion, the US neglected technical education for a long time, which is part of the reason for the decline of many industries in the US – like the machining industry. Would you say – being very honest - that Mexico might have a better qualified labor force, is it more developed than the US - in terms of skills and qualifications?

Well.... I think labor wise there are very skilled people here. A good example are those partnerships a lot of companies have developed with local universities – especially with Tecnológico de Monterrey – this is a worldwide recognized university – and when you think of engineering and cleverness, I think this is where Mexican manufacturing has an advantage over the US. I think there is more flexibility as far as thinking outside the box, and I think that also gives us the advantage versus other competitive countries. I know it’s kind of a tough question, but I think – yes, there is some extra competitiveness in Mexico.

I believe that! There is more experience in producing cars and components on a high level, on a high technology level, mainly because of the high standards required by Japanese and German manufacturers. The US have lost a lot of their knowledge and their skills in the past twenty years. Now they have a gap to deal with. I believe this gap is not existing in Mexico due to the continuous development in the last twenty years.

Yeah, I mean you are right! We are whistle-blowing here – I mean – you can see that are a large number of people coming out of universities. The tendency to have a technical degree in Mexico is much more significant versus to have a business degree or any other type of education.

The students in the US in larger numbers go for a business degree...

Exactly! That also is giving us an advantage. And there is a lot of support from the local governments and a lot of push to bring the next generation to a highly technical focus for their studies...

You know that there are a couple of economical problems in Europe – like in Spain for example. There are a lot of young people leaving Spain to make their fortune somewhere else –in Northern Europe, mainly in Germany. Many of them are people who have an engineering degree. It is quite easy for them to move somewhere else for a couple of years. They leave their non- existent jobs in Spain to get a highly paid job in Germany. Others – like those with a business degree – don’t have this opportunity – simply due to language problems. You don’t need it that much in engineering, you have to be able to communicate, but you don’t have to be that precise.

That is true. But we don’t have that problem in Mexico. There are plenty of good jobs. Just to give you another example of how much focus there is. Talking about non-automotive areas like the aerospace market, where in the State of Querétaro for example, both a state and a city, where the state government has established a partner-ship with companies like Bombardier and now there is a Technical University right next to the airport focusing completely on aerospace engineering. You can imagine, once this guys come out of university there will be commodity – it will be easy for them to be placed in many different fields of technology.

High Tech industries, aerospace industry, automotive industry... I think “Mexican cluster” would have been a much better headline for this issue...

The Mexican Connection.

Notbychancetheheadlineremindsofprobablythemostpoplardrugthrillerinthehistoryoffilm–TheFrenchConnection–thescreenadaptionofanovelbyRobinMoore.

Jesus MojicaisfromMexicoandheworksforANGERMACHINING.HishomeisCiudadJuárez,anindustrialcitywith1.3MillionpeoplerightatthebordertoTexas.ElPasoisjustnextdoor.InFortLauderdale,Florida,JesusMojicainformed“2014”,thatMexicoismuchmorethanaconnection.“MexicoactuallyisthecenteroftheAmericanautomobileindustry,”iswhathesaid,“withinfluencetobothNorthandSouthAmerica.”

New

Markets

ANGER MACHININGchangedthemanufacturingprocessesintheinternationalautomobileindustrywithanewpieceoftechnology.ANGERmachinesarefoundinthehallsofGermany‘spremiumindustry,inSweden,NorthAmericaandinAsia.Thesehighperformancesystemsaremechatronictopofthelineproductsformassproductionandhaveestablishedtheconceptofthetransfercenter,acombinationoflargequantitieswithhighprecisionandgreatflexibility.Ratherthanmovingthetool,theworkpieceismoved.Thatistheinnovation.

THEFLAGPOLEISSTRETCHINGUPINTOTHESKY.

Consequently,there‘snoendtohowfarwecango.Precisioninthemicrometerrange,anoutputofhundredsofthousandsofpartsayear:thisisonlypossibleusingfurtherimprovedtechnologies.Thetechnicalspecificationsoftheautomotiveindustryconstantlyrequirenewdevelopmentsand demand new innovations. ANGERMACHININGiscurrentlyworkingontheintegrateddigitalprocesschain-from3DsimulationoftheprocessingstepsallthewaytotheautomaticallygeneratedNCcode.

