ReMaTecNews | FEBRUARY 2017

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February / March 2017

REMANUFACTURING INTERNATIONAL

Additive Manufacturing: Is 3D printing future or fantasy for reman?

Also

Caterpillar: inside the world’s biggest reman operation

Why doesn’t reman want to talk about Donald Trump?

R

Viewpoint: ‘Auto industry facing greatest upheaval in its history’

Go EG to IS T an www RA d .

Re ge rem TIO Ma t y at N Te our ec.c IS c2 e o O 01 -tic m/ PE 7 ket reg N! no to is ter w!

ReMaTec Innovation Awards: find out what category your product could enter

EDITORIAL

‘3D printing, Innovation Awards, Donald Trump, ReMaTec 2017, Caterpillar, ROTY nominations – there’s something for everyone in this issue’

W

elcome to the first ReMaTecNews of 2017. Additive manufacturing is the focus of this issue: we’ve taken the opportunity to ask a variety of experts just how they think that remanufacturing companies might be able to use this exciting new technology, both now and in the future.

Innovations such as 3D printing are undeniably exciting - but opinion is mixed on how reman might be able to use them. Speaking of innovation: ReMaTec’s Innovation Awards are open for entries.

This is a golden opportunity for you to bring your products to a wider audience – so find out how to enter on p15.

Elsewhere in the magazine, we all know

that remanufacturing tends to be made up of smaller companies. So how does the biggest reman operation in the world run? We asked Caterpillar and our revealing interview starts on p12. Pos Service Holland may be a less wellknown name – but the story of how this Dutch family firm is reaching all round the world (p20) is an inspiring one.

Ah yes, and it won’t have escaped your attention that the US has a new president who has pledged to put ‘America first’. We ask what this might mean for reman – and what surprised us most was how few people were willing to talk about Donald Trump on the record. However, not everyone refused: and their words (p16) make fascinating reading.

By the way, nominations for the Remanufacturer of the Year 2017 are now open – please get involved by telling us which individual or company you think deserves this prestigious award. All the details are on p6. And as ever in ReMaTecNews, two trade associations give us the benefit of their wisdom: APRA Europe (p28) talks about the opportunities offered by new reman processes, while FIRM (p29) warns garages to beware of customers bringing their own parts.

It’s no secret that we want ReMaTecNews to be as responsive as possible: since news is always moving, don’t forget that you can keep on top of the latest developments in our industry while you are on the go by downloading the new, improved ReMaTecNews app today. Finally, please remember that registration for ReMaTec 2017 in Amsterdam on 18-20 June is now open – please go to www.rematec.com to register your visit. There will be more news about the event in the next issue of ReMaTecNews. But for now, happy reading…

Adam Hill Editor

Email your comments and stories to editorial@rematecnews.com

Published by RAI Amsterdam B.V. P.O. Box 77777, 1070 MS Amsterdam The Netherlands In association with Route2Market Editor Adam Hill editorial@rematecnews.com Phone: +44 (0)7931 502947 Route One Publishing Managing Director Andrew Barriball abarriball@ropl.com Project Manager Sarah Biswell rematec@ropl.com Phone: +44 (0)1322 612078 Contributors in this issue Pankaj Arora, Horst Binnig, Evelien Feijen, Denise Rondini, Volker Schittenhelm, Rolf Steinhilper, Fernand Weiland Marketing Communications & PR Evelien Feijen e.feijen@rai.nl Phone: +31 (0)20 54915 81 Advertising Sales Yorien de Ruijter Phone: +31 (0)20 5493075 Fax: +31 (0)20 5491889 advertising@ReMaTecnews.com Publisher Nynke Lipsius - Mulder (responsible under Dutch Press Law) n.lipsius-mulder@rai.nl Design, Production & Printing Route One Publishing Ltd Copyright RAI Amsterdam, Amsterdam, The Netherlands Reproduction No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopied, or otherwise, without the prior written permission of the publisher, RAI Amsterdam B.V. Subscription magazine & eNewsletter www.ReMaTecNews.com Change of address info@ReMaTecNews.com ReMaTecNews online www.ReMaTecNews.com Circulation Approx.13,500 readers per edition.

The magazine is delivered on a controlled circulation basis to recipients in Western Europe, Eastern Europe, Africa, North America, South America and Asia.

ReMaTecNews

03

Is Non-Destructive Cleaning Critical?

ARMEX Is The Only Choice

Before

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After

CONTENTS

Why doesn’t reman want to talk about Donald Trump?

Innovation Awards: enter now!

If you have an innovative product which has not been seen by the reman industry before, then ReMaTec’s new awards scheme is just the platform to bring it to a wider audience

We expected strong and diverse opinions on whether the new US president would be good or bad for reman – but what we got was... silence

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15

25

COVER STORY Additive Manufacturing Remarkable developments such as 3D printing have moved out of the lab and into the workplace: our experts discuss what reman will be able to make of this new technology

Cat Reman interview

06

24

19

28

20

29

23

30

News ReMaTec Remanufacturer of the Year nominations, the role that car component reman could play in a €135 billion investment in Europe, plus the formation of Nexus North America

Caterpillar is not just an OEM - it has the largest reman operation in the world too. But Cat Reman boss Tana Utley sees synergy, not tension, between the two

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Vox Pop The big question this issue is whether additive manufacturing represents the future for remanufacturing companies across the board

Company profile Via an HQ near Amsterdam, Pos Service Holland reaches from Johannesburg to Shanghai – with reman supporting its global starter and alternator business

Viewpoint

‘The auto industry is facing the greatest upheaval in its history – it must rise to the challenge,’ says Horst Binnig of Rheinmetall Automotive

ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

Notes & Comment The world’s first MBA in the circular economy has reman running through it and is attracting interest from businesses as well as students

APRA Bayreuth University pioneers have won an innovation award for work on steerable LED headlights: Rolf Steinhilper explains what opportunities this creates

FIRM If customers want engine repairs done with parts they have brought along themselves, then garages need to understand exactly what they could be getting into

Diary Your guide to the shows and events which are happening around the world

ReMaTecNews

05

NEWS

REMANUFACTURER OF THE YEAR 2017: NOMINATIONS! Nominations are now open for the ReMaTec Remanufacturer of the Year 2017. The winner, which will be chosen by a panel of reman industry experts, will be announced in Amsterdam in June at ReMaTec 2017. The ROTY Award is the most prestigious in the industry, and goes to an individual or company deemed to have served the reman sector

with distinction. Founded in 2005, this major accolade recognises outstanding contributions to automotive and heavy duty reman. Past winners have included those who have made a real difference to their business or who have shown a continually excellent performance in their work over a long period. They are judged on criteria which include technical excellence, commitment to quality, impact on the reman industry and customer service.

• Please email your nominations to e.feijen@rai.nl

Car component reman ‘part of €135 billion investment’ Ramping up the remanufacturing of car parts and producing zero-emission cars with reusable components will help to create billions of euros of investment in Europe, according to a new report. It suggests that those two actions could be part of activities that will create growth in mobility that could be worth €135 billion by 2025. Launched at the World Economic Forum in Davos, Switzerland, Growth From Within is produced by SYSTEMIQ in collaboration with the Ellen MacArthur

New roles at WAI

WAI’s Christine Smith

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Foundation and argues that scaling up the circular economy offers opportunities totalling €320 billion across the continent. While transport offers the lion’s share, the built environment (€115

billion) and food (€70 billion) are the other areas targeted by the research. Together, the three areas account for 60% of European household spending and 80% of resource use, and the report identifies investment ‘hot spots’ to create an additional 7% GDP growth, reduce raw material consumption by an additional 10%, and produce 17% lower annual CO2 emissions, “compared with the current development path”.

WAI has hired two new senior staff in communications and finance.

Christine Smith has joined WAI’s US division as marketing and communications manager, while Kelvin Goh has been named global corporate controller. Based in Florida, Smith’s remit is to implement a global marketing strategy promoting the WAI brand and building awareness of new and existing products and services. “The automotive industry is a challenging environment and we have the opportunity at WAI to effectively convey the power of WAI, its heritage, brand and products,” she says. Smith joins from a sales and technology background, having previously worked at companies including API, Gatekeeper Business Solutions and Universal Health Services. Meanwhile, Goh has come from Columbus McKinnon Corporation, where he was director of finance for its Asia Pacific Division.

