AutoForum May 2012

WWW.AUTOFORUM.CO.ZA May 2012

I N F O R M E D A N D I N N O V A T I V E

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IN PARTNERSHIPWITH AUSTRALIANBODYSHOP NEWS

InsideCHERY: WE NEED BETTER INCENTIvES!

GOING DOTTY: mICRODOTS COmPULSORY fROm SEPT

THE GREEN BAND CONSPIRACY

NEWEYESIGHT SYSTEmIN

NOvA

TION

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OPTImA NOW IN SA

WHAT’S HAPPENING NOW?

Tyre WasteRecycling

RSA: R20.00 (incl. VAT)Other Countries: US $12.00

AutoForum - May 2012

PAGE 2

Due to our rapid growth the MED group has found it necessary to secure larger premisses so that we can provide you, our loyal customer with the same professional degree of service that has made us the largest independentauto electrical distributor in Southern Africa.

We are moving

We are movingThe Auto Electrical Solution

Bigger Better Bolder

+27 21 505-4000

www.medsa.co.za 0

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AUTOFORUM APRIL 2012

Wednesday, March 28, 2012 12:56:31 PM

Due to our rapid growth the MED group has found it necessary to secure larger premisses so that we can provide you, our loyal customer with the same professional degree of service that has made us the largest independentauto electrical distributor in Southern Africa.

We are moving

We are movingThe Auto Electrical Solution

Bigger Better Bolder

+27 21 505-4000

www.medsa.co.za 0

5

25

75

95

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AUTOFORUM APRIL 2012

Wednesday, March 28, 2012 12:56:31 PM

May 2012

EDITOR CLARE RUTKIEWICZ

CONTRIBUTORS:AUSTRALIAN BODYSHOP NEWS DAVE SCOTTROY COKAYNE COLIN WINDELLRICHARD RETTENBACHER GRAHAm BUSH ADVERTISING:GRANT WEST WARWICK ROBINSONC: 076 727 8161 C: 082 855 7750 T: 011 466 3733F: 086 627 1135

PRODUCTION: KAZ NEL

EMAIL: [email protected]

PUBLISHER:SWIFT PUBLICATIONS & OLYmPIC PARK TRADINGPOSTNET SUITE 174PRIVATE BAG X11HALFWAY HOUSE 1684

Editorial We are just heading off to print and the verdict is finally in, after months of too-ing and fro-ing. Gauteng’s e-tolling system will be on hold for a bit longer - it’s not over, but it does mean a little respite for all road users - for now anyway. It’s also just a little win for the man in the street - and a reminder to not take things lying down.

This May issue is bumper-packed with news from all corners of this vibrant industry. If you are in the tyre sector you certainly will not want to miss our latest update on the tyre recycling debacle, while fleet owners should take heed - your companies’ stability lies in the hands of your on-the-ground staff. Dave Scott pulls no punches in spelling out the nasties he has found in oil storage units that could cost you more than you imagined. Our Business Forum section has a mini feature on supply chain management and a reminder to check yours before its too late.

In fact, every page is full of useful facts and news you need to know, so what are you waiting for?

Cover photo - Thank you to Kia SA.

AutoForum has an ABC circulation of 12952 ABC (June - Dec 2011)

CONTENTS

Cover StoriesOptima now in SA 14

Chery: We need better incentives! 16

Going dotty: Microdots compulsory from Sept 20

Tyre Waste Recycling - What’s happening now? 26

New EyeSight system 53

The green band conspiracy 58

54

52

36

12

18

News ForumChery calls for better incentives 16

Women's World Car of the Year 2012 18

Microdots compulsory from September 20

Is SA really the gateway to Africa? 22

New EFB battery extends FNB’s range in start/stop applications 24

Waste tyre recycling – Where it stands 26

The mothballed Joule 30

Nissan's growth plans for SA 32

BodyShop NewsASA’s new crash parts policy 36

Why collision repair is a great career path 40

PPG US launches new web tool 41

Trade TalkHighlights of global and local industry news 06

www.Autoforum.co.za

While reasonable precautions have been taken to ensure the accuracy of the advice and information given to readers, neither the editor, nor the publishers, can accept any responsibility for any damages, injury or loss which arise there from. The opinions expressed by contributors to this magazine are not necessarily shared by the editor or the publishers.

Advertisers Guide

I N F O R M E D A N D I N N O V A T I V E

Aer-O-Cure 38-39, OBCAlfa International 17AUDI Parts 7Autocosmos/Electrolog 62Autozone 3, 34-35Bosch 19, IBCDiesel Electric 61Federal-mogul 45, 65 First National Battery 23GmSA 9, 37, 55Goodyear Ram 41Highveld Garage Equipment 63Hofmann megaplan 21Integrated marketing 61Ital machinery 47, 49mED 2-3mISA 56motor merchandise 33Parts Incorporated / midas Group 11, 27, 57Sabat 15Snap-on/John Bean 59Trade Fair Travel 50Trysome 53Tuff Floors 29VW Parts 13Wheelquip 30

Business ForumThe good news and the bad news 42

Media still positive about the auto sector 44

Can you give more than 100 percent? 46

Supply chain visibility 48

WEF calls on companies to develop contingency plans 49

Registration open for ADM programme 51

Commercial VehiclesContamination – yechhhhh! 54

The green band conspiracy 58

Show TimePartinform Bloemfontein 60

InnovationsMicrochipped Tyres 52

Subaru debuts new EyeSight system 53

After-Marketplace DirectoryDirectory listings 70

New ReleasesNew rubber compound belts mean quieter operation and more power

62

New Stercool dual piston recovery machine 62

Koito off-road lighting now in SA 64

AutoForum - May 2012Trade Talk AutoForum - May 2012 www.AutoForum.co.za

2012 SEMA - Open for registration The 2012 SEMA (Speciality Equipment Market Association) Show ( which takes place 30 October – 2 November in Las Vegas this year ) has now officially opened registration for show attendees.

“Preregistering online is the easiest and most economical way for buyers to obtain credentials to the SEMA Show,” said Peter MacGillivray, SEMA VP of Events and Communications.

The event is one of the leading automotive trade gatherings in the world, and allows manufacturers and buyers of automotive specialty parts and equipment to gather and do business on an annual basis. The event attracts more than 100 000 industry professionals from more than 100 countries each year.

For more information visit the website at www.compusystems.com/servlet/ar?evt_uid=158&tCode=SEMAORG

2011 SEMA - 2012 Chevrolet Camaro ZL1 Carbon concept

PAGE 6

* Part applicability dependant on chassis number.* Valid from January to June 2012* Prices are recommended retail inclusive of VAT and are subject to change without notifi cation.

TOOTHED BELT WITH TENSION ROLLER

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STARTER

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FUEL FILTER

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OIL PUMP

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Trade Talk AutoForum - May 2012 www.AutoForum.co.za

E15 approved for use in the USThe US Environmental Protection Agency (EPA) recently approved the first applications for registration of the ethanol used to make E15 - petrol that contains up to 15% ethanol.

For over 30 years ethanol has been blended into petrol in that country but, until now, the law has limited that to 10% by volume, for use in petrol-fueled vehicles. Registration of ethanol to make E15 is considered a significant step toward its production, sale, and use in model year 2001 and newer petrol cars and light trucks. The move follows extensive vehicle testing by the US Department of Energy (DOE) and other organisations.

To enable widespread use of E15, the Obama Administra-tion has set a goal to help fuelling station owners install 10,000 blender pumps over the next 5 years. In addition, through two regulations – the Recovery Act and the 2008 Farm Bill - the DOE and Department of Agriculture have provided grants, loans and loan guarantees to spur Ameri-can ingenuity on the next generation of biofuels. Ethanol is considered a renewable fuel because it is gener-ally produced from plant products or wastes and not from fossil fuels. E15 is not permitted for use in motor vehicles built prior to 2001 model year and in off-road vehicles and equipment such as boats and lawn and garden equipment.

AutoZone honours staffAutoZone recently awarded Long Service Awards to some of its most dedicated staff, in a celebration of their commitment and hard work.

The privately-owned automotive parts retailer and wholesaler

boasts 10 wholly-owned wholesale branches, 90 wholly-owned retail branches and 48 member-owned franchise branches, supported by over 688 world-class suppliers. The company is owned by a consortium consisting of RMB Cor-vest, Zico Capital and AutoZone Management.

Back Row: From Left: Honoured staff included (from left in the back row) Kenneth Nkhumeleni, Aslam Mia, Shawn Reddy, Caroline Wolvaardt, with Roland Bosse (GM Merchandise and Inventory Operations) and Wayne Grews (CEO), Joe Xaba. (Front Row, from left) Shane Subban,

Peter Bristow, Wynand Strauss. (Insert) Leon Digovich

PAGE 8


New appointments 2012: Yaqeen Benito – International Procurement Manager & New Product Development, Steven Barry – Sales

Manager, and Marlon Wilsnach – Assistant Business Accountant.

Matrix in the clearIn early April, the Supreme Court of Appeal dismissed two applications for leave to appeal with costs in the Tracetec versus Matrix and Others case – that of the Competition Commission and Tracetec.

This follows vehicle tracking company Matrix’s success-ful appeal at the Competition Appeal Court in February last year, which effectively overturned the anti-competitive ruling decided in April 2010.

Managing Director of MiX Telematics’ Consumer division, Brendan Horan, said he was delighted that this matter had now been brought to a close. He believes that the latest ruling confirms that the standards were not anti-competitive and that Tracetec was not in a position to deliver a function-ing and operational tracking and recovery product or service as they had initially claimed.

M.E.D is on the moveM.E.D has announced that in August it is moving to new premises, which are five times what it currently occupies, and that it has appointed several new staff members.

The company, which was established in 1983 and has grown into a leader in the auto electrical industry, prides itself on its ability to maintain product availability, service excellence and high product quality standards. It boasts a product range of over 18 000 items from all the top international brands and believes it is the only auto electrical company to offer a mini-mum of 12 months guarantee across the board.

The staff-focused operation believes in individual develop-ment and continuous learning and its conscious desire to improve its staff’s working environment has prompted the move to bigger premises. It also means M.E.D can increase both the range and quantity of its stock.

The new address is 1 Gunners Circle, Epping. For more info, contact them on 021 505 4000 or email: [email protected]

GUD's new youth sponsorshipAutomotive filter manufacturer, GUD Filters, has announced its official player sponsorships of the Sharks Academy in 2012. The sponsorship involves full scholarship from GUD for seven previously disadvantaged young rugby players, at the prestigious training academy valued at R490 000.00.

Red Shuttleworth, GUD Holdings Managing Director, com-mented: “At GUD we place a strong emphasis on education and have aligned our corporate social investment strategy with our values. We are excited for the opportunity to invest in the education of future athletes and the contributions they will make to South African sport.”

Red Shuttleworth hands over the spon-

sorship cheque to Hans Scriba, Sharks Academy, Managing

Director during the first home game of

the season, Sharks vs Lions match on 10

March 2012.

PAGE 10

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Tenneco on the road in EuropeLast month Tenneco launched its 150 day Monroe ride con-trol and Walker emission control focused automotive road-show entitled ‘Tenneco on Tour’ in Paris. Running from April to November, the interactive event includes diagnostic tools, training programmes and marketing services, and highlights both vehicle safety and environmental protection, and will stop in 24 destinations - ending in St Truiden, Brussels.

Tenneco promises attendees - both its product distributors and installers - that they will be entertained and informed, with a mixture of theory, practice and fun around Tenneco’s complete aftermarket portfolio. And because the roadshow will not reach Southern Africa this year, selected trade media and customers will be invited to the finale in St Truiden.

The event includes a pair of branded semi-trailers that unfold into what the company describes as “futuristic looking showrooms”. Visitors can experience the various safety risks of worn shock absorbers in test drives and run comparative emissions control tests as well as be eligible for attractive prizes in quiz sessions.

As Vice President and General Manager of Tenneco After-market Europe, Alex Gelbcke, explains: “Never before have we been able to show our capabilities so fully in one single place. The roadshow is a great opportunity for visitors to experience everything for themselves.”