Micropositioningofspindlesandclampingdevicesareyetfurtherinnovations,thusextendingtheboundariesofwhatispossibleintermsofprocessingprecisioninmassproductionevenmore.Lastbutnotleast,letusremarkinclosingthatthesechallengesrequirenotonlymorecleverthinkerswithinthecompany,butalsocompetent,externalpartnerstoworkonthesemajorsolutions.

“Progress is a series of small steps. When you walk step by step through a meadow, you progress. But when you reach the edge of a stream, you have to decide: you turn around, or you take a leap.”

Ifyoutaketheleapsuccessfully,then that is innovation.

R&D at ANGER

• Virtual Machine / Process •ProcessingchannelsimulationwithNXCAM •Robotsimulationsandautomation •Projectdatamanagementatthe SiemensTeamCenter

• Hydrostatic micropositioning Patentend solution •Micropositioningofprocessingspindles (successfullyinuse) •Mircropositioningofclampingdevicesfor multi-clamping

• Automated spindle measurement • Multi-spindle heads - Quick change interface

Roland HaasTechnicalDirector,AuthorizedOfficer

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INNOVATIONISNOTASALAMI......fromwhichyoucancutoffthinslices.Innovationrequirespeoplewhoarebraveenoughtotakealeap.

YoucanreadelsewhereinthisissuethatANGERMACHININGhasnowalreadybeendistinguishedwithmultipleawards.Whenitcomestofurtherdevelopment,toinnovation,youdon‘thavetolookforthechallenge.It‘salwaysthere.Andwhenitcomestocoolingandlubricationandcleaningduringtheprocess,thenthemajorcampsstarttoformrightawayintheglobalautoindustryandamongexpertsinproductiontechnology,almostlikeintheArabSpring.Somerelycompletelyoncoolinglubricants,othersswearbyMQL-minimumquantitylubrication.Andherewealsohave1and2channeltechnology.Onethingisclear:Theuseofcoolinglubricantsresultsinlargequantitiesofliquids,coolantandlubricants,whichalsowashawaytheshavingsandthenhavetobedisposedofashazardouswaste.

WithMQL,thequantitiesgeneratedaremuchsmaller,butthetechnologyismorecostly. Attheendoftheday,whatmattersisthecost.Keepingcostsaslowaspossible–that‘swhatdevelopersatANGERareworkingon.

“Thelubricantissprayedonwithcompressedair,”explainsWernerBramhasofANGERMACHINING,“theaerosolissenttothetoolendusingconduits.Theseconduitsconsistingoftubesandpipesareverylong.Inthepast,therewerealotofproblemssincethemixturewoulddegradeonthewaytothetoolend.Dropswouldalwaysformintheaerosol.Forthisreason,the2channeltechnologywasdevelopedinwhichairandlubricantareseparatedandnotmixeduntiljustbeforeuseatthespindle.Inanormal processingcenterwithtwoorthreespindles,thisisn‘taproblem,butthereareupto100spindlesin our machines.

100spindlesrequire200conduitsin2channeltechnologyandthatisnolongerjustifiablefromacost-effectivenesspointofview.Weconsideredthistobeoneofthegreatestchallenges:furtherdevelopingsinglechanneltechnologysuchthatMMScouldbesenttothetoolendwithoneconduit.Wehavenowsucceededinthisendeavorwithahigh-qualityaerosolproduct,precisedesignoftheconduitsizeandaprecisemixtureratio.”

Other doubters mention the heat development in the process.

“Youcan‘tcoolwithafewdropsofoil!”theyclaim.Whereveryoufindheat,thematerialstretches.Butthereisasolutionforthisproblemaswell.It‘sintheair,orintheaero-sol.Theheatgeneratedisusedtoevaporatetheaerosolsinceevaporationdissipatesheat.Inaddition,newtechnologymakesitpossibletoarrangethetoolsurfacesuchthattheheatgeneratedflowsintothefilings,whichthenfalloff.“ThisnowallowsustoworkaspreciselywithMQLasweusedtowithcoolinglubricants,”saysWernerBramhas,“sincetheproblemofheatdissipationissolved.”