Deena Lee, senior vice president of Finance and Process Improvement says Goh is a strong fit “due to WAI’s rapid business development outside of the US, in addition to our continued manufacturing expansion in Asia”. WAI recently opened a 300,000 square foot production site in Pinghu, China to expand capacity in rotating electrical and engine management parts and to serve as a distribution centre for the Asia Pacific region.

NEXUS NORTH AMERICA TAKES SHAPE The Automotive Distribution Network (ADN), Automotive Parts Associates (APA) and VIPAR Heavy Duty have announced the formation of NEXUS North America. It will be the partner in the region for global aftermarket trade group NEXUS Automotive International (N!), which the three organisations joined last March. President of the new entity is ADN’s David Prater, with Chris Baer, vice president, and Beth San Filippo as treasurer (both from VIPAR), while Gary Martin from APA is secretary. NEXUS members already serve on several N! committees and boards, including those for auto and truck global sourcing. The new arrangement is expected to allow greater co-operation in areas such as PDC opportunities, technology sharing and solutions, national fleets and global supplier relationships. “This agreement is exciting for all of us,” says Prater. “The ability to look at data efficiencies alone, in addition to discussing common solutions to everyday issues, makes our members anticipate great opportunities.” The group will hold ‘connecting days’ on May 21-24 in Atlanta, Georgia to meet current and prospective suppliers.

ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

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NEWS

BARBEAU RETIRES FROM TI AUTOMOTIVE

US targets reman efficiency A new initiative is targeting a 30% increase in efficiency of remanufacturing operations in the US over the next five years. The Golisano Institute for Sustainability (GIS), part of the Rochester Institute of Technology (RIT), has been chosen to play a key part in the US Department of Energy’s Manufacturing USA programme. GIS will lead the new Reducing Embodied-Energy and Decreasing Emissions (REMADE) Institute, a national coalition of universities and companies looking at clean energy initiatives. The institute

will concentrate on driving down costs of technologies essential to reman, reuse and recycling: its bold target is a 50% improvement in overall energy efficiency by 2027. Working under the RIT-led Sustainable Manufacturing Innovation Alliance (SMIA), it has $70 million of federal funding which will be matched by $70 million from the private sector.

“Cleaner production, clean tech and adoption of a circular economy are recognised as critical drivers to a prosperous future,” says GIS director Nabil Nasr, who will be chairman and

chief executive officer of SMIA and the REMADE initiative.

In addition to manufacturers and trade associations, those involved include Idaho National Lab, University of Illinois and three US states: New York, Colorado and Utah. “As the proud academic leader of the SMIA, we look forward to making a critical impact on US manufacturing by working collaboratively with our coalition partners in enabling improvements to the use of clean energy toward enhancing US manufacturing productivity,” adds RIT president Bill Destler.

Eaton brings FLEX to Canada

Dave Barbeau, managing director of global aftermarket for pump & module systems at TI Automotive, has retired after 40 years in the aftermarket sector. Before joining TI Automotive in

2014, Barbeau worked with several automotive parts companies, including Monroe Auto Equipment Company, ARA Automotive Group, APS Inc, Auto Parts Express and Delphi Automotive, where he was responsible for the global independent aftermarket business unit.

“It has been an honour to have been a part of this great industry for many years,” says Barbeau. “I have had the privilege of working with so many wonderful industry colleagues and serving the needs of customers around the globe.”

ROTY: CLARIFICATION Power management company Eaton has brought its FLEX reman transmissions to the Canadian market for the first time. Eaton says this means dealers can now offer two tiers of the company’s reman products: standard reman transmissions with clutch housings and FLEX reman transmissions with no clutch housings.

The FLEX brand includes a shipping cover and gasket that allows dealers to reuse existing housings, which should improve inventory flexibility since Eaton says the 18 FLEX part numbers represent approximately 90% of replacement transmission models sold in Canada. “FLEX

eliminates the need to stock the entire portfolio of Eaton replacement transmissions yet still allows participants to maintain a healthy inventory with a wide range of available torque ratings for multiple trucking applications,” says Bill Fouch, manager, aftermarket marketing, Eaton. “Fleets also benefit from the FLEX programme’s competitive pricing and enhanced access to the many models that are available through the programme.” Same day and next day shipments will take place from Eaton distribution centres in Airdrie, Alberta; Moncton, New Brunswick; and Ottawa and Brampton, Ontario.

Email your comments and stories to editorial@rematecnews.com

In the October/November 2016 issue of ReMaTecNews, the list of past winners of the Remanufacturer of the Year Award included Doug Wolma of Dana Corporation. Meritor has asked ReMaTecNews to clarify that Wolma was working for Meritor at the time he was given the ROTY award.

ReMaTecNews

09

NEWS

HONDA ‘SCOPE 3’ EMISSIONS TELL NEW STORY The carbon emissions of automotive manufacturers are significantly higher when all emissions related to their activities are taken into account, finds the ET Global Carbon Rankings. ET Index Research’s examination of carbon efficiency among the world’s 2,000 largest listed firms looks at ‘Scope 3’ emissions, which are over and above a company’s direct emissions – although few companies actually disclose these indirect emissions themselves.

Rheinmetall: electric parts ‘over half our sales by 2020’ Electric parts will account for more than half of German group Rheinmetall Automotive’s sales as early as 2020. That was the message from CEO Horst Binnig in a speech at the North American International Auto Show in Detroit. “If I take a look at the products we currently supply for the purpose of optimising the drive train on an I.C. engine and compare these with what we currently have in our development pipeline for future types of drive systems, I arrive at a substantial growth in value,” he says. “In terms of figures,

Rheinmetall electric coolant pump

this could be almost double our share of sales per unit. As early as 2020, electrification will account for over one half of our sales, comprising electric parts for I.C. engines as well as components for hybrids and electric cars.” The

company is currently working on castings for the battery holders of electric vehicles and on cooled aluminum housings for the electric drive units themselves.

Binnig emphasised that new propulsion systems pose a huge challenge for industry, with hybridisation and electromobility “redefining the classical relationship between manufacturers and their suppliers.” Yet despite the uncertainties, he insists there are more rewards than risks. l Viewpoint: ‘Auto industry is facing greatest upheaval in its history’, p23

Autoelectro claims winning formula “For example, Honda’s carbon intensity is 43 times higher when you consider consumer use of its vehicles and other Scope 3 emissions,” says Sam Gill, co-founder and chief executive of ET Index Research. “It is virtually impossible to imagine a scenario in which carbonintensive companies, across the entire value chain, are not penalised after the Paris Agreement.” Companies are certainly likely to come under greater pressure over carbon emissions in future following the signing of the Paris Agreement two years ago. The US is a signatory, although it is not yet clear whether new president Donald Trump will attempt to reverse the country’s position. l Why doesn’t reman want to talk about Donald Trump? p16

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Part number proliferation and technology are the two main factors which will support the future growth of reman, according to UK company Autoelectro. Nick Hood, UK sales manager at the Bradford-based remanufacturer of starter motors and alternators, insists reman will remain a cost-effective option. “Part number proliferation makes it harder to introduce new parts as the production run or batch size is smaller,” he suggests. “As a result, remanufacturing cores enables a supplier to introduce a part to range faster, as there is no minimum batch size required and is, therefore, sustainable if the volume remains low.” He cites the case of the Ford Transit, which in 2006 was specified with only one starter motor reference. This resulted in high volumes and

high batch sizes for new manufacture – yet by 2011 four starter motor options were available, thus reducing batch sizes and splitting volumes.

“Will a supplier of new units introduce all four?”

Hood continues. “Is making four lower batch size variants commercially viable for the tooling and production costs of new units, if most of the volume centres around two parts?”

Self-drive cars complicate reman A glimpse into a more complex world for reman has come via a new report from Frost & Sullivan. Executive Analysis of Self-learning Artificial Intelligence in Cars, Forecast to 2025 suggests that selflearning artificial intelligence (AI) in cars will create business opportunities for OEMs in

terms of licensing, partnerships and new mobility services.

“Technology companies are expected to be the new Tier 1 for OEMs for deeplearning technology,” says Frost & Sullivan intelligent mobility research analyst Sistla Raghuvamsi. “Google and NVIDIA will be key

companies within this space, dominating the market by 2025. Meanwhile, 13 OEMs will be investing over $7 billion in the development of various AI use cases.” These include Hyundai, Toyota and GM, who will account for more than half the total investment share, the company says.