Trade Talk AutoForum - May 2012 www.AutoForum.co.za

Summit of Transport Ministers 2012The 2012 Summit of Transport Ministers, organised by the International Transport Forum at the OECD, is set to run from 2-4 May in Leipzig, Germany. It brings together Ministers, industry leaders and top thinkers from the Forum’s 53 mem-ber countries - which do not include African members at this stage - and beyond, to examine the issue of connectivity.

The 2012 Summit “Seamless Transport: Making Connec-tions” will focus on the ways in which seamless transport can better connect people and markets, systems and sec-tors. With a wide range of global players present, and a Min-isterial meeting at its core, the Summit will push the agenda of better connectivity.

“More than ever international transport systems are connect-ed,” says Hans Michael Kloth, Acting Secretary General of the International Transport Forum. “We have to find a way to make use of the advantages of all modes of transport includ-ing planes, trains, cars, public transport, bikes and walking. This is how we can provide innovative solutions which guar-antee mobility at highest level while still taking into account environmental concerns.”

Perhaps with all the learnings generated from the battle sur-rounding the Gauteng eTolling system, SA Transport Minis-ters will be able to join the international crew in the future. Our roads definitely could benefit from the shared knowledge generated therefrom.

PAGE 12

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Optima Now in SAKia recently launched its new Optima model - which, it says, is a ‘completely fresh design from the ground up”. As CEO of Kia Motors South Africa, Ray Levin, explains: With the all-new Optima, our global design team has created a vehicle with distinctive dimensions and proportions that stands apart from everything else in its segment. Using an all-new platform and bodyshell, the Optima moves our mid-size sedan product up to the next level of Kia’s design revolution.”

The vehicle will be available with the 2.4 litre Theta II petrol engine with a six-speed automatic transmission, which fea-tures numerous design enhancements, as well as a two-stage Variable Induction System (VIS), Dual Continuously Variable Valve Timing (DCVVT), upgraded electronics and low-friction components, not to mention lighter construction. It can be driven in fully automatic mode or ‘Sport’ mode which allows for clutch-less manual sequential gear changes by using either the centre console selector lever or the new steering wheel-mounted ‘shift paddles’.

And Kia points out, this car is really aerodynamic, boasting a drag figure of just Cd 0.29, which means not only a snazzy look, but improved performance and fuel economy.

The vehicle was designed at the automaker’s studios in Frankfurt, Germany and Irvine, California. Peter Schreyer, Kia’s Chief Design Officer comments: “The Optima is a new strand in Kia’s evolving design DNA with a blend of simple

and fluid lines and elegant but uncomplicated shapes, that draws the attention of the eye in much the same fashion as a perfectly-tailored fine Italian suit. With the Optima, we have created a product that people previously would not have expected from Kia and that’s exactly what we set out to achieve!”

Of course, these days looking good is simply not enough. And because of this fact, the Optima boasts a number of safety features including ESC (Electronic Stability Control), TCS (Traction Control), BAS (Brake Assist) and a new system – HAC (Hill-start Assist Control). The latter prevents roll-back during stop-start driving up inclines by maintaining brake pressure for two seconds while the driver moves his/her foot from the brake pedal to the accelerator pedal.

ABS (anti-lock system), is supported by EBD (Electronic Brake-force Distribution) to accurately adjust the front/rear brake pressure depending on load, and BAS which recognis-es when the driver is braking suddenly and hard, and applies maximum stopping power.

And to make reversing that much easier and safer, there is a back-warning sensor that helps the driver to avoid contact with pedestrians and other vehicles by triggering an audible warning whenever the car is approaching an obstruction; while a rear-view camera is fitted with a 130-degree, wide-an-gle lens which transmits images to an LCD display set within the interior rear-view mirror.

PAGE 14


The latest global news

Chery calls for better incentives - Roy Cokayne

The incentives available to domestic vehicle manufacturers in SA compared to vehicle

importers, is a disincentive to investment in motor manufacturing facilities in the country. That’s according to the China-based Chery Automobile Company.

Zhou Biren, VP and Director of the manage-ment board of Chery Automobile Company, said there was only a 5% point difference between the duties applicable to completely built up (CBU) imported cars, compared to completely knocked down (CKD) locally as-sembled passenger vehicles in SA. This very small difference made it difficult to justify the investment in a manufacturing plant, he said.

“A lot of the countries that attract foreign in-vestment have a lot of incentive policies, which

we still need [in South Africa].” The last invest-ment in a new greenfields SA car manufactur-ing plant was made by BMW in its Rosslyn plant, which opened in 1968.

The 5 percentage point difference in duties refers to the 25% import duty payable on CBU car imports, compared to the import rebate credit certificates (IRCC) locally-based manu-facturers have earned in terms of their vehicle export programmes. The latter are tradable and trade at a discount of about 20% of their full value.

The MIDP will be replaced by the APDP next year and the IRCCs will be replaced by production rebate credit certificates (PRCCs), which will also be tradable. However, the calculation of these benefits will change. It is

Roy Cokayne is a senior financial reporter for Business Report.PAGE 16

unclear at this stage if there will be surplus PRCCs avail-able in the market once the APDP is implemented and, if so, the discount at which they could be acquired.

Biren quoted the example of Brazil, where 35% customs duty is payable on CBU vehicle imports from China, plus a local content tax of 43% if local content of 65% was not achieved. He said this tax reduced to 13% if 65% local content was achieved.

However, Biren indicated these two duties on vehicles imported into Brazil provided much more protection to mo-tor manufacturers in Brazil than in South Africa “and forces you to invest there, otherwise you need to give up these markets”.

“You have to invest there [Brazil] if you want to have some market share [in Brazil],” he said.

Chery is doing just that, investing $400 million in a motor manufacturing plant in Brazil, which will start production at the end of next year. According to Biren, this was a big investment for Chery and its first such on its own in a foreign plant, which would have an annual capacity of 100 000 units in the first phase.

Outside China, Chery vehicles are produced in plants in 16 countries but the automaker does not own these plants, which rather produce its vehicles under licence through joint ventures. Biren also stressed the importance of sales volumes to support the large investment in a manufacturing plant and ensure it was economically feasible. He admit-ted Chery needed time for its sales volumes to grow in SA and reach a point where the investment in a manufacturing plant could be justified.

In terms of the APDP, domestic motor manufacturers would have to meet or exceed the production threshold of 50 000 units a year to qualify for the full benefits available from this government industry support programme. Biren said it would be difficult for Chery to meet this threshold at this stage.


We have announced the World Car of the Year as well as the SA Car of the

Year, and now we have the results of the Women’s World Car of the Year. The award is presented to the car chosen by women mo-toring writers from 12 countries, and incorpo-rates four categories. As with the rest of the competitions, judges award points for every car from a voting crite-ria and the car receiving the highest number of points wins that category. The car receiving the highest number of points overall wins both the category and the supreme award. The results for 2012 are:

Family car: 1st - BMW 3-series 2nd - Audi Q3 3rd - Ford Focus

Luxury car: 1st - Range Rover Evoque 2nd - Jaguar XJ 3rd - Audi A6

Sports car: 1st - Porsche 911 2nd - Jaguar XKR

3rd - Mercedes-Benz SLKEconomy car: 1st - Honda Civic 2nd - Vw Up! 3rd - Ford Fiesta

The Supreme Winner Of The Women’s World Car Of The Year 2012 is:

1st - Range Rover Evoque 2nd - BMW 3-Series 3rd - Audi Q3

The voting procedures were audited by inter-national accountancy company, Grant Thorn-ton. According to Director, Paul Mccormick, it was a closely-run race, but there were some clear leaders in each category as votes arrived.

“The results for second and third, however, changed back and forth and with each addi-tion of votes the differing opinions from the judges changed the results with every entry.”

The Supreme Award trophy will this year be made in the Netherlands. That, and category-winner certificates, will be presented at the Mondial de l’Automobile – the Paris Motor Show - in late September.

NEWS FORUM

Women's World Car of the Year 2012

PAGE 18

AutoForum - May 2012NEWS FORUM

South Africa’s motor industry is go-ing dotty. The microdotting of motor

vehicles, which involves the application of thousands of small discs containing a unique identification number for each ve-hicle, to assist with the identification of stolen and hijacked vehicles, will become compulsory from September 1.

This follows the gazetting in March of amendments to the National Road Traffic Act approved by Transport Minister, Sibu-siso Ndebele.

Graham Wright, CE of Business Against Crime South Africa (BACSA), welcomed the gazetting of the amendments to the Act, stressing they would go a long way to fighting vehicle crime. Wright said these regulatory changes follow more than a de-cade of consistent and sustained effort by BACSA and various parties within govern-ment and business to secure the identity of all motor vehicles.

“The application of microdot technology to all motor vehicles will strengthen the police’s ability to identify stolen or hijacked vehicles.”

The technology involves fitting about 10 000 small dots to about 88 different positions on a vehicle.

It is expected to play a vital role in reducing the more than R1 billion annual loss caused by the theft and hijacking of vehicles.

From 1 September, all motor vehicles regis-tered for the first time will need to be fitted with microdots that comply with the require-ments of standard specification SANS 534-1. In addition, all motor vehicles requiring a South African Police Services (SAPS) vehicle clear-ance, needed to be fitted with microdots from March 9.

Wright said the pervasive and enduring nature of microdot technology enabled the marking of many motor vehicle components and parts, which meant the police could now identify parts from stolen vehicles even if the vehicle

had been “chopped up” for the illegal spare parts market.

“Microdots are the most cost effective, easy to use and enduring technology available in securing and preserving the identity of a motor vehicle.”

Wright added that BACSA commended the Transport Minister for ensuring this important legislation was enacted, and the SAPS for their ongoing commitment to ensuring that this approach was operationalised across the country. He also applauded the various sectors of the business community, including the manufacturing industry, for their proactive commitment to implementing the technology as a contribution towards the fight against crime in SA.

Several of the domestic motor manufacturers have, for some time, already been applying microdot technology to the new vehicles that are produced in their new vehicle production plants.

Microdots compulsory from September - Roy Cokayne

PAGE 20

Autovest Limited, an independant automotive acces-sory specialist that is based in Durban, recently an-

nounced that it has “acquired” Auto Armor, a company in the vehicle protection sector.

Auto Armor was established in SA in 1978 and is currently considered the largest supplier of vehicle protection prod-ucts to the motor dealership market, nationally. The com-pany specialises in safety film fitment and window tinting products as well as automotive exterior paint protection, interior fabric and leather protection, auto valet services, and a wash bay service to car dealerships.

The deal will see Gavin Watson, Auto Armor’s previous owner and Managing Director remain with the business for the foreseeable future. He commented: “Auto Armor has been very successful in the last few years and it is impor-tant to me that the business continues to prosper for the benefit of its employees, franchisees and customers.”

As Autovest CEO, Ted Waldburger, explains: “Auto Armor is highly regarded in the industry, and will complement our existing product range. We are extremely excited about this acquisition which (came) into effect in May 2012.”

“Auto Armor is a particularly good fit for Autovest as it has a national footprint of 32 franchised fitment centres, which will improve the coverage of our existing 130 fitment centres in support of motor dealerships. In addition to this, Auto Armor has good relationships with the motor dealer-ship groups, the sale of its products are not solely driven by new vehicle sales and it is an experienced franchisor – all key issues in our industry.”

“As with other Autovest subsidiaries, Auto Armor’s distribu-tion is achieved through a formal franchise network of fit-ment centres, and will operate as a separate entity but with the aim of developing synergies with our existing products and distribution channels,” explains Waldburger.

Auto Armor has a new owner

Ted Waldburger

PAGE 21


Barloworld Logistics, recently released the results of its ninth annual supply-

chainforesight 2012 survey, which is entitled: “South Africa Inc: Growth, Competitiveness and the Africa Question”. The report, which is conducted by international research house Frost & Sullivan, provides detailed insight into the reality of SA’s position as the trading and logistics gateway into Africa.

As Kate Stubbs, Barloworld Logistics Market-ing Executive says: “The research highlighted that South African companies need to under-stand the threats and opportunities present for industry and the national supply chain in other African markets”. She also highlighted the trend that emerged out of the research which indicated a shift in global economic power to-wards emerging market economies. “This shift should present South African business(es) with a major opportunity to capture market share. Companies should be embracing emerging market economies as trading partners and as new markets – and this is especially so of the African continent, where SA has for so long been seen as the trading and logistics

gateway into Africa. That position is now under threat from other African countries like Nigeria, Egypt and other South African trade corridors such as the Maputo corridor.”