Onemachineproducesanestimated600,000partsayear.Avalvecontrollerforexampleweighsaround2.5kg.Around10%accumulatesasfilingsduringprocessing.Thatamountsto250gofmetalperpiece,aluminumormagnesium,or150,000kgperyear,or150tonsofrawmaterial.Ifthisrawmaterialisnotspongedofforgetsstuckasaresultofincorrectlydosedaerosol,thisyields-againasaroughestimate-enoughmaterialfor60,000valvecontrollers.ThisiswhyANGERMACHININGhasdevelopedasolutionheretoo:Thefilingsfallontoavibratingtray,areshakenoff,falldownontothescrapingbeltandpoof,they‘regone.“Iwasonceafiling!”,theworkpiececanlatersay.Ortheengineblocktoo.“Ourgoalis,”explainsWernerBramhas,“toconstructallfutureMQLmachinesas1channelversions.Inmechatronicsthisissimplythemostefficientapproach.”

Werner Bramhas,DirectorProjectEngineering,ProductManagement&Purchasing

“ThisnowallowsustoworkaspreciselywithMQLasweusedtowithKSS,sincetheproblemofheatdissipationhasbeensolved.”

CHECK,PLEASE!

You can read elsewhere in this issue that ANGER MACHINING has now already been distinguished with multiple awards.

When it comes to further development, to innovation, you don‘t have to look for the challenge.

From aged Styrian to vibrating tray.

Inventingisnotjustresearchanddevelopmentinwellendoweddepartments,butrathertheopeneyewithwhichonegoesthroughtheworld.“Aninterestingaspectisthefilingswhichareproducedintheprocess:ultimatelythey‘realsoavaluablerawmaterial.Inconventionalprocesses,theyaredisposedoftogetherwiththecoolantsandlubricantsashazardouswaste,whichmeansthey‘rewasted,”explainsRolandHaas.“Noteveryonedoesitthatway,however.Magnaforexamplecleansthefilingsaftertheprocesswithcoolinglubricantsandrecyclesthemetal.”RolandHaasofANGERMACHININGlookedathisworkgloveswhichwerelyingonthehoodofatractor.Historicaltractorsarehishobby.TheactivesinglecylinderunderthehoodofhishistoricSteyrtractormakesthehoodvibratemakinghisglovesstarttomoveaboutuntiltheyfinallyfalltotheground.“Youcandothatwiththefilings,too,”hesays.Andwedo.

Requirements for tool machines in MQL processing:

•Adaptationofallprocesscharacteristics toMQLprocessing.•Systemcomponentsmustbedesignedaccording totheminimalquantitylubricationmethod.•Preventingheatoutput(lossofquality, tolerancesonthecomponent)bypreventing “filingnests”intheprocessingroomwith suitablestructuralmeasures(optimizedfiling drop,slantedsidewalls,nohorizontalsurfaces, internallycooledspindlesandmulti-spindle heads,jigcooling-temperaturecompensation) ->filingremovalmustbeperformedquicklyand reliably(processheatshouldbetransported awayfromthemachiningroomviathefilings). Heatisdissipatedtothetoolingmachineincase ofdangerof“filingnestformation.”•Aspirationforaerosolresiduesandmetaldust whichisnotbundledandwashedifcooling lubricantsarenotused.•Minimumquantitylubricationmustflow optimallyfromtheMQLequipmenttothe machineandtothetoolcuttingedge.•Coordinationbetweenprocessingand MQLsystem(1channel,2channel)(application type-internal/external)

Innovation

Environment,rawmaterialsandcostspointtoasingledirection:MQL.AnotherstepisANGER‘s1channeltechnology.

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“The automobile is a temporary occurence. I believe in the horse.” German Emperor Wilhelm II. around 1910

Anton Anger, founder of the company, passed away at the end of May 2013. He was 83. The 30-year anniversary in November 2012 was one of the founder‘s last official appearances. He was responsible for many inventions, thus laying the groundwork for the successful company of today.At the time of the anniversary, the remodelled, modernized and significantly expanded production site in Traun was presented. A new engineering center was built, new production halls, new operating installations.

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spaper. Here are ours.