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THE BIG INTERVIEW

C

aterpillar’s bold yellow logo is highly distinctive and known wherever there is demand for heavy-duty construction and mining equipment – which is to say, pretty much anywhere in the world. It is a massive operation: the company brought in revenues of more than $47 billion in 2015. What is perhaps less well known is that Caterpillar is also the largest remanufacturing organisation in the world. That is not an idle boast:

Tana Utley, who has responsibility for Caterpillar’s remanufacturing business, cites a US International Trade Commission survey which supports the claim. “We have great breadth and depth,” she tells ReMaTecNews. “We have a large customer base around the world and a large dealer base connected to it. There is a considerable sustainability impact: over 500,000 tons of material has been returned to us and repurposed since 2010.” In a

fragmented industry which is largely made up of small to medium-size companies, Caterpillar is therefore an anomaly in remanufacturing. Cat Reman employs 4,000 people and has facilities in the US, South America, Europe and Asia. “It is a sizeable business within Caterpillar,” Utley points out. “We’re part of a big company and we use that to our advantage.” Yet it remains relatively intimate too, she says: “I’ve never been to one of our facilities, anywhere in the

Inside the big

yellow machine

As well as being a massive OEM, Caterpillar has the largest reman operation in the world – but Tana Utley tells Adam Hill there is synergy, not tension, between the new and reman businesses

12

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THE BIG INTERVIEW

world, where I didn’t run into somebody I already know.” Reman has a vital place in Caterpillar’s operation, she believes.

“Reman is the best way to provide the lowest lifecycle operating cost to our customers. Cat equipment is designed so durably, and is designed up front for multiple rebuild cycles. If we can breathe new life into the equipment then we can help the customer.” The Cat design philosophy is, of course, considerably helped by access to its

own intellectual property (IP) across the manufacturing and remanufacturing continuum. “Access to IP is the greatest competitive advantage,” she admits. “This is very tightly embedded.” Designing for reman up front means that everyone has access to designs throughout the process – the sort of access that thirdparty reman companies can only dream of. “I would hope we are viewed as large and connected to our customers through our dealer organisation,” she

“If customers want a new component then we accept that: I just want it to be a Cat component!”

Tana Utley, Caterpillar

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continues. “The dealer organisation is so critical in getting the cores back to us, and this is something ingrained with our business.” Reverse logistics is vital: accounting systems mean that dealers are credited for core return and Caterpillar’s slick marketing machine means that none of them can be in any doubt about the ‘lowest lifecycle operating cost’ message. “Dealers understand the value proposition for customers,” she insists.

“Our machines run thousands of hours per year and parts consumption and parts costs count in the equation for the customer. That also gives dealers the opportunity to earn income by delivering product support services to the customers.” None of this would work unless there was a significant degree of cooperation internally, Utley suggests.

Important collaboration “Caterpillar is a great big company with a lot of different manufacturing sites around the world. There is a lot of collaboration with our brothers and sisters - for example on lean manufacturing, purchasing, product design and safety – across organisational boundaries. We also spend a fair amount of time in the field with our dealers and customers.” This is particularly important in the case of customers, “looking at ways we can use remanufacturing to help them make more money out of the Cat equipment he uses”. Complacency is the enemy of successful business, and Caterpillar carries out regular horizon scanning. “We are looking to continuously improve ideas,” Utley says. “We see what’s out there in the marketplace. A lot of companies are keen competitors on cost – and that keeps us keenly focused when it comes to the cost of reman. In addition to extensive technology development within Caterpillar, we also have partnerships with universities, working with them to develop salvage techniques.” This is one of the most notable things to look out for in future, Utley believes. “Our continuing research into increasing salvage” takes the form of looking at ways in which incoming cores can be better assessed and used. “The fact that we can go back to the print gives us an edge,” she reiterates. “We are always trying to ensure quality.” Another important area is at the higher technology level, looking at more forms of metal deposition, “how ➤ ReMaTecNews

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THE BIG INTERVIEW

➤

we can resurface things, give them a new performance”. Advanced remanufacturing processes such as additive manufacturing are an area of research for Caterpillar.

Another area the company is exploring is how to best use big data. The sheer volume and quality of consumer information which is increasingly available to companies is helping to change the way they do business, and Cat Reman is also starting to scratch the surface of the Big Data revolution. “We’re beginning to use data in a new way, giving us a much better understanding of how customers use their equipment.” She is confident about the future. “Reman will grow with Caterpillar and our customers: if you want to know where reman is going, look at the field population. The overriding thing about growth is that it is pulled by our customers.”

Asia potential She adds: “Reman in Asia has potential to be larger than in the developed economies – but we’re focused on how to reduce the lifecycle cost wherever the customer is. Look at our portfolio – engines, components, hydraulics, drivetrain - that is the lens through which we view the world.” That portfolio is set to expand – and in much the same way, Caterpillar’s interest in best practice extends well past its dealer network

onto a wider stage: the company is represented on the Remanufacturing Industries Council, for instance. “It is important that we get the reman message out there,” Utley says. “We would like to make it more successful.” Awareness raising, regulatory efforts and the development of industry standards are all important parts of this, she thinks. Given the group’s global reach, the message stretches well beyond the borders of the US too. “We try to help foreign governments understand that reman is like new, and that – particularly in Latin America and Asia – it will help them.”

Business does not happen in isolation, of course, and some outside influences are more significant than others. On that subject, it has not escaped the company’s attention that the political landscape in the US – and therefore the world – has changed substantially in recent times.

Working with Trump Asked about the election of Donald Trump to the US presidency, Utley insists that Caterpillar will be “fully prepared” to work with him and welcomes the new president’s positive comments on putting money into infrastructure investment and his pledge to restructure the US taxation system. Whatever happens in the macroeconomic environment, including reman in product design gives Caterpillar a major advantage in the marketplace – and it is not one the group looks keen to relinquish anytime soon. Yet one of the major stumbling blocks to the uptake of reman products by consumers is achieving acceptance.

How does Caterpillar go about ensuring that customers know how good reman can be? “We share the numbers with them, quite frankly!” Utley laughs. The cost of new versus reman can clearly

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CAT REMAN Cat Reman has 4,000 employees in North America, South America, Europe and Asia-Pacific. Its portfolio includes 7,000 reman products including engine parts and components, turbines, gas compressors, locomotives, railcars, hydraulics and drivetrains. As components are designed for remanufacture, there was a 93% end-of-life take-back in 2015.

Caterpillar says that 500,000 tons of end-of-service-life material returned to productive use since 2010. As an exchange business, the company charges a deposit for its reman products – when the customer returns their used components, Caterpillar refunds their deposit. The proprietary core management system globally manages core returns from dealers and Caterpillar inspection facilities and determines the core credit amounts that will be refunded.

be quite persuasive. “But each customer has unique needs,” she continues. “It might make sense for some customers to buy new.” From the sound of it, this could lead to tension at times between Caterpillar’s new and reman operations.

“I’d call it synergy,” says Utley easily.

“The company realises reman can improve the profitability of the customer and Caterpillar.” After all, if you have significant scale in your operation, it makes sense to use it. “We don’t want to lose the sale – we’re driven to meet the customer’s needs. If they want a new component then we accept that,” she concludes. “I just want it to be a Cat component!”

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ReMaTec INNOVATION AWARDS

Innovation Awards:

enter now!

World-class products which are new or improved to the reman industry will be rewarded in a new awards programme. The winners are announced in June during ReMaTec 2017 in Amsterdam If you have a product innovation which has not been seen by the remanufacturing industry before, then ReMaTec’s Innovation Awards 2017 will be just the platform that you need to bring it to a wider audience.

Designed to provide a showcase for the latest innovations, inspiring trends and developments in reman, the awards will throw the spotlight on what is best in our sector – culminating in the winners’ presentation during ReMaTec 2017 in Amsterdam in June. Make sure that your innovation is in with a chance.

Registration is now open for the following categories: • Turbo (turbo components and parts) • Starters & Alternators (starters and alternators components and parts) • Transmissions (transmission components and parts) • Engines (engine components and parts) • Systems (components and parts in ECU/ electronics, steering/suspension, brakes, air conditioning/cooling) • Equipment (remanufacturing equipment) If you have products which you think deserve an award for innovation, then enter straightaway.