This year’s report looks at the competitive-ness of both individual companies and the industries they operate in, and addresses the following key questions:

How do we use our supply chains to remain profitable and competitive in a world stricken by economic slowdown, rising unemployment and high levels of debt?

How is your company and your industry deal-ing with the changing economic landscape with which we are faced?

In response to the shift in global economic power towards major emerging markets, how is your company leveraging the opportunities in Africa?

For the full report, you can download it at www.supplychainforesight.co.za.

NEWS FORUM

Is SA really the gateway to Africa?

PAGE 22

AutoForum - May 2012NEWS FORUM

First National Battery (FNB) is a com-pany constantly on the competi-

tive edge – embodied by their “First to Market” ethos. No sooner is their PR machine churning out information on the recent Extra Heavy Duty vibration resistant range - then the highly suc-cessful VRLA (Valve Regulated Lead Acid) battery and it’s approval by BMW Germany for fitment into the 3 series range, manufactured in RSA - than they are hosting launch events for another impressive new product, the Enhanced Flooded Battery.

The VRLA battery is a success story in terms of the recent pre-series produc-tion run specifically for the new BMW 3 series, and is the first OE approved start/stop battery to be produced in SA. The vehicle technology is aimed at reducing fuel consumption, but obviously requires far superior battery performance. The development of these completely maintenance free batteries, specifically designed for this “hybrid” environment, is driven by OE demand.

Start/stop batteries have to cater for more than simply starting the engine

and need to be particularly robust for ensuring continuous power to the vehicle’s electric components, lights and air-conditioners while the engine is not running. By using Absorbent Glass Mat (AGM) technology, the batteries are optimised for high cycling regimes, capable of delivering 30% more start-ing current, and simultaneously lasting 3 times longer than conventional lead acid batteries under similar cycling conditions.

The range is also spill proof and vibra-tion resistant, because of the effective cushioning of the plates between the AGM separators. “We are very proud to supply BMW with the first VRLA batter-ies for OE as well as parts and accesso-ries which are produced here in SA. The first of these batteries will be installed in the 3 Series from early April 2012” com-ments MD Louis Denner.

As a rule, these full start/stop systems regenerate power back to the battery, generally through the braking system. However, not all start/stop cars will be equipped with regenerative systems and this is where the company sees a

major opportunity to get to market first, with their Enhanced Flooded Battery – the Nano EFB. The batteries accept a charge much more rapidly from the al-ternator and are therefore suited to this sort of application. It’s these market and environmental aspects that lead FNB to develop the Nano EFB, based on AGM technology, and they are aiming the range at a segment believed to become a large part of the next de-cade’s car parc.

“The Nano EFB fits snugly in between our premium VRLA range and the current silver calcium product range”, explains Andrew Webb, Marketing Director at FNB. “And while it is slightly more costly, it cycles twice as much as a standard battery, but comes at a more affordable price than a VRLA battery, so we believe it has a valuable positioning in the market”. He contends that the range is good for customers, the mar-ket, and the country as a whole. “The expensive raw materials and manufac-turing process make the VRLA battery much more expensive, but the costs are offset by almost 300% of the lifespan of other batteries in similar applications”.

New EFB battery extends FNB's range in start/stop applications

PAGE 24

The move to ban the use of copper in automotive brake pads seems to

be gaining support in the US. Copper containing brakes release copper shav-ings whenever the pads are used, with the resulting shavings eventually find-ing their way into streams and rivers – which is bad news for the environment.

So far the US states of California and Washington have written the bans into

legislation, and environmentalists there are hoping the trend will continue into the rest of the country.

As a spokesperson for the Ecology De-partment in Washington State explains: “With millions of drivers using their brakes each day, these small amounts significantly impact our waterways.” And the amount of copper released during braking and actually finding its

way into the waterways is by no means small. The state has found that brake pads account for up to 50% of the copper entering its water supply. There-fore, the state will see a ban on brake pads with a copper content of more than 5% copper by 2021. California will ban brake pads with more than 0.5% copper by 2025.

A new website entitled Earthgarage.com, which has as its focus the educa-tion of drivers on ways to “Green” their vehicles, recently launched a campaign called “Give Water a Break”. The latter aims to highlight the hazardous materi-als used in conventional brake pads, which include asbestos, lead, antimony and copper – all of which are released in small amounts as the pads are used. The website creator explains that only through public pressure will govern-ments change legislation to ban such materials, forcing automakers to look for alternatives, such as the lower risk ceramic brake pads.

Copper brake ban hots up

The EFB on the other hand is far closer in cost to the current Calcium Range, but is a far better battery. He asserts that the EFB will become the benchmark battery for price and usability in the future in the local replacement market.

FNB focus on the technology and attributes deliv-ered to the market, but look a bit further than price and performance. “Not many people realise that batteries are one of the most recycled products in the country” explains Louis Denner. “In ad-dition to their contribution to the fuel efficiency of modern cars, they are a real environmental success story, due to the fact that all aspects of a battery are completely recyclable”. Barring the acid which is disposed of through compa-nies which remove it from our premises, the plastic and lead components are fully recycled through our battery breaker / smelter and plastics plant. These raw materials are then reused in our production process. This is an important part of the company’s philosophy of making “tomorrow’s batteries, today”, es-pecially considering that their silver calcium

batteries have already sold more than 12 million units to date.


In April, the RMI sent an email to the media with an official notice and an

update on the rather confusing and contested situation regarding tyre waste plans. The notice read as follows:

“OFFICIAL NOTICE – Retail Motor Industry Organisation’s Integrated In-dustry Waste Tyre Management Plan To all relevant organs of State, Interest-ed Parties and the General Public: Your attention is drawn to the Integrated Industry Waste Tyre Management Plan of the Retail Motor Industry Organisa-tion submitted to the Department of Environmental Affairs, in terms of regu-lation 9 of the Waste Tyre Regulations published in Government Gazette No 31901 of 13th February 2009.

The RMI submitted a plan to the De-partment of Environmental Affairs on the 21st December 2011. The plan is avail-able for viewing on www.tdafa.co.za Forward any comments you may have to Vishal Premlall [email protected]” We have covered the debacle surround-ing the various waste tyre plans that have been in the pipeline over a number

of issues of AutoForum. Here however is an update as per the RMI, on how the situation currently stands:

“Following a meeting convened by the Department of Environmental Affairs Director General Ms Nosipho Ngcaba in Pretoria 10 April 2012, the following important information was gathered:

The DG noted a discussion she had with the Hon Minister Edna Molewa, wherein concerns were raised regarding the current status of Waste Tyre Man-agement Plans and Industry specula-tion. She also noted that what start-ed out as a consolidated Industry effort some years back, is now a division in the Industry - a situation the depart-ment does not feel comfortable with. The RMI shares a mutual sentiment in this regard, in that they would like to see a more consolidated Industry ap-proach to Waste Tyre Management in South Africa.

The DG confirmed that there are cur-rently 3 plans that reside with the DEA for consideration:

RMI Plan – The DG apologised for the delay in responding to the RMI, noting that feedback will be provided by the

20th April 2012. She also noted that a Public Participation Process is required.

REDISA Plan – May be subject to fur-ther clarification by the Minister ahead of approval and gazetting.

SATRP Plan - Resides with the DEA. Feedback will be provided to the SATRP by the end of April 2012.

The RMI still proposes that the DEA consider driving Waste Tyre Man-agement via an expert Tyre Industry Council. This forum, given the expert industry knowledge, coupled with tried and tested models from elsewhere in the world that we are currently investi-gating, will come up with a viable and sustainable solution that could eventu-ally become self-funding.”

The RMI update concluded that should any industry members be “confronted and coerced/pressurised into join-ing approved plans that you are not comfortable with” they should feel free to consult with either the organisation’s Vishal Premlall on [email protected] or Corrie Taljaard on [email protected].

NEWS FORUM

Waste tyre recycling – Where it stands

PAGE 26


Just a few days later, the RMI send out further communications regarding the subject. The following appeared in the Business Report editorial comment section, and was written by Group MD of Tiger Wheel & Tyre, Alex Taplin. As a member of the tyre sector in this coun-try, it is very interesting to see how the industry feels about the debacle.

Taplin’s comment – which he was happy to circulate – read as follows:

“The recently announced REDISA tyre scrap management and recycling plan, is to the Tyre Industry, what the Se-crecy bill is to the media and to every South African citizen – people need to understand the issues and get involved before it is too late.

The recent announcement by the Environmental Affairs Minister, Edna Molewa, that a tyre recycling plan had

been approved by the government has been received with absolute shock and amazement by the tyre industry.

Firstly, I think there is a business case for the recycling of tyres as well as an ethical responsibility to deal with the scrap tyres that are a by-product of everyday motoring and industry activity. There is quite a common acceptance by the industry for the necessity for such a plan in order to deal with the mounting stockpile of scrap tyres in this country in a responsible and environmentally efficient fashion.

Various industry representative bodies have for many years been working on creating a viable plan that can deal with this issue in a manner that is environ-mentally friendly but also economically responsible.

Such industry bodies include the SATRP (South African Tyre Recycling

Process Company) which is spear-headed largely by leaders from the local tyre manufacturers, and certain representative importers of tyres. (The SATRP plan is also underwritten by dealer groups who are also mostly RMI members - Ed). And the RMI associated member body the TDAFA ( Tyre Dealer And Fitment Centre Association) which represents over 1300 tyre dealers and fitment centres across the country.

A huge amount of work has already been invested by both of these bodies to assist in the formulation of credible workable plans, and the objective is that any plan that is formulated should happen in a free and fair manner, in a regulated environment, and with the pur-pose of responsible scrap tyre manage-ment. The SATRP has invested over 10 years and a purported R8 million Rand in this investigation, and has already submitted its plan to the Government.

The TDAFA came in much later, but was formed as the retail industry had a mate-rial concern that the SATRP was not really looking at the retailer’s interest or that of the general consumer. The TDAFA has also submitted its plan for review, but is yet to receive official feedback to my knowledge. The Industry has in no way been shirking the responsibility, and is desperate to find a realistic solution before the government gets involved and creates another recycling failure like the plastic bag industry.

The consumer should realise that although the Government is trying to package this as a tyre manufacturer and importer levy, this will immediately be passed on to the consumer.

Here are the rough numbers

• Existingstockpileofscraptyres=approximately120,000,000mpieces.

• AnnualScrapcreated=10,000,000–12,000,000piecesaddedannually

• Existingindustrydealingwithscraptyres=1,000,000piecesperyear

• Proposedlevy=R2.30perKGcharged on all new manufactured and imported tyres.

• Theaverageweightofapassenger/4x4/lighttrucktyreis12–15kg

• Usingtheabovenumbersthiswouldequatetoroughly=R414,000,000per annum of levy.

• TheREDISAplanproposedtobegincollection (not disposal) of tyres only in 10 months. Therefore the consumer will be paying a levy for the recycling of their tyres which will not happen (CPA has a clear stance on this

I think)• ItisenvisagedthattheREDISAplan

will only begin recycling activities from so called “home grown indus-tries”inapproximatelyfouryears.Atthis stage we can assume that nearly

R3 000 000 000 would have been paid by the consumer in levy’s!!!!

• Thepriceoftyre’swillimmediatelyin-crease by about 3-7% (we can’t really compute yet) nationally – can the con-sumer afford this on top of e-tolling, plastic bag recycle levy’s, rampant electricity and fuel cost increases? It would seem that this is yet another brilliant plan to drive

up inflation.• AfairlycommonvehiclelikeaToyotaHilux4x4isequippedwitha245/70/16tyresizeweighinginat18KGdependingonthemanufacturer– so a new set of “Takkies” will set you backanadditionalR165.60!!!

• Afactoryrecyclingtyresintocrumbedrubber costs about R40 000 000 (capital) and can recycle north of 4000 tyres per day (8 hour shift) employing60peopleperfactory (including finance and admin staff). This would suggest that for 10 000 000 tyres per year, we would

NEWS FORUM

Recycling of tyres can and should be done – let’s make it about the

environment, and let’s do it properly

PAGE 28

only need about 10 factories (ok so add another two or three to start chip-ping away at the stockpile) or R400 000000Capextoturneveryscraptyre created annually into chipped rubber....... but then what? Where is the market that is going to consume this, and why do we need R3 billion collectedinthenextfouryears,andwhat is the Government planning to dowiththeextralevy’sthatwillcer-tainlyexistfromnowtilleternity?