Impressum|Imprint

“2014”isteinperiodischesDruckwerkunderscheintallezweiJahreanlässlichderExpositionMondialedelaMachineOutil(EMO).“2012”erschienerstmalsimSeptember2011.“2014”erscheintam16.September2013inHannover.ErscheinungsortistTraun/Österreich.AlsVerlagundMedieninhaberfungiertdieANGERMACHININGGmbH,4050Traun/Österreich,Zaunermühlgasse3-5.GedrucktbeiNiederösterreichesPressehausinSt.Pölten|Fotos:ManfredWeis,BernhardAngerer,ANGERMACHINING,GettyImages,Shutterstock,Fotolia,Dreamstime|Redaktion:schierholzsaxerSSX,Pfarrplatz4,1190Wien/Österreich.Gestaltung:schierholzsaxerSSX.TexteundInterviews(soweitnichtandersangegeben):PatrickSchierholz.Art-Direction:Hanns-GeorgSaxer.EnglischeÜbersetzung:CreativeTranslations;Lektorat:MartinaBauer(deutsch),CorinneStaniforth(englisch).2014isteinekostenlose,allezweiJahreerscheinendeInformationderANGERMACHININGGmbHinTraun.ZielisteininformativerundunterhaltsamerÜberblickzuraktuellenLagedesMaschinenbausmitSchwerpunkt“MaschinenfürdieAutomobilindustrie”undzurRolle,dieANGERMACHININGindiesemUmfeldeinnimmt.“2014”enthältkeineentgeltlichenEinschaltungenoderWerbung.

The “splitters” in this edition are characterized by events and first and foremost the large celebration on the occasion of the company‘s 30 years of existence. It starts at the top left: Illustrious personalities at the awards. Siegfried Menz from the Vienna Industrial Association, the Austrian Minister of Economics Reinhold Mitterlehner, Klaus Dirnberger and Dietmar Bahn, Christoph Leitl, President of the Chamber of Commerce at the Export Awards Ceremony (1). The father of the multi-spindle head technology: Harald Hellmerich, founder of the Carinthian company of the same name that has been together with ANGER a part of the MBI Group of Companies since 2010. (2). The two company owners along with the happy occasion in the background (3). It was the 85th Oscar award ceremony and the fourth innovation award for ANGER. On February 24th, the Austrian Wega Film won the Oscar for “Amour.” The producers Veit Heiduschka and Michael Katz hurried to the next ceremony: The US-A-Biz Award held at Dr. Karin Proidl‘s residence, Honorary Consul of Austria in Los Angeles (on the right next to Dietmar Bahn). On the winner photos as well, Dr. Rudolf Thaler, the Austrian economic delegate in Los Angeles (4). Anton Anger speaking to Klaus Dirnberger, Ernst Zemsauer (Consultant) and Herbert Haslinger (EVVA) (5).

Bankers with professional coaching, three of the most important groundwork layers for ANGER‘s success of the last 8 years. Judith Lindtner-Fontano (Oberbank), Dr. Silvia Dirnberger-Puchner (alphateam Systemische Beratung) and Robert Preinfalk (Raiffeissen Landes-bank Upper Austria) (6). Cabaret artist and moderator Werner Brix (7). Dr. Bernhard Klinger (KMPG International) (8). Prof. Joachim Metternich (PTW, TU Darmstadt, Dr. Otto Lindner, General Director of Volkswagen de Mexico, ret. with his colleague Hans-Dieter Pötsch, CFO of Volkswagen AG and Dietmar Bahn (9). In a celebrating mood – Johannes Hartlieb (Magna Powertrain), Roland Haas, Michael Schraivogel and Bernhard Lusch (Fanuc Europe) (10). Group photo with Governor, Dr. Josef Pühringer, Head of the Federal State of Upper Austria with the founder, owners and VW Board of Directors member Pötsch (11). Group photo with a future: Apprentice adviser Heribert Fuchs with trainees (12). D & B and a cake shortly before it meets its demise (13). Klaus Dirnberger, J.P. McBride, Manufacturing Engineering Chrysler, from Auburn Hills and his neighbor Hadi Taam from Ann Arbor, Managing Director of ANGER MACHINING North America (14).

“I think my parents don‘t really know exactly what it is that I do!” saysAndreas Roithmayr.