Why should you enter?

So what do you get for going through the Innovation Awards process? As well as the kudos from taking part in this prestigious programme, it will give you and your company the chance to show off your product to the largest possible number of potential buyers.

Furthermore, the organisers of ReMaTec 2017 are committed to publicising your innovations in various ways: 3 All entries for the ReMaTec Innovation Award will be presented on the official ReMaTec 2017 website 3 In April, all the nominees will be announced in a press release 3 During the official opening of ReMaTec 2017 all nominees will receive a mention and the winner will be announced at the Innovation Awards Ceremony 3 The nominees and winners will receive extra exposure by means of a presentation during ReMatec 2017 and narrow casting

How do I register my innovation?

Please go to http://www.rematec.com/ amsterdam/innovations/innovationlab/ for more information on the competition.

You can enter the competition by uploading your product and completing a few extra questions for the jury by clicking on ‘This is an Innovation Award entry’. Remember that you must sign up to ensure that you are in the running for the Innovation Awards 2017. Final deadline for submitting your innovation is 20 March. So don’t miss out – and good luck!

COUNTDOWN Here are all the dates that you need: 20 MARCH: Final deadline for ReMaTec Innovation Awards entries 29 MARCH: All nominated products must be available for review by jury 20 APRIL: Announcement of nominees 10 MAY: Jury Selection Day at RAI Amsterdam 18 JUNE: Announcement of Innovation Awards winners 2017 during opening ceremony of ReMaTec 2017

ReMaTec InnovationLAB The ReMaTec Innovation Awards are an extension of the ReMaTec InnovationLAB, which was launched at ReMaTec 2015 in Amsterdam – and there will be even more in the InnovationLAB at the 2017 version in June. It brings together innovation, trends and industry developments – all in one central area on the show floor. Designed

to enable exhibitors and visitors to share their knowledge and experiences in the field of innovation, it is an inspiring environment where pioneering products and revolutionary ideas are presented.

For example, in the last InnovationLAB, Dutch reman company KTB showcased a unique opportunity to revolutionize the European

heavy duty fleet. Two mechanics remanufactured a DAF WS truck engine live on the show floor, upgrading the engine from its original Euro 0 qualification to the stricter European emission standard of Euro IV or even Euro V. At ReMaTec 2017, the InnovationLAB concept will be expanded even more, with new demonstrations and the introduction of an

ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

industry challenge - more information on these exciting topics follows shortly. We will also continue the hugely successful ReMaTecTheatre concept, where industry specialists share technical knowledge and their views on market developments in interactive workshops. Best of all: show visitors have free entrance to these inspiring sessions!

ReMaTecNews

15

TRUMP & REMAN

Why doesn’t reman want to talk about Donald Trump?

It was a simple question: ‘Do you think that the new US president will be good or bad for reman?’

Denise Rondini expected some strong and diverse opinions – what she didn’t expect was…silence

N

ew US president Donald Trump has been elected on a mission to shake up politics and boost the economy – and he has not been shy about making his opinions known.

Naturally, ReMaTecNews is curious to see how remanufacturing industry executives think Trump’s policies are going to affect the reman industry. With this in mind, we asked 14 companies to answer the following: Do you think that Donald Trump will be good or bad for reman? Why? This turned out to be a more difficult task than we thought: ten out of the 14 firms we contacted declined to participate, citing the speculative and political nature of the article as the reason. We heard things like: • “We will have to respectfully decline to participate on this one” • “It’s a slippery situation to publish comments of a political nature” • “We refrain from collaboration on speculative articles” • “Corporate communications suggested that because of the political nature of the request, we will pass on this opportunity” • “Because of the uncertainty and speculation involved, the company prefers not to take part in this discussion” You get the idea. However, a couple of people did respond - so what can we say about Trump and reman? Let’s start with what we know for sure: one thing Trump has been very vocal about is the North American Free Trade Agreement (NAFTA). He has long criticised this as unfair to the US, even publicly calling it “the worst trade deal in history”. NAFTA eliminates almost all tariffs between the US, Canada and Mexico and as a result allows for the free flow of goods.

Remanufacturing benefits from cores

16

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flowing freely across borders and - since cores are essential for reman - anything that limits the ability of remanufacturers to get cores will have a negative impact on the industry. Speaking in the last issue of ReMaTecNews, APRA president Joe Kripli warned: “If NAFTA goes, there will have to be a lot more bargaining with customs authorities. Taking that away would hurt.” Jonathan Starks, chief operating officer at FTR, a freight transportation intelligence company in Bloomington, Indiana, believes that NAFTA is firmly in Trump’s sights. “Since the president does control foreign policy, trade agreements with Mexico (and also with China, although that is not part of NAFTA) are likely to be addressed early in the new administration with the risk of an increase in inflation,” he predicts.

Early changes Economist Robert Dieli, president and founder of RDLB, an economic research and management consulting firm, agrees. Early changes to NAFTA are likely because Trump “has managed to stir up three or four issues relating to Mexico that are more likely to surface sooner”. Dieli also says: “Trade is certainly a divisive topic because the impact of tariffs on our side of the border potentially cuts both ways.” In addition to tariffs there are ways “to lean on the supply chain with things like customs inspections and other sorts of things that relate to how business is done. The next thing you know, people are getting complaints that goods are not moving”.

Dieli points out that some in the reman industry might be saying they want higher tariffs, depending on what their trade flow is like. “But once you get into trade flow that is where the NAFTA problem becomes difficult,” he continues.

“If reman people can keep this within the context of their own trade flow they might be able to succeed in negotiating something they prefer. Within the larger context, they may find themselves

in the middle of a situation that has all kinds of twists and turns.” Part of Trump’s position on NAFTA is based on perceived loss of jobs as manufacturers and remanufacturers set up factories outside of US borders. However, a 2015 report from the Congressional Research Service found that the predicted huge loss of jobs did not occur. The report also said that the overall net effect of NAFTA on the US economy has been relatively small, primarily because total trade with both Mexico and Canada was equal to less than 5% of US trade. One important point to consider is that even if Trump wants to make changes to existing regulations it is a timeconsuming process. “There is no part of the legislative or regulatory statute book that is not completely surrounded by lawyers,” Dieli says. “So it takes a while to get something on there and it can take even longer to get something off.” However the president’s ability to say ‘I don’t want to do this,

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TRUMP & REMAN

“Trump has been very loud on the automotive industry – for instance tweeting that General Motors should manufacture some currently Mexican-made models in the US ‘or pay big border tax!’”

or I do want to do this,’ can be a very strong motivation to start the process of repealing legislation or drafting new, he adds. While Trump might have been quiet on reman specifically, he has been very loud on the automotive industry – for instance tweeting that General Motors should manufacture some currently Mexican-made models in the US “or pay big border tax!” What we also know is that Trump is pro-business and during his campaign spoke of lowering taxes on business.

What we know “If a major tax cut bill is in place by summer of 2017, it would likely stimulate the economy and add up to one percentage point to GDP growth for as much as a year,” according to Starks.

“At the same time, trade negotiations could stimulate exports and raise the cost of imports, with an acceleration in inflation likely. That may force a significant raising of interest rates by the Federal Reserve, making recession in late 2018 or 2019 a distinct possibility.”

Companies have been warned. But where might this leave reman? “Trump among all the candidates in recent history has probably been the least specific in terms of priorities,” Dieli concludes. “My first reaction is that [remanufacturing] would be relatively low on his list of priorities - not because it is not important, but because it does not have a terribly high profile. If someone asked me if [remanufacturing] was going to matter to the new president, I would say ‘not for a while.’”

So for now it seems likely that reman is operating under the radar of the new president and so will not be targeted for regulatory changes. However, any changes to taxes or existing trade agreements will certainly have some impact on the reman industry. Only time will tell whether these are positive or negative – but it’s certainly worth talking about.

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ReMaTecNews

17

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Is additive manufacturing the future for reman?

The big question in this issue is about additive manufacturing (AM): while 3D printing and other methods sound exciting, are they really any more than science fiction for reman at the moment?