Can you believe.....?

• Canyoubelievethataplansubmittedby this company known as REDISA in the middle of last year, (was) ap-provedinNovember2011,and(wasthen) announced to become effective onthe1stFebruary2012didnothap-pen with some divine intervention by very “connected” political figures?

• Canyoubelievethatthe R3 000 000 000 collected from the consumer will be properly invested and genuinely will create a thriving recycling industry?

• CanyoubelievethatREDISAwithits very close and dubious links to government will honour what they promise? (Eskom, Telkom, SAA etc etc...) Why not then just nationalise the mines?

• CanyoubelievethattheheadofREDISA – Herman Erdman (formally chairman of the TDAFA (he was asked to leave in a wave of controversy involvingapurportedR650000ofmisappropriated money) and who still owes millions to tyre suppliers is an upstanding South African citizen with no other intentions other than a nice clean green environment?

• CanyoubelievethattheREDISAplan is genuine when it has neither the support of the manufacturers, the importers nor the retailers, or is the whole industry simply being difficult?

• Canyoubelievethatthereisnothinguntoward when the Government when challenged to defend the REDISA plan in court, simply throws in the towel and backs down two days be-fore an urgent application is brought about by the SATRP to see the RE-DISAplanchallenged(27thJanuary2012).

• CanyoubelievethattherequiredlevyofR2.30willremainunadjustedforlong (should I remind everyone that a plastic bag now costs R0.39!!).

• Canyoubelievethattheministerwasnot trying to score political points by announcing the REDISA plan at

COP 17?• CanyoubelievethattheREDISA

plan which is screaming “we will

create15,000jobs”–isaccurate?Ask Mr. Zuma the risk of making crazy statements like this? The SATRP and TDAFA plans both list a more realistic 800 jobs.

• Canyoubelievethatthefoundersof the REDISA plan have not been drooling in anticipation of what they are going to spend their (oops – our) R3BN on???

I think the fatal flaw in the REDISA plan is that they tried to push this through BEFORE the secrecy bill has come into full effect – that way they could have snuck this through under the guise of national secrecy and merrily ordered new Maybach’s all round and arrested anyone who dared to question what is very obviously a dodgy plan well worthy of proper investigation.

Recycling of tyres can and should be done – let’s make it about the environ-ment, and let’s do it properly

From a concerned industry member and ardent consumer champion.“

Its powerful stuff and certainly has a lot of industry players and members of the public up in arms about what is really going on. Watch this space!

PAGE 29


Last month South Africans were

informed that our glimmer of hope on the electric car front had been snuffed out, when the news broke that the locally created Joule had been ‘mothballed’.

According to the Business Day article that broke the story, the lack of of state funding required to bring large volumes of the car to the market was one of the primary reasons for the project being halted. But as it points out, there were many questions raised regarding the project and its founder, Kobus Meiring since it first started in 2005. Meiring was also involved in spending R8,1bn to produce a notori-ous 12 Rooivalk helicopters.

In a reaction to the article, Rob Handfield–Jones of Driving.co.za commented that he had fears regarding the project from the outset, which he made public in an interview on Carte Blanche.

“Some of the specific issues I raised related to the amount of funding needed to bring a new car to market, the utter absurdity of Optimal Energy’s claimed production forecasts for the vehicle, and of course, competition from vehicles such as the Nissan Leaf which is already in production.”

“More seriously, at the time I raised these concerns, the total investment in the Joule amounted to R150 million of taxpayers’ money, courtesy of the IDC. I see from the article that the total investment in Joule now amounts to R300m of the IDC’s money. That means the taxpayer has contributed an additional R150m to Kobus Meiring’s white elephant with no real assurance of how this money is to be made back. This carries eerie echoes of a previous white elephant which Meiring was involved with, the Rooivalk at-tack helicopter.”

Handfield-Jones believes that Joule production company, Optimal Energy, had either a “hopelessly deficient or non-existent” business plan and feels “that both the company and the IDC should be called to account for wasting R300m on a pipe dream when South Africa has far more pressing funding needs and an already-vibrant motor industry”.

He concludes that he believes a public enquiry should be made into how the situation arose and why it was not more extensively researched by government before funding took place.

The mothballedJoule

PAGE 30

Bosch Timing Belt Kits

Timing Belts have been very successfully used to control

valves in combustion engines for many years. With advances in ma-terials and technology, the service life and reliability has simultaneous-ly improved.

It is not only timing belts that are expected to meet exceedingly high performance levels, the tension and guide rollers are also placed under enormous strain. High speeds, vibrations and extreme tempera-ture fluctuations all place stress on the components. Bosch, therefore recommends replacing the tension and guide rollers as a precautionary measure when changing the Timing Belt.

Workshops can now purchase complete repair kits from Bosch, which include a timing belt, tension and guide rollers. The complete kits are available for most standard passenger cars, thereby ensuring that workshops can replace all the

components in a single process. These kits also facilitate the ordering process for the workshops, as there is just one order number for all the parts, which are supplied in one package.

End consumers also reap the benefits of a complete replacement. Alongside low additional costs and the simultaneous replacement of all of the components, the complete kits provide maximum operat-ing safety between the specified replacement intervals for the timing belt. This is ensured thanks to the individual parts being manufac-tured in line with the same stringent quality standards as for original equipment.

It is therefore recommended that workshops and their customers insist on replacing all relevant components when replacing the Timing Belt.

Why choose Bosch Timing Belt Kits?• Acompleterepairsolution.• BoschTimingBeltKitsare

made to Original Equipment Specifications.

• Pre-stretchedpolyestertensioncords, fibre reinforced belt back and stranded fibreglass tension cords ensure lower maintenance and lateral stiffness. This means the driver enjoys the highest level of protection against engine damage.

• AllTimingBeltKitsaremadetostrict engine specifications and are subjected to comprehensive testing.

• Correctfitmentmeansfullcus-tomer satisfaction.

• Changingtheentiredriveunitmeans value for money and maxi-mum reliability.

• Maximumbeltlifewithfull kit installation.

Advertorial

AutoForum - May 2012NEWS FORUMNEWS FORUM

The extent to which Nissan SA is suc-cessful in localising components

for its new pick-up range, will be one of a few key factors determining the vol-ume allocated to its Rosslyn plant. The plant has been confirmed as one of the production plants for the new pick-up range, which forms an integral part of its strategy to move to a two-shift opera-tion and double its production to 100 000 units a year by 2014. A total of 800 new jobs will be created when the plant moves to a two-shift opera-tion. The plant produced 54 000 units last year.

Mike Whitfield, Nissan SA’s MD, con-firmed the real debate taking place with its Japanese parent company was the volume allocated to the Rosslyn plant. “Whether we build the new pick-up or not is not the debate. It’s whether we build 30 000 or 80 000 [units a year],” he said. Whitfield said these dis-cussions with its parent company were in the final stages and a decision would be taken by the end of 2012. The new pick-up range will replace the Hardbody and Navara.

Whitfield said the decision on the vol-ume would be based on four key issues: cost competitiveness, labour flexibility and productivity, logistics costs and localisation of components. He said a key driver of Nissan SA’s cost competi-tiveness would be its ability to source components at a competitive price, and that it was working with the unions on labour flexibility and productivity and there was a lot of focus on logistics costs by government and Transnet.

According to Whitfield, Nissan SA needed to have great breadth and depth of localisation, because their objective would be to achieve a locali-sation level in excess of 70% with the new range, compared to the about 50% for the current range. It was also most important that the domestic automo-tive component industry was able to support Nissan SA’s localisation drive in terms of cost and quality.

Whitfield stressed a minimum of 30 000 units a year a pro-duction platform, possibly 50 000 units a platform, was needed to get to the localisation levels it required. He added that Nissan SA was cur-rently in the process of putting its product plan together to support its move to a two-shift operation in its plant. He added that globally Nissan would be launching 56 new products between now and 2016, which translated into one new model launched every six weeks.

Johan Kleynhans, Nissan SA’s Direc-tor of Sales, Marketing and Aftersales, said it had recently entered the small car segment with the Micra, but was planning to enter new growth segments, such as the entry level and C segments, where it was not competing at the mo-ment. Kleynhans said it was considering a number of options for the entry level segment and was not in a position to state when it would enter this segment.

It also plans to launch a locally assem-bled panel van, including a taxi specific vehicle, next year. Nissan is also set to launch an assault on SA’s luxury car market, with the introduction of its Infiniti brand in June. Infiniti is its global luxury automotive marque. The sector is currently dominated by Mercedes-Benz and BMW, with Audi also an increasing-ly significant competitor in the segment.

Whitfield believes the launch of the Infiniti brand into SA aligns Nissan SA with its parent company’s plan to make Infiniti a global brand. He said the launch of the brand was also a critical part of Nissan SA’s growth plans and its objective to achieve double digit growth.

Whitfield said Nissan SA was forecast-ing volume growth of 10% to 12% this year compared to overall market growth of abetween 6% and 8%. He said the launch of Infiniti would create between

200 and 300 new jobs within Nissan SA and its dealer network over the next three years.

According to George Stegmann, Infiniti business unit GM within Nissan SA, the Infiniti brand was now selling in 35 countries covering more than 90% of the global luxury automotive market and 1.3 million Infiniti’s had been sold since its launch into the US market in 1989.

Stegmann said the decision to launch Infiniti into the Western European market in 2008 created the opportunity to expand the brand to SA, because the domestic market was extremely Eurocentric in its taste. He said five Infiniti models would be launched here: the Infiniti FX performance special utility vehicle (SUV), EX luxury compact SUV, sporty G Coupe, G Cabriolet and M luxury sedan, but there were plans to significantly expand this model range over time.

Kleynhans said Nissan SA was prepar-ing its dealer network to ensure it had capacity to handle the incremental busi-ness it would be doing in future. He said its dealer network sold about 1 600 cars a month in 2009, about 2 600 a month last year and 3 000 a month in the first quarter of this year, but the target was to grow this to 5 000 a month “on the back of new products”. Kleynhans said Nissan SA’s entire model range, with the exception of the NP200 bakkie, would be replaced or updated in the next few years.

Nissan's growth plans for SA - Roy Cokayne

PAGE 32

In association with BodyShop News Asia and Australian BodyShop News

Body repair insight

Contents

36ASA’S NEW CRASHPARTS POLICY

40WHY COLLISION REPAIR IS A GREAT CAREER PATH

41PPG US LAUNCHES NEW WEB TOOL


PAGE 34

0018882_AutoZone_Autoforum_September_FP_Advert_To_Print.indd 1 2012/03/14 1:11 PM

0018882_AutoZone_Autoforum_September_FP_Advert_To_Print.indd 1 2012/03/14 1:11 PM

AutoForum - May 2012BODYSHOP NEWS

BODY

SHOP

NEW

S

ASA’S new CrASh PArtS PoliCy

The US’ Automotive Service Association’s (ASA) Collision Division has completed a

white paper on the development of the organi-sation’s official position statement on replace-ment crash parts.

Following work group discussions by ASA’s Governmental Affairs Committee and Collision Division Operations Committee, these teams set out to create a balanced and contemporary update to the association’s 1997 crash parts policy.

The white paper provides a historical look at its crash parts position, along with today’s expectation for the highest possible level of quality aftermarket parts. ASA’s policy calls for collision repair facilities and insurance vendors to disclose to the consumer all part types be-ing recommended, along with the part descrip-tion and warranty information.

The updated policy maintains that the OEM part is the standard, but does support replace-ment crash parts that are certified and verified and in which quality is based on empirical and measurable evidence equal to the OEM part.

ASA says that although its members maintain that OEM parts are the standard for parts specifications, they also see the positive

effects a competitive marketplace has on pro-ducing higher quality parts.

The organisation says its members, through their hands-on experiences, are aware that providing the best possible repair for an individual consumer must take into account the individual’s economic circumstances, with quality and safety at the forefront of the repair plan. It also says its members recognise the importance of fact-based, verifiable evidence that speaks to the quality and responsiveness of replacement crash parts.