We‘resittingintheearlymorningsunattheedgeofaburblingfountainonasmallsquare.It‘slocatedatthecornerofStateStreetandEastIllinoisStreet.ThecityallarounditiscalledChicago.AndiRoithmayris27yearsold,amechatronicsspecialistandtechnicalprojectleaderatANGERMACHINING.HecomesfromthelittlevillageofHartkirchennearWels.Forthelastthreeweekshe‘sbeenhereatLakeMichigan.“Chicagohasagreatfeel.WheneverIhavetime,Iwalkaroundthecity.AlwaysalongtheChicagoRiver.TheMuseumofScienceandIndustryisoneoftheworld‘slargesttechnical museums. Thebuildingaloneisasight!Andwhenthesunsets,we‘reofftooneofthecity‘smanybluesbars.TheChicagobluessceneisoneoftheworld‘sbest.Thebarsareoftenshabbytaverns,butthebluesbandsthatperforminthemcouldpackastadiumbackhome!”

Alexander Wipplinger isfromLinz.Istoodwith him in the rain infrontofthe“HalfMoon,”pubandbreweryinKokomo,Indiana.Wehuddleagainstthebuildingwall.It‘srainingcatsanddogs.“Thisisalreadymythirdtimehere-alwaysforacoupleweeks.”KokomoisnotaleadingtouristdestinationintheUS.Butyoucantravelononceyou‘rethere.

TheinterurbanbustakesaroundanhourtoIndianapolis.“IpickupacheapflightfromIndytoSanFrancisco.Youoftenfindacheapplacetostayinahostel.AndthenIhangoutinSanFranciscoforaweek.I‘vealsobeentoLasVegasalready.That‘sreallyawildplace!”

AlexanderWipplingeris27andamechanicalengineer.ANGERmachinesarebeingdeliveredtoChrysler‘shallsinKokomo.Thelastfine-tuningisbeingdone.Thefirstmachinesarealreadyrunningandproducecomponentsforninegeartransmissionsaroundtheclock.ANGER‘sserviceteamfromOhioisonsiteasisAlexanderfromLinz.“Wheretothistime?”“ToChicago!I‘mgoingtocatchanicehockeygame!I‘llbehereagainattheendoftheyear,probablyevenuntilChristmas.ThentheplanisChristmasinNewYork!”

“Chicagoisofcourseahighlight!”AndiRoithmayrsayshappily.“AfterwardsIwasatMercedesinStuttgartandSkövdeatVolvo.ItwasdeepwinterinSweden!”

Katharina RomederisinchargeofhumanresourcedevelopmentatANGERMACHINING.“WeurgentlyneedSPSandCNCprogrammers,”shesays.“Sinceourcompanyisgrowingreallyfastthough,we‘realwayslookingfordedicatedyoungpeopleinallareasofmachining.Wetrainapprenticesandwe‘relookingforpeoplewhohavealreadybeentrainedandofcoursetechnicalcollegeanduniversitygraduates.Thewholegamut!”

“All of our students have a job. They‘ve got a job in machining and aren‘t driving taxis!” noted Prof. Abele from the Technical University of Darmstadt stated in the last edition “2012”, not without a certain modicum of pride. This is true in Austria as well. Tourism isn‘t the country‘s biggest export, a lot of people think it is, but it‘s actually machining. An industry of the future, and one that offers young people secure and also well-paid jobs.

AndreasRoithmayralreadyhashisnextdesti-nationinsight.“Japan!Ithinkourchancesaregood.ThingsareabouttostartupintheLandoftheRisingSun.FirstI‘mgoingtocheckoutTokyo.AndthenI‘dliketoseetheJapanesecountryside.AndthenmaybeI‘llmakeitfromJapantoSouthKorea.I‘vealwaysbeenfascina-tedbythecountry!”OurgrandparentsdiscoveredEuropewithInterrail.Nowthegrandchildrenareonthemove,withInterrail2.0providedbyANGERMACHINING.

Inadditiontoprofessionalopportunities,ANGERMACHININGoffersyoung,dedicatedemployeespossibilitiesthatonecouldcall“Interrail 2.0”Twoofthemtalkabouthowtheyseetheworld.Inthetruestsenseoftheword.

With eight sites on three continents, ANGER MACHINING is represented wherever high end quality components are produced, i.e. around the world.

Viva Las Vegas! Alexander Wipplinger in front of one of the most photgraphed road signs (below) and a few laps on the Las Vegas Motor Speedway in a NASCAR race car - along for the ride.

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WORK COMES BEFORE FUN