Jean-Paul Borsten, director, De Sutter “I won’t say it can’t happen but there is a long way to go. The problems are the quality that you can buy, as well as the cost – and also mostly the products that it is useful for. Things like water outlets don’t go wrong much and they are easily available anyway. Demand for them is very simple to fill in another way – buying a new or used part. 3D printing will be a solution in the future for obsolete and hard-to-find parts – but for the average reman company, I don’t see it yet. Customers would accept printed parts – if they work.

But printing the parts is one aspect of it: making good enough drawings from which to print makes it more expensive than printing. I don’t know how much you will be able to do with it. We have bought a PLA printer and a wire printer, and they are fun to play with. We sometimes make dummies for mouldings to see if things will fit – then we make the drawing and send it away to someone who can print metal. So it does have a purpose but I think it’s far from becoming widely-used at the moment.”

Jason Jones,

Michael Haselkorn,

co-founder & CEO, Hybrid Manufacturing Technologies “Hybrid CNC machines enable metal deposition, machining, and inspection all in a single setup, which has technical and cost benefits that make it a clear choice for serial repair processes. This approach to automated remanufacturing is making the repair of moulds tools, rotary parts and blades viable that was not practical previously. This message does not entirely contradict the view expressed in automotive, but we understand that growing entire metal parts from powder is not yet economical for most high volume parts.”

director, Golisano Institute for Sustainability “To make one or two components - or even 40 - using 3D printing, I agree, is probably not cost-effective.

However, if a number of separate parts can be combined into one part then 3D printing can become cost effective. That is what GE did for their ignitor. They combined a number of parts into one part and eliminated the welding required – but again that is aerospace which can afford more expensive parts. However, for the reman industry 3D printing can be cost-effective if the reman component is cast or injection-moulded and new moulds need to be fabricated for low volume runs. The costs of designing and making the moulds might be higher than the cost to fabricate 3D the component, especially for longer production runs.”

Scott Dunham, vice president of research, SmarTech Markets Publishing “Remanufacturing is definitely an area we’re watching for metal AM, specifically directed energy deposition technology - however our near-term view is more closely aligned with aerospace opportunities. Most aerospace remanufacturing applications fit the current value proposition for AM a bit better than that in the automotive industry, however we certainly see it as a future opportunity in both segments. Our latest automotive study does not cover in any significant depth remanufacturing using AM in automotive applications and instead is focusing on potential growth in assembly tooling, production tools, increasingly functional prototype components, as well as low to medium volume production parts in a range of potential materials.”

Email your comments and stories to editorial@rematecnews.com

ReMaTecNews

19

COMPANY PROFILE

All over the

world

Via an HQ near Amsterdam, Pos Service Holland reaches from Johannesburg to Shanghai – with reman supporting its global starter and alternator wholesale business

O

ver the last quarter of a century, Pos Service Holland (PSH) has built a strong reputation as a wholesaler of starters and alternators on a global scale. An international Tier 2 company, its tentacles stretch across several continents. PSH employs 80 people and has operations in Spain, South Africa and China and representation in several countries such as Belgium, Germany and Russia. Its stock can be interchanged between subsidiaries or delivered to customers within days, explains Hans Pos, the firm's sales/service director.

This puts PSH in direct competition with some of the biggest suppliers and distributors around the world – but that is not the only string to its bow since a significant portion of its business is in remanufacturing, with Germany the largest market.

“About a third of what we sell is reman or rebuild,” Pos says. “We reman in eastern Europe with several qualified companies, that are using the Motoplat test equipment.”

It is a family firm: Pos lives next door to the Amsterdam HQ with his wife and two-year old daughter, while his brother works on marketing and finance.

Overseeing everything is their father (Hans senior), who started the business

20

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in 1992 and is still actively involved, doing everything from buying stock lots to driving a fork-lift in the warehouse.

He started PSH after leaving his former employer, which had been bought by a Japanese company: “When people are used to start working at 7.30am and you are now instructed to start at 8.30, customers ask why they don’t get a reply immediately.” Three of his original startup crew are still with the company.

Today, about a fifth of PSH’s revenue comes from selling cores. “Another 10% of our revenue comes from cores sent to eastern Europe for reman and that’s increasing every year,” Pos says.

Finding cores Finding quality cores in the first place is a major part of the operation – they come from customers, core dealers and scrapyards. “The cores are all mixed in together, we don’t know what we’re getting,” Pos continues. “We buy per kilo or per item. It is always a challenge to find new partners that can provide used starters and alternators, because we look for all makes.

Secondly, we need to get the supply in: we’ve designed our own packaging material which we provide the supplier in order to get the remanufactured cores distributed to us in a good manner.”

Father and son: Hans Pos (senior and junior)

PSH set up its cores division in 2004: cores are transformed into reman parts which are then sold to other countries all over the world.

The firm has 2,000 customers in Europe, who all require different brands and can choose from OE, OES and reman products. “That’s why we carry such a wide range,” Pos says. The company stocks more than 9,000 types of starters and alternators, covering more than 85% of the automotive, agriculture and shipping industry – it is no wonder that the warehouse at its HQ is now six times bigger than in 1993. Business is split equally between passenger cars and trucks/agricultural machinery.

The company imports various brands, such as OEM starter motors and alternators from Bosch, Denso, Leece Neville, Mitsubishi, Prestolite, Valeo, Visteon and others. PSH has its own label, called TWA, which is available in new or reman versions, and has also

Email your comments and stories to editorial@rematecnews.com

COMPANY PROFILE

developed its own brand – called ‘+Line’ - of 3,000 or so different starter motors and alternators, which are designed to be interchangeable with original parts from different OE manufacturers.

The company embraced technology early and now has a thriving online business, making up 85% of its sales.

Its webshop is easy to use and product images can be rotated 360 degrees by prospective customers. This sort of attention to detail makes a difference, the company believes.

Expanding abroad

number of teeth and mounting-holes of the starter motors; with the alternators, the number describes voltage, type and amps. “You learn a lot, holding the units physically in your hands,” he smiles.

“When you see the numbers, you know how to sell them.”

Testing times Testing of starters and alternators is also a vital part of the process – so much so, that PSH has bought the Motoplat brand and its machines vary from light use to industrial 24-hour, ongoing testing, says PSH’s technical director Nardo

PSH South Africa was founded in 2006 and was the first subsidiary overseas.

In 2012, it relocated to larger premises and now employs 28 people. “Business is growing at the Johannesburg office,” Pos says, where PSH is a distributor, and imports from China and India. A combination of import taxes and quality makes South Africa an attractive place to assemble spare parts.

PSH Spain opened its doors in 2009 in the city of Lleida and is the main supplier of customers in Spain, Portugal and South and Central America.

The company picked up some US customers following the Big R/ ReMaTecUSA and AAPEX show in Las Vegas last year. Business is moving and Pos is confident that PSH can provide the US market with the service it requires.

PSH began importing from China at the turn of the century. “Back then it was a good price but the quality was not on a level PSH required,” Pos recalls. “But over the last 15 years the quality has improved a lot. We’re not looking for the cheapest – only good quality.” He is happy that the company’s subsidiary in Shanghai is heading in the right direction. “A lot of suppliers now have someone who can speak English and of course the PSH Shanghai team speaks the different dialects of Chinese,” he says.

In this international business, that makes a lot of difference for foreign companies.

Like so many people in the reman business, Pos started young. “I was here when I was ten, working in the cores department, cleaning the warehouse after school.”

Every company has its own ways of doing things and PSH is no different.

For example, it has its own numbering system: a unique twelve-digit number describing the brand, voltage, amps, type, ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

Stremmelaar.

Of course, the business is only likely to get more complicated as technology changes: many in reman think that the rise in the production of electric vehicles will have a significant impact on the industry, but Pos does not look too bothered. “Maybe we can start with that but it will really take another 20 years,” he says. In the meantime, the battery business does not appeal: “It is not so interesting for us because the market is too competitive.” Electric motors are perhaps more of a possibility. “Bosch already supplies them but we’re thinking about it,” he says.

That seems to sum PSH up: an ambitious company which is growing from firm foundations and always looking for the next opportunity – wherever in the world that may be.

Global business: Pos Service Holland's work is built on careful testing (below) and a thriving online operation (bottom)

ReMaTecNews

21

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NOTES & COMMENT

Best of

VIEWPOINT

‘The auto industry is facing the greatest upheaval in its history – it must rise to the challenge’ Horst Binnig

O

ver the next five years, the automobile industry will undergo greater changes than over the past 100. New business models of urban mobility, the spread of interconnectivity and the greater use of electro-mobility – these are transforming our world.