“Collision repairers want to use the best pos-sible replacement crash parts for collision repairs and are aware that no two repairs are the same,” said Dan Stander, ASA Collision Di-vision Director. “The measurable and verifiable data of replacement crash parts is essential for the repair community to determine the various levels of quality in the parts market. After-market parts built to the standard of original equipment parts raise the bar of quality and advance a competitive parts market.”

ASA says the quality of replacement crash parts is an issue that continues to be moni-tored by its Collision Division Operations Committee.

PAGE 36

We guarantee that in the unfortunate event of your vehicle being involved in a collision we take care of the following:

Best repair according to manufacturer’s specification

Fitment of only Genuine GM® Parts

Remember that Genuine Parts are made to fit, you do not make them fit

Maintaining vehicle warranty

Guarantee on workmanship

Ensuring manufacturer safety standards

As a customer you have the right to know if Genuine GM® Parts were fitted

Only repair your vehicle at a GM Approved Body Repairer!GMSA Approved Body Repairer Listing www.gmsa.com

We guarantee that in the unfortunate event of your vehicle being involved in a collision we take care of the following:

Best repair according to manufacturer’s specification

Fitment of only Genuine GM® Parts

Remember that Genuine Parts are made to fit, you do not make them fit

Maintaining vehicle warranty

Guarantee on workmanship

Ensuring manufacturer safety standards

As a customer you have the right to know if Genuine GM® Parts were fitted

Only repair your vehicle at a GM Approved Body Repairer!GMSA Approved Body Repairer Listing www.gmsa.com


PAGE 38

AutoForum - May 2012BODYSHOP NEWS

BODY

SHOP

NEW

Swhy ColliSion rePAir iS A GreAt CAreer PAth

We often hear about the industry’s lack of sufficient new talent entering the

workforce, and increasingly companies within the automotive sector are active-ly trying to attract learners into the sector. The results of a new survey in Canada have been released and clearly indicate why stu-dents there are keen to get trained in the col-lision repair industry. Although the results are Canada specific, perhaps some of them can be applied to SA to entice new blood too.

The Provincial Government of British Co-lumbia surveys graduates of apprenticeship programmes 6 months after completing their training, to find out what they have to say about their in-school training, workplace experiences and employment. The surveys are called Apprenticeship Student Outcomes (APPSO) Surveys, and are available online at http://outcomes.bcstats.gov.bc.ca/APPSO/APPSOPublications.aspx.

So for youngsters considering a career in the collision repair industry, whether as a body or paint tradesperson or another part of the in-dustry, here are 5 good reasons - according to the respondents of the 2010 survey - to have confidence in that choice – especially if you are based in the North American country:

1. They enjoyed their education: most (95%) were very satisfied or satisfied with their in-school training and (93%) were very satisfied or satisfied with their workplace training.

2. Job prospects are good: most (86%) were employed at the time of the survey and found work in less than a month. Of those employed, 96% were working full-time and 95% in jobs related to their in-school training.

3. Wages are good: the median wage of re-spondents who were employed at the time of the survey (that’s 6 months after complet-ing their apprenticeships) was $29/hour. In South Africa, apprentices can expect to earn a minimum of R873 per week at level one training – that is before they have even qualified. Once they have level 4 training experience, the figure goes up to a minimum of R1400 per week, which can be increased after a year of working.

4. The Canadian government offers up to $4000.00 per person in apprenticeship grants; that’s a grant not a loan so it doesn’t have to be repaid! Ok – we can’t boast quite that kind of grant here in SA. However, the situation locally is vastly different. For most youngsters entering the sector, the burden of training costs actually falls on the compa-ny training them. The apprentice is paid the level dependant salary as mentioned above, while the training company can receive a nominal grant from the MERseta, that may cover around a third of the cost of actually training them. Those learners who choose to pursue a more formal NQF qualification via a learnership though a college, may however have their tuition, or part thereof, sponsored by a business within the sector.

5. Apprenticing in body or paint work is just one option. Some technicians go on to apply their skills in different parts of the industry like teaching in high schools and colleges or working in the government departments that develop education standards and govern trades practice.

6. You also don’t have to start as a tradesper-son; other types of post-secondary educa-tion can also lead to a collision industry career. Many people in the sector graduated from business and marketing, science and even liberal arts programmes and worked in other sectors before arriving in the collision repair industry.

Many thanks to Jacques Erasmus of the STI Group for providing local salary and training information.

PAGE 40

PPG US lAUnCheS new web tool

PPG Automotive Refinish in the US recently intro-duced its new web-based application - Paint It –

which it says will help collision centres find the most current automotive colour information for vehicles.

As Mary Kimbro, PPG Global Colour Director explains: “Paint It is a departure from past methods for finding the right colour for a given vehicle. It’s designed to be intuitive for auto industry professionals who typically use a variety of colour identification tools. Distributors, colli-sion shop owners, paint technicians, and even hobbyists looking to identify a vehicle’s colour can use this tool by simply going to the Paint It application and doing an easy search.”

Accessible via www.ppgpaintit.com, users can search for a vehicle’s colour information by year, model, colour family, finish effect, or usage. Digital representations of body and non-body colours are displayed onscreen to aid in the colour visualization process, with images and data linked together for quick search results.

In addition to exterior Colours, Paint It also identifies accent, interior, under-bonnet, wheel, and trim colours, allowing paint technicians to verify all the necessary colour components at one time prior to beginning the repair. Once the correct Colour is identified, users are a click away from formula retrieval via the PPG Online Colour Formulation tool.

The company also recently launched PPG Marketing on Demand, a suite of online tools and services to help dis-tributors and collision repair facilities produce custom-ised marketing and advertising materials – which at this stage is sadly only available to facilities in North America.

PAGE 41

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The good news and the bad news - Colin Windell

AutoForum - May 2012BusinessForum Business insight

As much as anyone, I am a great fan of good news. The good news is 2011 was a growth year for the auto industry and first quarter results for 2012 are positive . . .but!

Aaah! Always the ‘but’.

If the auto industry is the barometer of business confidence, the medium and heavy commercials are the mercury – and right now that is dropping quite se-riously, in contrast to the growth shown by the passenger car segment.

With new and used car sales up 16% and 12% respectively, 2011 turned out to be a good year for the automo-tive industry, according to Mike von Höne, CEO of vehicle risk intelligence company TransUnion Auto Information Solutions.

“Looking at first quarter numbers, 2012 has started in a very positive fashion,” says von Höne.

Based on TransUnion’s measurement of a combination of used vehicle financial registrations-obtained from South Af-rica’s leading vehicle financing institu-tions; verification enquiry volumes; and growing subscriptions to TransUnion

Auto Dealers’ Guide, compared to fourth quarter of 2011, the used vehicle market experienced an increase of approximately 10%-12% in the first quarter.

“This compares favourably with in-creased new vehicle sales volumes of around 7% at the end of February,” von Höne added.

Meanwhile, the rate of decline of used vehicle prices, which had been quite marked during the last quarter of 2011, appeared to be slowing during the first months of this year.

“Dealer returns of used vehicle prices reported to TransUnion have been showing stronger sales prices being achieved by dealers. New vehicle price inflation, which had experienced its first significant increase in the last two quarters of 2011, is expected to remain relatively low in 2012.”

Given continued Rand strength, TransUnion does not anticipate further significant new vehicle price increases in 2012, with manufacturers continu-ing to offer attractive deals to support consumer demand.

“TransUnion expects used vehicle price levels and margins to stabilise broadly, in line with the levels achieved in the first quarter of this year,” he added.

“The ‘value gap’ between new and used vehicles that opened up briefly through the last quarter of 2011, driven by di-verging price level changes, appears to be closing again. Vehicle financial reg-istration data analysed by TransUnion revealed while the average ratio of new to used vehicles financed had remained relatively steady at around 1,77 (one new vehicle to every 1,77 used vehicles financed), this ratio had widened over the past four months. Now, one new vehicle is being financed for every 1,95 used vehicles financed.

“Market sentiment is steady and vol-umes are improving with around 40 000 to 45 000 vehicle financing contracts signed every month,” von Höne noted.

Looking ahead to the remainder of 2012, TransUnion expects further steady growth of around 8% to 10% in both the new and used vehicle markets as a result of continued recovery of consumer financial health; increased bank appetites to lend money; a con-tinued low interest rate environment;

Colin Windell is the Editor of Fleet Magazine.PAGE 42

and renewed customer interest driven by ongoing replacement demand and improved sentiment.

However, he cautioned this scenario could change given the uncertainty and volatility in the global market.

“A further international economic crisis (bought on by renewed sovereign risk worries or perhaps even by conflict in the Middle East) could derail current expectations for both business and consumer confidence with negative spill over to the new and used vehicle market.

“Domestically, the recent downward revision of GDP growth expectations to 2,7% in addition to increasing fuel prices, hikes to fuel levies and the introduction of new tolls, may well put a damper on overall growth,” von Höne concluded.

Overall new car and commercial vehicle sales for March registered modest gains compared to the corresponding month last year. Aggregate Industry sales had improved by 2 552 units or 4,8% to 56 110 vehicles from 53 558 units in March last year. However, new car sales in particular had registered relatively strong gains. Export sales had remained under pressure.

Total aggregate Industry new car sales during March 2012 at 38 970 units reflected an improvement of 3 802 units or 10,8 % compared to the 35 168 new cars sold during March 2011. Car rental Industry sales that had been particularly strong over recent months, accounted for only 3,8 % of total new car sales during March 2012 – is this another ‘but’.

Including estimates for MBSA (which no longer reports individual sales) commer-cial vehicle sales by segment – sales of Industry new light commercial vehicles, bakkies and mini buses at 14 556 units during March, 2012 reflected a decline of 1 183 units or 7,5% compared to the 15 739 light commercial vehicle sales during the corresponding month last year.

Sales of vehicles in the medium and heavy truck segments of the industry at an estimated 934 and 1 650 units, respectively, had recorded a decline of 22 units or 2,3%, in the case of

medium commercial vehicles, and a fall of 45 units or 2,7%, in the case of heavy trucks and buses, compared to the corresponding month last year. For the first quarter of 2012, commercial vehicle sales had underperformed the growth in the new car market.

“March vehicle sales reported by Naamsa show welcome continued growth in the industry, albeit at a slightly restrained pace than in recent months,” says Malcolm Gauld, GMSA’s Vice President of Sales and Marketing.

“We had 21 selling days in March compared to 22 in the same month last year with an increase in the daily sales rate from 2 574 to 2 671 an important indicator of support from the private sector. Conversely sales in the Rental and Government channels were lower than in March 2011.

“Demand for passenger vehicles re-mained strong through March, support-ed by new model activity and promo-tional campaigns at dealer level. Light commercial vehicle sales were, however

,7,5% lower than the same month last year. This is a sector that should be closely monitored over the coming months to ascertain whether this is as a result of sales being brought forward in March last year in the wake of Japanese tsunami related supply concerns. Going forward government’s increased focus on infrastructure development is likely, over a more long-term period, to have a positive influence on the light commercial vehicle and truck segments of the market.”

“The continued stability in the interest

rate and a relatively low cost of finance are positives for the industry as is the continued stability of the Rand. On the negative side are continued cost pres-sures on fuel and the inevitable intro-duction of road tolls on the Gauteng highway system”.

“These numbers, however, don’t tell the full story. When you drill down into the aggregated figures, two things stand out – the passenger car market soared by 10,8% over the same period last year while there’s evidence that the LCV market is beginning to attenuate, having declined by 7,5%,” says Dr Johan van Zyl, President and CEO of Toyota South Africa Motors.

Dr van Zyl is cautiously optimistic about the months ahead: “We see scope for the South African vehicle market to remain in positive territory, but admit-tedly this will depend on the impact that rapidly rising energy and transport costs will have on the consumer’s disposable income.”

March 2011 March 2012%Change

(2011 vs 2012)%Change

(YTD)

Total Market 53558 56110 4.80% 6.00%

Passenger Market 35168 38962 10.80% 8.30%

Exports 29254 22 430 -23.30% -21.30%

The good news is 2011 was a growth year for the auto industry

PAGE 43


Media still positive about the auto sector

According to media research house Media Tenor, the SA media’s confi-

dence in the automotive industry is at a three year high. The company recent-ly undertook a study of press cover-age, which found that the sector has been portrayed in a positive light by the press fairly consistently for the last year and a half, and which peaked in Q4 2011.

According to company spokesperson, Rieyaad Hartley, the continued prog-ress of the industry’s image in 2012 will largely depend on growth in the domestic market and South Africa’s ability to make further inroads into the global market. The study points out that improved vehicle sales achieved in 2010 were tied largely to an improvement in domestic economic conditions, as the South African economy officially moved out of recession in the third quarter of 2009.

“Improved financing of consumers, an increase in general vehicle affordability and the introduction of new vehicle models saw this trend continuing into 2011. At that time, the industry record-ed its highest sales in five years, achiev-ing a 15% growth rate when compared to 2010,” he said. Hartley believes that the automotive sector’s ability to utilise government’s renewed support will probably keep the momentum going over the short to medium term. He adds, however, that it is key for the sector to continue to “ad-dress underlying factors such as labour relations and the environment”. Other results of the study included the finding that “traditional car brands” dominated coverage in 2011 - Japanese car manufacturer Toyota maintained good market share despite a few set-backs over the years, an indication of

enduring public loyalty to its products; while German manufacturers emerged with the most positive media image as a result of new vehicle models. This, in turn, led to renewed interest at the lower end of the market.

“The industry seems to have moved on from the challenges of 2010, hitting the right notes in terms of key image drivers in 2011. Its prospects, however, remain largely tied to the volatile and turbulent global market, leaving many issues beyond its control,” continued Hartley. “Profit and consumers remain at the heart of progress for the sector. Branding and communications remain key in supporting a profile beyond the industry’s traditional media channels such as trade publication and consumer magazines.”

PAGE 44


“If they cannot give me more than 100%, then I don’t want them work-ing here. I need dedicated and moti-vated people to run this magazine!”

Miranda Priestly, fictional editor-in-chief of fictional Runway magazine, as char-acterised in the movie, The Devil Wears Prada.

I was sitting in an airport lounge recently contemplating my next article; looking for some inspiration, (once again under pressure from your favorite editor) when I was told by an airline staff member that there was another delay due to the flight being over booked! Actually, her words were: “The flight is overbooked

and is going to be extremely full”. No, it’s not, I thought, the flight can only be full. Full is 100%. It cannot be more than full. If the flight gets more than 100% full, then someone is going to be left behind.

How many times have you heard the words: “Just get out there and give it 110%!” No? Well, many ‘Motivational Speakers’, Sales Directors and Pseudo Bosses have used the term for eons – I’ve heard it myself. Here is a truth: You cannot give 100% to the job, your friends, the family or your hobbies. Anybody that is interesting will have to be “worse” at some things in order to do other things at all.

You cannot give 110% - it is impossible. One hundred percent is all there is, it’s the maximum; there is no 110%, it does not exist and you cannot give it! Now this is really not a problem for most people because most people seem to be quite happy operating at about 60%. I believe that most people work just hard enough to keep their jobs. If you start approaching 100%, you are in the minority.

We are, however, taught to give 100%. I understand that but, I’ve noticed some-thing has changed over the last few years. People say they gave it 110%. Or, on a scale of 1 to 10, they are an 11. Let us be basic for a moment.

Can you give more than 100 percent?- Graham Bush

Graham Bush is one of Southern Africa’s leading retail gurus, and over the past 30 years has inspired thousands of businesspeople. He has a relaxed style, and along with his humour delivers powerful and motivational talks and

presentations. www.thebushkitchen.co.zaPAGE 46

E-Tolling on holdAt the time of going to press the whole country seems jubilant at the decision (if only temporarily) to halt the e-tolls, in what many see as blatant opportunism by SANRAL and government. The whole fiasco is also being linked to a number of new allegations – who are all the “sub-contrac-tors” involved in the project, and where does the financial interest really lie? It is a sign of the times that a court order was necessary to get SANRAL and government to pay attention to the public outcry. The whole affair smacks of a heady mix of political arrogance and ineptitude, but its not over yet. If anything, the most positive outcome of the entire e-toll saga was the fact that politically opposed parties actually managed to work together, and that OUTA garnered it’s massive support cutting across political and demographic lines. Visit http://www.outa.co.za/ for more and to show your support.

PAGE 47

Percentage wise, isn’t the total pos-sible, the total maximum 100%? If I give you 100% of my money, that is all there is. (Ask Wifie!) I am being a little dumb here. I get the point people are trying to make. That they went past the maxi-mum, they gave it their all. But, words and language are important. What we say is important. How we say it is im-portant. These details matter. On the flip side, I have also noticed that people do not take it the other way. Nobody says they gave minus 10% effort, although some do.

Some of us have even offered 110% effort to convey a beyond-reasonable exertion. Today, it is most often seen as an ongoing expectation of bosses about effort. When bosses ask people for a 110% effort, are they being unfair? You can get more than the baseline 100% you started with. But, putting forth an effort beyond the maximum is not realis-tic. Many managers say that expressing 110% is nothing more than conveying a request for the maximum effort. Then,

why not just say that? “Please give me your maximum effort.” Also, when a boss request a 110% effort, is he or she implying that your 100% effort won’t be enough? What may be impeding people from getting the job done? Is it motiva-tion or attitude? If that is the case, then effort would be required, but only 100% of what the person is able to give you.

Instead of motivating people to extend themselves in their effort, what they hear is: “You don’t work hard enough.” Add to that, that they have obstacles outside of their effort, and they say, “Manage-ment doesn’t understand.” Now, they are less motivated than before. So, what if the problem is deficiencies in skills or knowledge? What if it’s reliance on oth-ers that didn’t deliver? In those cases, an effort of 100% will still not get the job done. Yet leaders will continue to ask for that 110% effort. When people fail to meet expectations (assuming that the obstacles are skill/knowledge deficien-cies or dependencies), the conclusion of leaders is often that the person didn’t try

hard enough – they didn’t give it 100% (or as asked for, 110%).

While it can be argued that this is noth-ing more than semantics, what concerns me the most are the underlying as-sumptions behind such phrases. And, unfortunately, more often than not, these assumptions are incorrect. As stated before, underlying assumptions could be that people don’t put forth an honest effort. Or, that people tend to slack off (and some do, but not everyone), so they need to be told not to slack off this time. Some managers have confessed that asking for a 110% can be seen as an admission that staffing is inadequate.

In conclusion then, while you cannot give 110%, you can give more than you think you can. You always have more to give. But you cannot give more than there is, and 100%is all there is.

Additional resource: (Larry Winget & Jeffrey Betmast)


The automotive sector endured sig-nificant and far-reaching impacts on

demand in the wake of the globalfinancial crisis and the recent earth-quake in Japan. Whilst the former effectively battered global demand for motor vehicles, the latter impacted the ability of key OEM’s to meet existing global demand. Both served to highlight the strategic importance of raising the visibility of the Supply Chain, calling forgreater scrutiny of Supply Chain Risk and the need for greater collaboration between OEM’s and Suppliers.

Traditionally, Supply Chain Risk Man-agement focused on key suppliers making the biggest value contribution to the manufacturing process (tradition-ally Tier 1 and 2). It must be recognised, however, that even lower value suppli-ers or those possibly not central to the core product platform could haveequally detrimental effects on overall supply. Many stakeholders along the supply chain may not necessarily know who their high risk suppliers are. They may not have expended the time to

identify where their supply chain is at risk or haven’t defined this comprehen-sively enough.

A further potential ticking time bomb is the financial stability of suppliers. Given current financial and macro-economic conditions, there is every reason to elevate the scrutiny of this risk factor, not only from an OEM perspective, but also from the supplier’s perspective – in terms of genuine self reflection on their own financial viability and sustainabil-ity. Analysis should not be limited to financial data alone. Leading risk indica-tors from operational and reputational areas such as governance, treasury, and ethics can also signal both potential problems and opportunities that may not always surface if the financials are viewedin isolation.

Identifying risk or instability does not inherently mean a swift reshuffle of the supply chain.

Each assessment should be based on its merits. An OEM, for instance, may

seek to support the supplier concerned in the interests of not disrupting supply. Alternatively, they may take more of a controlling/directive function in the supplier’s activities to manage it back to stability. Regardless of the approach adopted, it is essential for manufactur-ers to identify if such companies are in their supply chains and take the relevant steps to de-risk.

In conclusion, companies throughout the a utomotive supply chain should seek to work collaboratively with key partners and suppliers to plan and exercise contingency arrangements. In so doing, they will get a far deeper un-derstanding of their supply chains with a view to enhancing their fundamental strengths and addressing weaknesses they might have overlooked in better times. Whilst concepts like ‘lean’ and ‘just in time’ have traditionally been the cornerstones of this sector, appropri-ate risk assessment of the entire supply chain will highlight the fine line between ‘just in time’ and ‘just not there’.

We have often run stories in this magazine on how critical a company’s supply chain management is - a fact that was highlighted only too well in 2011 by the Japanese nuclear disaster, earthquakes and volcano ash clouds. But its really only when a problem arises that many businesses start reacting - in true ‘putting out fire’ style - to their poor planning.

Now however, is the time to start reassessing. The following two articles indicate the ‘how’s’ and ‘why’s’. The ‘when’ is up to you.

1. Supply chain visibility - Richard Rettenbacher

How healthy is your supply chain?

PAGE 48 Richard Rettenbacher is the Eastern Cape Automotive Advisory for PricewaterhouseCoopers.

Evolution Time Critical, a specialist company involved in emergency lo-

gistics for the automotive industry, has welcomed a report from the World Eco-nomic Forum calling for companies to develop stringent contingency plans to avoid the disruption caused by events such as the Japanese Tsunami. The re-port entitled “New Models for Address-ing Supply Chain and Transport Risk”, identifies best practices for the global supply chain, highlighting the challeng-es faced by the supply chain in 2012, and encourages managers to learn specific lessons from the disruptions of 2011. “The World Economic Forum report confirms our findings from working with those affected at the time,” said Evolution Time Critical MD Brad Bren-nan. “It makes valuable suggestions for

improving supply chain robustness in vulnerable regions. The main lesson that supply chain managers have to learn from 2011, and the Japanese disaster in particular, is that they need deeper and much more rigorous contingency plans. After a difficult year, strengthening supply chain is a top priority for senior management.” The World Economic Forum also surveyed 55 individuals from a variety of backgrounds including logistics, automotive, aviation and government. Over 90% of the CEOs questioned agreed that the global supply chain has become a higher priority. CEOs also recognised the increased interdepen-dencies within the automotive, aviation and logistics industries.

“Our internal data complements the findings from the World Economic Forum; we have seen a significant in-crease in the number of non-automotive clients using our contingency planning services in the past year,” said Brennan. “For a long time, the automotive indus-try has led the way with supply chain resilience and now other industries are adopting these best practices.” The 26 page report highlights five key recommendations for business and government: 1) To create a universal understanding

of risk and risk management 2) To explicitly assess supply chain and

transport risks as part of procure-ment, management and governance processes

2. WEF calls on companies to develop contingency plans

BMW in New EV ProjectBMW has announced that its head office in Munich will be the lead manager of a joint project aimed at develop-ing electric vehicles powered by electricity from renewable energy sources that – unlike previous projects – are neither too heavy nor too expensive, while still meeting mass-mar-ket safety requirements.

Other members of the Visio.M project team include scientists at the Tech-nische Universi-taet Muen-chen (TUM), as well as engineers from the automotive industry and many others. The project is funded by the Ger-man Federal Ministry for Education and Research (BMBF).

The team will be using the electric vehicle prototype MUTE developed by the TU Muenchen as their test carrier to ex-plore innovations and new technologies for vehicle safety, propulsion, energy storage, and operational concepts for implementation under the framework requirements of large-scale production. Of course, special attention will be given to safety-related design issues.

PAGE 49


3) To develop trusted networks of suppliers, customers, competitors and governments focused on risk management

4) To improve network risk visibility through two-way information shar-ing and collaborative development of standardised risk assessment and quantification tools

5) To improve pre- and post-event com-munication on systemic disruptions.