The auto industry is facing the greatest upheaval in its history. It must rise to the challenges if it is to continue to play a key role in the

mobility of individuals. And this is only possible through a concerted effort by all concerned. Drive system electrification alone covers such a variety of factors that it is impossible for a single manufacturer or supplier to handle it with their own resources - especially since the mainstream of future drive system technologies is not yet clearly identifiable.

Although there is still great uncertainty as to what degree electric drive systems will be gaining ground in the PHEVs or BEVs of the future, one thing is clear: hybridisation and electro-mobility will redefine the classical relationship between manufacturers and their suppliers – if only for technical reasons. Added to this are the shorter and shorter development cycles, especially where new technologies are concerned. They call for

well-functioning technical interlinkage at all levels between the various parties.

What's more, hybrid and battery-powered vehicles entail in themselves a large number of new vehicle components and thus, inevitably, a redefinition of the supply chain. But there are far more rewards than risks: if I take a look at the products we currently supply for the purpose of optimizing the drive train on an I.C. engine and compare these with what we currently have in our development pipeline for future types of drive systems, I arrive at a substantial growth in value: this could be almost double our share of sales per unit. As early as 2020, electrification will account for over onehalf of our sales, comprising electric parts for I.C. engines as well as components for hybrids and electric cars.

There is no reason to regard electro-mobility with suspicion or even hostility. It will help our industry move forward if we are able to master the challenges ahead. Completely new opportunities will open up of which we have no notion now.

Horst Binnig, CEO, Rheinmetall Automotive ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

the Blog Brexit may now create opportunity for UK remanufacturing Even if the UK's marriage with the European Union has ended, it does not refute the fact that a separate policy in support of remanufacturing must be established to encourage a higher uptake of the circular economy in the UK. Remanufacturing is a £5 billion industry in the UK and has the potential to increase with or without the EU. Perhaps, it can be argued that the UK can now be more flexible in terms of framing its own policies and not be obliged to get EU member states’ buy-in, especially when none of the EU end-of-life and related policies have a positive impact on remanufacturing as a whole.

While a policy instrument in support of remanufacturing has long been promoted within the EU without much success, the UK can potentially be more agile and quick to act on its own and have a higher chance to implement policy changes supporting the circular economy.

Even though a recent survey conducted by the Society of Motor Manufacturers and Traders revealed that over 88% of large automotive businesses were against leaving the EU, the same survey also highlighted that over 60% of the UK's auto businesses were frustrated with the EU's red tape in getting better regulations passed and even applying the existing laws.

• Go to www.rematec.com/ blogs for more ReMaTecNews

23

NOTES & COMMENT

are always exploring successful case studies”.

Ideal scenario

Back to school with reman

L

ast month a new group of business school students started an MBA (Master of Business Administration) course. Nothing so very surprising in that, of course – the postgraduate degree focusing on the way business management functions work is often seen as the passport to a senior management position and courses are offered by many academic institutions around the world. The unusual thing in this case is that the qualification these students are doing contains a remanufacturing component.

The University of Bradford School of Management’s MBA in Innovation, Enterprise and Circular Economy was launched three years ago, which means the results of the first students to go through the course came through

Peter Hopkinson Director, MBA in Innovation, Enterprise and Circular Economy University of Bradford School of Management

Q What can students expect from your course?

A It’s an online course. We have designed the circular economy MBA to give the next generation of leaders a first-mover advantage by tackling subjects such as regenerative product design, new business models,

24

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last summer. The distance learning programme combines classic areas of strategy, finance and marketing within a circular economy framework. MBA director Peter Hopkinson explains: “It’s an online MBA, so it is part-time for people in work. Some students are already involved in reman or in metals recovery or want to move into that area.”

The course is a marriage of an existing online MBA run by Bradford, which took in traditional areas such as strategy, marketing, operations and supply – and a specially-created pathway which contains 60 units on the circular economy. “These cover things like business models, energy, materials reserves, innovation and enterprise, and recovery and recirculation of metals,” Hopkinson continues. From aeroplane engines to coffee makers, “we

reverse logistics or enabling communication technologies, to name but a few elements.

Q When did you launch?

A Three years ago, so a hundred or so students have come onto the course and we had our first graduates last summer. There is a taught course for two years and then a management project.

Students tend to get inspired by what they come across: reman, product redesign, closed-loop supply chain.

Some change companies to find more interesting jobs in the circular economy.

Billed as the world’s first circular economy MBA, remanufacturing runs through the course. “The ideal scenario is reman – but that is not always possible,” Hopkinson says. “We look at a spectrum of approaches and try to present a portfolio of options.”

Many people involved in automotive reman began as youngsters – perhaps in family-run businesses – and worked their way up from the shop floor. For many of them, an MBA may not seem like an obvious qualification to attain, but the fact that it is being offered at all indicates that the circular economy is beginning to be better understood.

As policy makers and the corporate world wake up to the importance of reman, the course has created a great deal of interest from businesses. Indeed, it was developed in partnership with the Ellen MacArthur Foundation and big groups including Renault, Cisco, communications giant BT, DIY chain B&Q and National Grid. “We do executive education for them, including sessions on reman,” Hopkinson says.

The course is continually being updated as reman and the rest of the circular economy moves on – and, Hopkinson concludes, reman is likely to take an even bigger part in the MBA in future as its importance becomes more widely known.

Q How did your partnership with the Ellen MacArthur Foundation come about?

A They wanted a business school they could use as a testbed for their ideas.

We are a trusted sounding board. We offer good quality research and give them the platform to take that further.

We’re always talking to them.

future, there would ideally be an entire module around reman – lots of people are getting more and more interested.

Q Things move so quickly in the workplace: how does your course take account of that?

A We look at a spectrum of approaches and we continue to update it. A major rewrite of the course is coming. In

Email your comments and stories to editorial@rematecnews.com

COVER STORY: ADDITIVE MANUFACTURING

Where fact and science fiction meet: the future of reman Developments in additive manufacturing, such as the remarkable uses of 3D printing, are moving out of the lab and into the workplace: Adam Hill asks experts how reman will be able to make use of this new technology

S

ometimes additive manufacturing (AM) seems like the stuff of fiction. Last month, media reported on the case of Marla Trigwell, a three-year old girl from Newbury in the UK, who was born without her left hand – yet who had a new prosthetic hand printed for her. This would not be out of place in a sci-fi movie, but such life-changing technology is now a remarkable reality.

It has been suggested that 3D printing and other forms of AM are already changing the way that the automotive industry manufactures its products.

That being the case, does it necessarily make sense that it will have a similar effect on automotive remanufacturing?

The technology is truly extraordinary, but barriers such as cost and quality may put it out of reach of many reman operations. By its very nature, there are as yet no real economies of scale in AM. However, it is perhaps wise to refrain from saying ‘never’ when it comes to AM and reman. As Peter Hopkinson, director of the Innovation, Enterprise and Circular Economy MBA at the University of Bradford School of Management, points out, applications for 3D printing have ranged from repairing steel beams cut out of existing buildings, printing teeth, replacing limbs, even the ability to print and construct a house in a day. Given the extraordinary range of uses, it would be a brave commentator who made hard-and-fast statements about future technology that we cannot, perhaps, imagine. “It’s not cost-effective at the moment but it is technologically feasible,” Hopkinson says. “Who knows?

Things are moving so fast. If you think about digital technology 20 years ago, people were still thinking about desktop computers as this was before smartphones and iPads. So things may happen with AM in ways that we just can’t envisage at the moment. Maybe it will be used for local fabrication. But it’s

certainly happening: it’s moved out of the lab, that’s for sure.”

Range of technologies 3D printing has become a sort of shorthand to cover the whole of AM – but of course, there is far more to the technology than that: for example, thermal spraying, cold spray and laser-engineered net shaping. Of these, thermal spray is the oldest form of AM and describes a portfolio of processes utilising a heat source to melt material in a powder or wire form and then spray it onto surfaces at high velocity.

Thus it can be used to coat cylinder heads and also for surface restoration.

Meanwhile cold spray takes powders and accelerates them at very high speed so that as they hit the surface they deform and adhere to the surface – and since no heat is used, it is good for use with aluminium components. The fused deposition model - the most common form of 3D printing – requires a string of plastic to go through a heater, where it melts and then builds up a surface.