The report also highlighted the recent trends in supply chains and assessed their risk impact. The risk of ‘Speciali-sation’ was highlighted, if production of a single component is concentrated in a single geographical area, major disruption will occur as a result of local events. It highlighted the growth of lean

processes, including single sourcing and reduction in buffer stock, warning that although efficiency is improved initially, it does require a strong con-tingency plan as fewer alternatives are available in case of disruption. The past twelve months has seen nu-merous significant disruptions, including natural disasters, violent political unrest and economic disruptions. Despite increased analysis of the supply chain, it would be impossible for a single busi-ness or government to guard against these issues, instead the WEF suggests that: “The goal is not to predict what or when but instead be prepared and able to respond in an informed and planned manner to minimise the impact of a disruption”. Manufacturers in the auto-motive and other industries appear to

be taking this on board, with Evolution Time Critical seeing an increasing num-ber of clients requesting pre-emptive disruption contingency planning. “Manufacturers are now taking a mana-gerial interest in the entire supply chain and adjusting their strategies to spread that risk, previously a Tier Three or even a Tier Two may be invisible to the manufacturer,” said Brennan. “We are increasingly working deeper in the sup-ply chain and at an earlier stage. As we have seen in the past twelve months, we cannot prevent supply chain disrup-tion, it’s a fact of life, but we can offer comprehensive contingency planning to ensure that the impact of any disrup-tion, be it reputational or financial, is minimised.”

PAGE 50

The Sewells Group – a training and business management consulting

company focused on the automotive retail sector – recently commented that it had noticed how many more deal-ers were using training to enhance the calibre of their staff. This, says Sewells Group MD Tania Barlow, was especially true for Business and Financial Manag-ers and, according to Barlow, is primar-ily due to the highly competitive vehi-cle market and more sophisticated - as well as increasingly more demanding - car buyers.

“We have seen interesting changes over the last five years in our training offering to dealer principals and their senior staff members,” says Barlow.

The company is now offering a number of training opportunities, including an Advanced Dealer Management (ADM)

programme, run through the company’s Financial & Insurance Business Manag-er Academy (FIBMA). The course starts in June and registration is now open.

FIBMA offers a combination of on-line learning and group facilitation (when requested) which, according to Barlow, delivers a holistic development ap-proach, including a personal develop-ment component.

“Also, successful candidates at the Academy emerge with the appropriate combination of NQF (National Qualifica-tion Framework) credits and are then fully FAIS compliant (in terms of the Fi-nancial Advisory and Intermediary Ser-vices Act). The Academy also provides for FETC qualifications (Further Educa-tion and Training Certificates) which cover a wide spectrum of prescribed and voluntary courses for applicants.

If you enter our ADM programme you can literally learn how to become a Motor Dealer Principal – the top person in a highly complex and challenging business.”

The ADM programme offers:

• 150contacthoursofintensive,fo-cused management instruction (seven clusters over 10 months).

• Leadingindustryandsubjectmatterexpert facilitators.

• Exposuretoauniqueline-upofguestspeakers.

• Businessvisits,casestudiesandworkplace assignments.

• Insightintointernationalbestpractices.

Registration open for ADM programme

PAGE 51


Microchipped Tyres

Goodyear has made public its first com-mercial use of microchips in truck tyres

– the Regional RHT II RFID (Radio Frequen-cy Identity) 435/50R19.5 trailer tyre. Embed-ded with a microchip, this new tyre is aimed at helping fleet operators to reduce downtime, improve tyre management and security, and has already won acclaim in Latin America.

The new RFID technology allows for easy and fast identification of individual tyres, simply by using a hand-held scanner and pass-ing it around the tyre sidewall. The informa-tion is then accurately recorded and can be compared to previous scans, to ensure that tyres are properly looked after and monitored throughout their lifespan, and easily highlight-ed if stolen.

The microchip is built into the tyre on the as-sembly line and is programmed with a unique code that identifies the tyre, enabling a hand-held reader to see the type and size of the tyre as well as its unique identity number.

“The new tyres offer us significant benefits,” said Bart van Rens, Fleet Control Manager for Ewals Cargo Care, a European lead-ing logistics provider. “The RFID speeds-up maintenance as it allows us to very quickly and

accurately identify the tyres. It also will reduce the problem of tyres being stolen from our trailers.

Regular tyre maintenance for the company is a simple prpocess. The operator scans the tyre with a hand-held reader, the tyre is automati-cally identified from its microchip, and as the tyre pressure gauge and tread depth gauge are both linked to the same system by Bluetooth, their readings are automatically recorded for that tyre.

“Because the RFID microchip is built into the tyre, it cannot be removed without destroying the tyre. This means that thieves are not able to disguise the origin of these tyres and will avoid stealing any with RFID logos on the side-wall. We are discussing with Goodyear a way of more visibly identifying these tyres so that the thieves avoid them,” concludes van Rens.

Unfortunately the tyre is not yet in use within South Africa – but this could change. “This technology is not currently available in South Africa and sub-Saharan Africa. As fleets on the continent move towards these large super single tyre sizes (however), this technology could be made available to them.”

INN

OVAT

ION

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INNOVATIONS AutoForum - May 2012

The latest automotive technology

Subaru debuts newEyeSight system

Subaru in the US recently announced the debut of its newest safety assistance system – EyeSight – which made its first appearance at the New York Inter-

national Auto Show on the 2013 Legacy and Outback models. The product will be rolled out to other models in the range in the near future.

The EyeSight system combines adaptive cruise control, pre-collision braking, and vehicle lane departure warning, and is also able to detect obstacles in front of a parked car allowing it to limit potential damage in an impact.

It works by virtue of two charge-coupled device (CCD) cameras developed by the automaker, which are mounted inside the car on the upper edge of the windshield – meaning lowered potential damage than in a bumper-mounted system, such as radar. It processes stereo images to identify vehicles travelling in front, as well as obstacles, traffic lanes and other items. The video information is relayed to the EyeSight computer, which is also networked with the car’s braking system and electronic throttle control. It works to detect pedestrians and other objects in the vehicle’s path and can activate in order to mitigate or even avoid the collision. When necessary, the system can even bring the car to a complete stop, should the driver fail to brake in time.

By monitoring traffic lane markers and lines, it can also detect if the car begins to wander outside the intended lane without a turn signal being used, or if the car begins to sway within the travel lane. Using the turn signal cancels the warning.

EyeSight’s Adaptive Cruise Control system is intended for use on highways, and can maintain a safe distance from the vehicle in front, braking and/or accelerating the car as needed to maintain the driver-selected target speed and traveling dis-tance. It also assists the driver in heavy “stop and go” freeway traffic by maintaining distance from the vehicle ahead, which - its makers say - reduces driver fatigue.

The technology can also help reduce collision damages by cutting the throttle when it senses an obstacle in front, but the accelerator pedal continues to be pushed. The system is even effective when a driver shifts into ‘Drive’ inadvertently instead of ‘Re-verse’ when reversing out of a parking space. The stereo camera design of EyeSight provides a detection angle wider than that of radar-based systems.

PAGE 53

P00055.indd 1 2012/01/26 1:59 PM


COM

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ContAminAtion – yeChhhhh! - Dave Scott

Modern diesel powered trucks hate contaminants - the tolerances are

extremely fine with injection pressures around 20 00 bar, where fuel must be fil-tered down to 2 micron. But audits of criti-cal fluids – fuel, oil, engine coolant, hydrau-lic and brake fluid – reveal that storage and dispensing leave one in no doubt that this is where the problem starts. The benefits of ‘working clean’ are extensive, so then, why are there so many sloppy fleets when it comes to housekeeping?

Failure analysis expert, Patrick Swan, ob-serves: “Dirt doesn’t lubricate; we all know

that, so why do international studies show that system contamination accounts for approxi-mately 50% of all equipment ‘loss of useful-ness’ or failures?”

All the advantages in new diesel engines of us-ing a synthetic lubricant, plus extended drain intervals that go with it, are lost in contami-nated work practices, in combination with poor storage and handling. For example, where is oil most often stored? Usually it’s upright in the corner of a yard and exposed to weather. Swan points out that oil drums should never be stored outside standing upright. As the drums breathe, moisture in the air, or worse,

A dirty steel jug for engine topping up stands unprotected in the open next to a locked oil

drum fitted with a dispensing tap. Apart from environmental spills, this is a prime source of

engine contamination.

Dave Scott is a member of the S.A. Guild of Motoring Journalists, and is a monthly contributor to the press on transport and trucking related

subjects. In 2002 and 2003 Dave Scott was the S.A. Guild of Motoring Journalists winner of the category ‘Business Motoring’. As a member of the S.A. Institute of Tribology he takes a keen interest in the application of lubricants to road transport maintenance and the cost of ownership.

His key writing focus is on fleet management including the technology of trucks and road transport.

PAGE 54

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water on the top of the drum, enter the drum contaminating the lubricant.

Coolant contamination comes from topping up with tap water. Most often tap water contains trace elements that conflict with coolants and, in any case, topping up with tap water contaminates through coolant dilution – the correct ratio is 50:50 of water with an approved OEM coolant.

Removing a grime-encased level-check plug prior to cleaning and sticking a dirty finger into the plug hole to check the level is just ‘the pits’ – the highest form of contamination with the lowest degree of care. And that’s why the new Eaton UltraShift transmission incorpo-rates a sight-glass on the side of the gearbox that allows a techie to visually inspect the oil level without the pos-sibility of contamination – this also is a time saver. Needless to say, sight-glass systems have not enjoyed a good reputation through ‘browning’ with age, chemicals and heat, becoming opaque and useless. Apparently the sight-glass

material used in the Eaton UltraShift transmission has special properties that resist opaqueness and has been well-tested to prove the continued use of this system. Eventually all lubricant level checks should go this way.

An engine oil dipstick is another area where evil is practiced and contamina-tion introduced. Sealed systems that rely on electronic warning and sufficient capacity between the maximum recom-mended and lowest level are the way to go. Never mind a dirty dipstick rag, the problem is compounded by overfilling.

Water is poison to modern injection equipment. But nearly all diesel fuel pumps are totally exposed to rain and trucks get filled in all weather condi-tions. Just to multiply the presence of H20, bulk fuel storage tanks generally have no filtration on their breathers. The lack of consistent checks for the presence of water in bulk fuel storage enhances the growth of hydrocarbon utilising micro-organisms – better known as ‘humbugs’. This causes the

development of mucky sludge at the bottom of diesel tanks where diesel fuel meets water to promote the growth of humbugs.

Of course, all of this plays into the hands of ‘snake oil doctors’ who seize the opportunity to apply a wonder cure for sheer lack of hygiene and discipline. Adding ‘snake oil’ most often worsens a case of contamination as these po-tions conflict with the additive balance in carefully formulated lubricants and diesel fuel.

Swan concludes: “The highest source by far of build-in contaminants over the life of a machine is introduced during routine maintenance and repairs. Every time a machine is opened some dirt is introduced, either from the hands of the maintenance staff or from the parts being fitted, regardless of whether the parts are new or have just been removed. High standards of cleanliness should always be observed during any maintenance or repair work.”

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PAGE 56

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AutoForum - May 2012COMMERCIAL VEHICLES

the Green bAnd ConSPirACy - Dave Scott

It’s worth re-stating the fuel saving principle of engine retardation equip-

ment – it’s a fuel saver simply be-cause fuel supply to the engine is cut off when an exhaust brake or cylinder-head engine brake is engaged. A com-bustion stroke is not required when these devices are operating.

Bosch Automotive Handbook points out that: “The wheel brakes used in passenger cars and commercial vehicles are not designed for continu-ous retarding operation. In a prolonged period of braking (e.g. when driving downhill) the brakes can be thermally overloaded causing a reduction in braking effect. (“fading”).” The hand-book continues: “Vehicles with high permissible total weight are frequently fitted with a wear-free supplementary braking system (retarder) in addition to their normal wheel brakes.” Virtually every truck in South Africa over 5,000kg

gross vehicle mass (GVM) is equipped with an exhaust brake, while trucks

and truck tractors over 40,000kg gross combination mass (GCM) pulling trail-ers are equipped with an engine brake or independent hydraulic retarder, and often all three types.

Exhaust brakes and engine brakes differ greatly. The exhaust brake oper-ates via a butterfly valve in the exhaust system, while an engine brake operates off the cylinder head through control of the engine valves. It’s a well-known fact that exhaust brakes do not provide as much retardation as engine brakes and that’s why trucks with a high GCM make use of an engine brake instead of the exhaust brake alone. As someone wryly observed: “An exhaust brake is just a noise-conversion device!”