Selective laser sintering, on the other

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hand, uses a laser to sinter powdered material and bind materials together.

Although this process is expensive the result is better surface finishes and dimensions. Another process, laser-engineered net shaping, uses a laser beam and a metal powder to build up a surface, resulting in parts with excellent mechanical and fatigue properties. But there are limitations due to a number of factors. “3D metal printing is an expensive process and does require post-processing, either machining or annealing,” says Michael Haselkorn, from the Golisano Institute for Sustainability at Rochester Institute of Technology. “Some reman companies are using 3D plastic printing to make prototype parts that can be used to make moulds or castings used to fabricate metal parts. This process reduces the time and cost to make components that are not readily available.” This pull towards plastics tells its own story. “Metal 3D printing has not taken off,” he suggests. “I don’t think the hype of 3D printing will eclipse regular remanufacturing.”

ReMaTecNews

25

➤

COVER STORY: ADDITIVE MANUFACTURING

➤ Need for machining Part of the reason for this is that most AM processes, including 3D printing, still require the part to be machined prior to use – in short, they are not the answer by themselves. Even if automotive reman is still taking ‘baby steps’ with AM, other industries have moved further on.

“AM, particularly for remanufacturing, is mature for many applications now,” says Jason Jones, co-founder & CEO, Hybrid Manufacturing Technologies.

“Adding metal onto an existing part for dimensional restoration or part enhancement is being adopted at an accelerating rate around the globe.” Scott Dunham, vice president of research at SmarTech Markets Publishing, believes that aerospace reman currently fits the ‘value proposition’ for AM better than auto reman does. “The issue today is mostly that the aerospace industry as a whole is simply more strategically aligned around metal additive manufacturing technologies than the automotive industry, so they’re a bit more ahead of the curve in terms of understanding how to best apply the use of AM systems for reman applications,” Dunham explains.

“Remanufacturing of metal components using additive manufacturing is carried out by a sub-process known in the AM industry as directed energy deposition, but in many ways this is an expansion of the concept of laser cladding, which is of course well known outside of AM. These systems are quite expensive in terms of capitalisation costs and require a good bit of expertise to use effectively.” His point is that aerospace companies have clearly rallied around the idea of utilising metal additive manufacturing technologies

‘Some reman companies are using 3D plastic printing to make prototype parts that can be used to make moulds or castings used to fabricate metal parts’ Michael Haselkorn, Golisano Institute for Sustainability

for the future, while the automotive industry is still grappling with their use.

“Auto manufacturers seem to be much more focused on utilisation of polymer and thermoplastic composite additive manufacturing processes than that of metal, at least for today,” he continues.

“After all, repairing a multi-million dollar turbine blade housing within a week rather than two months is likely to be of higher strategic consequence than most potential parts in the auto industry.” Having said that, Dunham believes that one area where AM could definitely make sense in the context of the automotive industry is in supporting existing production lines by being able to repair tools used in injection moulding or compression moulding. “We’re seeing much more interest in metal AM technology from auto OEMs and suppliers in producing advanced metal tooling outright using AM,” he confirms.

Source: SmarTech Markets Publishing, Opportunities for Additive Manufacturing in Commercial and General Aviation

26

SmarTech’s work looking at the use of 3D printing and other forms of AM aerospace reman makes useful reading for those in automotive reman. The chart (below, far left) from the firm’s aerospace study relates to the volume of metal 3D printed parts produced by aerospace companies (or supplied to them by service providers) by application type.

“We split out remanufactured parts as a category in this specifically,” he says.

“We didn’t split out reman parts in our auto study because we simply aren’t aware of a significant amount of activity in that regard from auto companies.

That’s not to say it isn’t happening, but by comparison it really hasn’t taken off yet from what we know. Companies that offer such technologies and services do indeed target the auto industry, but most of our conversations with them inevitably get steered towards aerospace

Total Projected Metal Additively Manufactured Parts in Automotive,

by Application Group, 2014-2026 (thousand of parts)

Parts Printed (thousands)

Annual Metal Parts Printed

Projected Metal Commercial & General Aerospace Parts Printed, by Category, 2014-2024

Aerospace leads the way

www.ReMaTec.com

Source: SmarTech Publishing, Additive Manufacturing Opportunities in Automotive 2016

Email your comments and stories to editorial@rematecnews.com

COVER STORY: ADDITIVE MANUFACTURING

and energy markets because that’s where most of their business is at this stage.”

Dunham believes this may continue for the foreseeable future. “I suspect use of metal AM for remanufacture in the auto industry will remain a fairly niche area for some time,” he predicts. “There will likely be a few notable companies utilising it to a very effective degree while the majority of the industry takes another two years or so to figure out exactly how and where they are going to implement AM in their production and design strategies.” This means that reman might use AM to hit some short-term, easy targets and use this experience to ponder more advanced approaches. “In this regard, I’m betting pretty heavily that repair of expensive hard tooling is what will drive most of AM-based reman in auto for the next year or so,” he says.

Assembly tooling Dunham also sees the likelihood that growth might come, in particular, in assembly tooling, production tools and increasingly functional prototype components, as well as low- to mediumvolume production parts in a range of potential materials. Data (below, left) from SmarTech’s most recent automotive study (dealing with the same metric as the aerospace study) highlights printed part volumes by applicational category.

Although reman is not specifically broken out in the figures, the chart does provide some insight into the possible future direction of the industry when it comes to AM. “Right now, given the pressure for fuel efficiency standards, we believe that mass reduction initiatives in the light vehicle market are going to be the

biggest driver for use of 3D printing in automotive production long term,” he explains. “As the industry looks to plastics and composites to reduce mass, AM will no doubt provide a potentially significant benefit. Today that’s more on the polymer side, as composite processing capabilities of additive technologies are just beginning to emerge. But with polymers such as polyamides, ABS, and others, AM holds good potential to eventually creep in as a production technology.” As is often the case when it comes to technological developments, he believes this trend is starting at the top of the industry and will work its way into the mainstream. “Several years back we began hearing of end use components having been mostly laser sintered and put into service on race cars and performance automobiles,” he continues. “Today, we’re starting to see a trickle down of similar parts being integrated into the real production schedules for low volume light vehicles in the upper echelons of luxury vehicles and sports cars. We expect an eventual trickle down to higher volume models over time.” Dunham is eloquently describing a well-worn path: so while it is true that the automotive reman industry has not yet discovered the full potential of AM, that does not mean that it never will. Examples from other sectors, in particular from aerospace, have obvious differences to reman but perhaps point the way. The future is no longer science fiction – it is science fact.

And reman may be beginning to discover that there will be significant advantages to exploring the technology more fully.

• Is additive manufacturing the future for reman? p19

‘I’m betting pretty heavily that repair of expensive hard tooling is what will drive most of AM-based reman in auto for the next year or so’ Scott Dunham, SmarTech

See for yourself: AM demo at ReMaTec 2017 During Rematec 2017 in Amsterdam in June, visitors will have the opportunity to see a live demonstration of some of the key processes of additive manufacturing: 3D scanning, reverse engineering and 3D printing. The first two steps in the process could be of particular importance to the remanufacturing industry because the original design of a part (with measurements and material information) is often not available. Maarten Oostdam of Dutch firm Oostdam Engineering will be carrying out the demo, and explaining the potential impact on reman – including finding the solution for ‘missing parts’ which might be currently not repairable or replaceable. “Without a drawing, how do you get a new part out of an existing part?” he asks. The answer: a 3D scan of the product is used to create a point cloud, which is then turned into CAD information – which then goes to a 3D printer. “This is reverse engineering,” Oostdam explains. “It can be used for anything in theory.” The process will be revealed at ReMaTec 2017.

Markets Publishing ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

ReMaTecNews

27

Bright opportunities for remanufacturers Bayreuth University pioneers have won an award for innovation in steerable LED headlights: ReMaTec Remanufacturer of the Year Rolf Steinhilper explains how their efforts could point the way for those who want to develop new reman technologies in order to meet future customers’ demands Remanufacturing is an exciting field of innovation – both on the product and process sides. With the introduction of new mechatronic and electronic components into our modern day passenger cars, there are also new opportunities to extend the product portfolio of those remanufacturers willing to face the challenge of developing the necessary technologies for their remanufacturing operations.