UD Trucks new generation Quon is a prime example of - when in retarda-tion mode - an engine brake works better with rpm and the green band is

Everyone is so busy controlling engine revs to save fuel that many overlook the importance of rpm in retardation – especially with certain types of engine brake. Another fact is that many truck operators are not measuring trip use of retarda-tion systems – it’s a fuel saver! See AutoForum March 2012 pages 52-53 where we state:

‘Do not go out of the green band seems to be a universal instruction in monitoring engine revs. But there are times to go ‘beyond the green’.’

Being completely limited to staying inside the green band on a truck engine rev-counter is a conspiracy of ignorance.

PAGE 58

not enough. The 12,777cc GH13 Group Engine produces a maximum torque of 2448Nm between 1050 and 1400rpm. A new Extra Engine Brake or EEB is incorporated into the engine design, specifically utilising both engine exhaust and compression strokes to slow the vehicle down. The EEB provides 1470Nm of braking torque at 2300rpm (redline is at 2100rpm) – well beyond the 1050-1400rpm green band. The message is clear – if you want the best retardation effect from your UD Quon then ‘get out of green’.

Most truck rev counters are marked green within the maximum torque area and drivers are instructed to stay inside the green zone - it sounds like Baghdad during the US armed forces’ occupation. This also simplifies fleet tracking parameters where engine revs, excessive idling, over-speeding and harsh braking are monitored. In fact, going out of the green band becomes a penalty for most. But running ‘beyond the green’ down South Africa’s escarp-ment is vital for safety and the life of foundation brakes. If drivers are not allowed to use retarders to their full effect, then ignorance rules the day about how an engine brake or hydraulic retarder really works.

The best known engine brake is popularly called a ‘Jake Brake’, the brand being a Jacobs Brake. This cylinder-head engine brake is famous for its very loud ‘growl’ when operated on the old Cummins engines – the ‘growl’ was a serious noise pollutant of the past. Today they are silent, much to the disappointment of truck drivers who loved the looks they got when operating a ‘Jake Brake’. The ‘Jake’, however loves rpm for efficiency and this applies to modern Hino 700 Series, the extra-heavy Fuso range and to the Detroit Diesel powered Freightliners, to name a few models using a Jacobs Brake retarder.

Hydraulic retarders also need rpm to cool the heat gener-ated during retardation. Too slow rpm when applying a gearbox retarder will build up heat that the engine cooling system has to dissipate.

Why do transport managers then become so restrictive over the green zone on a rev counter? It’s the fear of an engine over-rev that makes this rule the day. Knowing the route is part of the solution. There are a couple of long declines on the N3 - van Reenen’s pass and Town Hill in Pieter-maritzburg being the most significant - and they must be managed with maximum efficiency. One can track this on any specific route and establish why a driver is beyond the green at that time.

How many tracking systems out there are being restric-tive and missing the advantages that retarder technology can provide? Getting the maximum life from foundation brakes, while arriving at the best on-road safety standards, lowest fuel consumption and least driver fatigue requires understanding how to manage retardation systems and not fall prey to the ‘green band conspiracy’. This also places big demands on driver training – that’s really the massive challenge.

PAGE 59

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AAMA’s Partinform show visited the Free State town of Bloemfontein in April. The format of a social and informative evening appears to continue to be successful for the group and, as always, the events are well worth attending.

To avoid missing out, make sure you get to the next show in your area:Tzaneen 8 MayNelspruit 12 JuneErmelo 10 JulyUpington 14 AugustZambia 4 SeptemberOudtshoorn 16 OctoberSoweto 6 November

PartinformBloemfontein

PAGE 60

PartinformBloemfontein

PAGE 61

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AutoForum - May 2012New Releases AutoForum - May 2012 www.AutoForum.co.za

New rubber compound belts mean quieter operation and more powerGoodyear Engineered Products recently announced that it has developed a new rubber compound for use in its Falcon HTC synchronous belts, which promises ground-breaking tensile strength, comparable to that of a steel chain. The compound also means low-speed, high-torque performance that can transfer up to 30% more power.

As local Marketing Manager Paul van Zyl, explains: “This means our customers can enjoy longer-lasting belts, lower belt maintenance, and up to 6dB of quieter operation. The Falcon HTC is further exceptionally apt for today’s modern and efficiency-driven drives with a power transfer of up to 98%.”

The new rubber compounds accommodate for back-side idler applications and are more resistant to chemi-cal and oil breakdown. They also feature static conduc-tivity and resistance to both flex and fatigue, as well as high operating temperatures.

Van Zyl continues: “The Falcon HTC was rated for con-tinuous operation at 98° Celcius, which makes it suit-able to a very wide range of operating environments, such as automotive and other mechanical systems. Our MaximizerPro drive selection analysis programme can further help pinpoint and optimise inefficient compo-nents within drive systems, helping us to deliver the best possible drive system power transfer technologies to each customer.”

For more information contact: Mr Paul Van Zyl, Tel: 011 248 9400.

New Stercool dual piston recovery machineMacs has announced the release of a new quality product to join the Macscool lineup - the Stercool dual piston recovery machine with oil separator and filter drier. The new product offers the fol-lowing benefits:

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• Safetyhighpres-sure switch

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The unit offers the largest volume recov-ery rate in the market, and is for use with all refrigerants, includ-ing R410A. It boasts an injection moulded high density polythene case for maximum durability, large eco-nomically positioned gauges for easy reading and a front cover with built-in bumper guards to reduce damage to the control knobs.

For more information, contact your nearest Macs sales office, or [email protected], +2711 4980700 or visit the website at www.macsauto.co.za.

Falcon HTC Drive System Advanced rubber technology and effective teeth designs mean the Falcon HTC trans-fers more power for greater efficiencies.

PAGE 62


Koito off-road lighting now in SATrysome is now the sole distributor of the advanced off-road lighting brand Koito – which is great news for serious off-road drivers and their parts suppliers.

Trysome stocks three part numbers in the Japanese-made range: the SDB-210HBS with 180mm lens; the SDB-160HBS with 134mm lens and the SDB-120HBS with 100mm lens. All three lamp sets sport a precision de-sign and the Free Curve reflector that uses the whole reflector and boasts outstanding smoothness and heat resistantance. It ef-ficiently reflects light thanks to the vaporised aluminium applied to the reflector surface.

Die-hard off-road drivers are promised to be smitten with the lamp that offers a spot beam able to illuminate approximately 260m ahead, with a concen-trated lighting pattern and a driving beam wide enough to supplement vehicle headlights by illu-minating the entire surface in front of the vehicle. The SDB-210HBS has an internal light frame to protect the lamp and a stone guard to protect the lens against the vibration and shock generated by aggressive off-road driving. The body is constructed of a poly-carbonate resin which has excellent impact resistance.

The SDB-210HBS is also equipped with a weather-resistant rubber seal to help pro-tect the lamp integrity. The hardened glass lens gives excellent heat and thermal shock resistance, strength and translucency. The top of the range lamp boasts a maximum bright-ness 200 000cd and an output of 100/90W. The lamp illumination angle can be adjusted to 15 degrees up or down to fine-tune the light pattern.

This range of Koito dual-beam lamps has many applications including off-road, adven-ture off-road, utility, construction, fire & rescue and OEM.

For more information contact Lesley on 011 823 5650.

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New Releases AutoForum - May 2012 www.AutoForum.co.za

After-Marketplace DirectoryTo advertise your listing in AutoForum After-Marketplace Directory

Contact us on 011 466 3733 or Email: [email protected]

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AutoZone Aftermarket Parts & Accessories 0861 122 111Bosch Parts, Accessories & Batteries 011 651 9600First National Battery Industrial & Automotive Batteries 011 741 3600MED Motor Electro Diesel AutoElectrical Components & Accessories 021 505 4000Parts Incorporated Africa Automotive Components & Accessories 011 879 6000Trysome Auto Electrical Parts, Accessories & Batteries 011 823 5650AIR CONDITIONING

Highveld Garage Equipment Air Conditioning Specialists 012 330 0540Macs Automotive Air Conditioning Equipment 011 498 0700Snap-on Equipment Diagnostics Equipment 0861 762 766BODY REPAIR EQUIPMENT

Aer-O-Cure Spray Booths, Chassis Straighteners & Welding Equipment 011 444 6454

Motor Merchandise Consumables 086 010 1317CLEANING EQUIPMENT

AutoZone Aftermarket Parts & Accessories 0861 122 111Highveld Garage Equipment Pressure Washers & Vacuum Cleaners 012 330 0540Motor Merchandise Consumables 086 010 1317DIAGNOSTIC EQUIPMENT

Aer-O-Cure Electronic Chassis Straighteners 011 444 6454Beissbarth Wheel Alignment Equipment 011 651 9600Bosch Diagnostic Equipment 011 651 9600Diesel Electric Aftermarket Parts & Accessories 08600 03227Highveld Garage Equipment Engine Analyser & Diagnostic Scanners 012 330 0540Macs Automotive Air Conditioning Diagnostic Equipment 011 498 0700NAPA/Midas Group Aftermarket Parts & Accessories 011 879 6000Snap-on Diagnostics Diagnostics Equipment 0861 762 766Wheelquip Wheel Alignment Equipment 021 949 0010FLOORING

Tuff Floors Industrial Interlocking Floors 011 873 1292GARAGE EQUIPMENT & TOOLS

Aer-O-Cure Tools & Garage Equipment 011 444 6454AutoZone Aftermarket Parts & Accessories 0861 122 111Beissbarth Wheel Alignment Equipment 011 651 9600Bosch Diagnostic Equipment 011 651 9600Diesel Electric Aftermarket Parts & Accessories 08600 03227Highveld Garage Equipment Tyre & Lifting Equipment & Tools 012 330 0540Hofmann Megaplan Complete Range of Garage Equipment 011 472 7279/5954Integrated Marketing Sales, Service & Repairs to all Equipment 011 974 2202/3Ital Machinery Brake & Clutch Machinery 011 483 3737John Bean - Snap-on Equipment Wheel Service Equipment 0861 762 766Macs Automotive Air Conditioning Equipment 011 498 0700Motor Merchandise Consumables 086 010 1317NAPA/Midas Group Aftermarket Parts & Accessories 011 879 6000Snap-on Tools Tools & Garage Equipment 0861 762 766Wheelquip Wheel Service Equipment 021 949 0010PARTS MANUFACTURERS & DISTRIBUTORS

Alert Engine Parts Distributors of Quality Parts 021 590 8250Alfa Brake Drums & Discs Brake Drums & Discs 011 608 0801/3AUDI Parts Genuine OE Parts 086 043 4838AutoZone Aftermarket Parts & Accessories 0861 122 111Bosch Parts, Accessories & Batteries 011 651 9600Diesel Electric Aftermarket Parts & Accessories 08600 03227First National Battery Industrial & Automotive Batteries 011 741 3600GM South Africa Aftermarket Parts & Accessories 080 042 2777Macs Automotive Air Conditioning components 011 498 0700MED Motor Electro Diesel AutoElectrical Components & Accessories 021 505 4000Midas Aftermarket Parts & Accessories 011 879 6000NAPA/Midas Group Aftermarket Parts & Accessories 011 879 6000Partquip Steering, Suspension & Driveline components 011 634 7600Parts Incorporated Africa Automotive Components & Accessories 011 879 6000RAM Belts & Hoses 011 248 9400SABAT Batteries 08600 SABATSafeline Brake Pads 011 549 7333Tenneco/Monroe Shock Absorbers 011 574 5603Trysome Auto Electrical Electrical Parts, Accessories & Batteries 011 823 5650VW Parts Genuine OE Parts 086 043 4737U D Trucks Genuine OE Parts & Vehicles 0800 008 800SERVICES

Auto Cosmos - Electrolog Electronic Parts (Electrical) Catalogue 012 327 6210Bosch Automotive Training Courses 011 651 9600

Diesel Electric Aftermarket Parts & Accessories, Vehicle Service & Repair 08600 03227

MED Motor Electro Diesel AutoElectrical Training Courses & Catalogue 021 505 4000Misa Staffing Association 011 678 6328Technica Automotive Training Courses 011 879 6065Trade Fair Travel Travel Packages 031 916 1414

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AutoForum May 2012

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