A recent example of this, where the creators have won a well-respected German annual award, for successful new development with industrial application in co-operation with academia, is the remanufacturing of steerable LED headlights. These headlight units are installed in their millions into our everyday cars. Their spare part prices, e.g. if one or two LEDs of their daylight ‘eyelash’ has faded out (and the car won’t pass its next roadworthy test) could reach from as much as €1,000 for a mid-size passenger vehicle up to €8,000 for an upmarket sports car … what an opportunity for remanufacturers!

Expert engineer and remanufacturing enthusiast Alexander Nagel from Bayreuth University in Germany and a fearless pioneer from a car servicing business, Thomas Demeter of Demeter

Showing reman the way forward: the winners holding their awards. From left to right: Rolf Steinhilper, Thomas Demeter and Alexander Nagel, with the panel of judges Scheinwerferinstandsetzung, have risen to the new challenge and have developed technologies for opening failed headlights. This is achieved either by thermal softening of the glue used to fix the headlight lens – or by an oscillating ceramic shear to cut off ultrasonicallywelded LED front screens.

Once the headlight has been opened, faulty LEDs and broken fixing devices can be replaced. Some parts that are not freely available on the open market can also be scanned and 3D-printed. Parts

that will be remanufactured are printed circuit boards and/or the mechatronic actuators for the movement of steerable beams. The complete remanufacturing process - which is available through www. scheinwerferreparatur-demeter.de - has won the 2016 Professor-Seifriz-Preis innovation award. This not only makes its inventors proud of their achievement, but will hopefully stimulate more members of the remanufacturing community to look out for new business opportunities in our industry.

An LED headlight and its interior wait as Thomas Demeter (far right) gets to work remanufacturing

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www.ReMaTec.com

ReMaTec 2017 registration is open! Register your visit now at www.rematec.com/register

Beware of customers with their own parts Garages which install parts whose origin they do not know could be asking for trouble. They need to cover themselves from potential legal action – so the best approach is probably to keep your hands off, says Volker Schittenhelm There is nothing unusual about a customer who wants an engine repair – it happens every day. But what is increasingly happening is that the customer is arriving at the repair shop with his or her own parts - parts that they themselves have already bought. So what should the garage do in this case? What risks are they running if they agree to carry out the repair? This important issue was highlighted in 2015 as part of a survey by kfz-betrieb and the expert organisation KÜS in Germany, which suggested that about 20% of car drivers pre-purchased spare parts online: 50% of these installed the parts themselves, while 35% of the online purchasers had the parts installed by independent garages - and only 8% by an OES garage. Nothing appears to have changed in the past two years – and it is something that all FIRM members need to be aware of. Garages must understand that if they use these ‘brought-along’ parts then they could be liable for legal action if things go wrong. Price is the main reason why people buy online, according to 96% of interviewees in the kfz-betrieb/KÜS survey.

The spare parts business has a turnover of € 15 billion in Germany, 11% of which comes from online sales. Market analysts are predicting that online’s share will increase to 20% by 2025.

Price competition The result is that there is massive competition in the online parts market, and this is unlikely to end – so garages need to have a clear plan of how to approach the issue of brought-along parts.

And the Tier 1 suppliers have reacted: they established the ‘Quality is Added Value’ campaign in order to convince end users to not buy spare parts of unknown quality. Fact is, that low-cost spare parts often do not meet OE specifications and thus impact their reliability and longevity.

And the initiative also focuses on the potential legal consequences for the garage owners. In the case of part failure, the original repair contract is not fulfilled and the garage has to find a solution.

But this is not possible with the genuine manufacturer of the brought-along part – as the manufacturer is unknown - so the garage is obliged to fix the problem at his own cost. To avoid all this, the garage should reject the repair order. However, the astonishing result of the kfz-betrieb survey is that 42% of OES garages and 25% of IAM garages would install customer brought-along parts in any case! Around 25% said they check the parts prior to installation – but only 3% of the garage owners increase their hourly rates and only 4% explain to customers about the technical and legal consequences and dangers. Another possible solution for the garage owner is to put a disclaimer in the repair order, such as: “The customer expressly wishes the installation of his spare parts. The garage has no liability for the suitability of, and any defects to, my parts. The garage’s warranty is limited to its assembly work.” But unfortunately the garage owner - despite that disclaimer – is not on safe ground: in case of litigation, the garage has to prove that it has informed the customer about all potential problems and consequences of installing unknown parts. And it is very important to prove that the customer has understood everything! Can you secure that? In case of failure, parties talk about repair cost and who pays for it. In case of litigation, the customer will deny everything. To have right on your side and to get the right decision from a judge are two different things. So the outcome of a litigation is more than open, and the main question is: is all that worth a repair order? The garage should – for their own protection – reject the repair order.

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Volker Schittenhelm, FIRM

Free of defects Last but not least: even if the garage follows the above recommendations for excluding liability and fulfillment of all information duties, customer disputes can still happen - the garage must prove that the car was free of defects prior to approval. And be aware - that customer is lost anyway. And can you quantify the socalled ‘word-of-mouth advertising’? Surely not. Nobody can and will shut down the internet – its impact in our daily life and business is too significant. But what about taking the OE or genuine manufacturer’s branding as a filter to be on the safe side with brought-along parts? Caution, think about plagiarism: OE branding is dangerous because even specialists from that genuine manufacturer can hardly recognise and specify plagiarised parts.

Two last handling possibilities: a) increase your hourly rate in order to compensate the loss of turnover of the spare parts not sold; and b) state clearly to the customer that he will get no guarantee (the voluntarily given add-on to the legal required warranty)! I am convinced he will understand. Summary: customers with brought-along parts are part of our daily business. But every garage owner has a choice to react. The best thing is to keep your hands off of brought-along parts which are of unknown origin and quality.

The garage fixing costs in the case of failure are much higher than the amount of a lost repair order. Decide whether you invest your precious time in order to explain the benefits of OE parts to your customers. But ultimately, every case is individual and you have to decide for yourself – you take the risk and no-one else.

To see the kfz-betrieb survey data, go to: www.kfz-betrieb.vogel.de/mitgebrachte-teileannehmen-oder-ablehnen-a-483305/

ReMaTecNews

29

DIARY

February/March 2017

May 2017

28.Feb - 2.Mar

KIAE - KAZAKHSTAN INTERNATIONAL AUTOMOTIVE EXPO Presenting a classic range of products in the field of spare parts, automotive components and equipment for vehicle maintenance, along with the latest developments and achievements in the industry.

Astana, Kazakhstan

March 2017 15.Mar - 18.Mar

MOTORTEC AUTOMECHANIKA MADRID

Leading international trade fair for the automotive industry in Spain aimed at professional visitors from the Iberian Peninsula, Latin America and North Africa.

Madrid, Spain 21.Mar - 24.Mar

ACMA AUTOMECHANIKA NEW DELHI The driving force of the Indian automotive aftermarket industry.

New Delhi, India 29.Mar - 30.Mar

8TH CLEPA AFTERMARKET CONFERENCE Brussels, Belgium

Meet the

September 2017

17.May

CLEPA MATERIALS REGULATIONS EVENT Stuttgart, Germany

team!

Frankfurt, Germany

October 2017

17.May - 18.May

MEMA LEGISLATIVE SUMMIT

Learn about how legislative and regulatory activities impact the motor vehicle business, and network with other industry leaders.

Washington, DC, USA 24.May - 28.May

AUTOPROMOTEC Bologna, Italy

25.May - 27.May

CAPAS CHENGDU INTERNATIONAL TRADE FAIR FOR AUTOMOTIVE PARTS AND AFTERMARKET SERVICES

17.Oct - 21.Oct

EQUIP AUTO Paris, France

19.Oct - 22.Oct

ATRA’S POWERTRAIN EXPO 2017 Las Vegas, NV, USA 24.Oct - 26.Oct

PARTS2CLEAN Stuttgart, Germany 28.Oct - 30.Oct

INTERNATIONAL BIG R SHOW Las Vegas, NV, USA

October/November 2017

Chengdu, China 31.Oct - 2.Nov

June 2017 18.Jun - 20.Jun

REMATEC AMSTERDAM The largest remanufacturing event in the world, bringing the whole supply chain of reman together.

Amsterdam, Netherlands

July 2017

Contact us to make an appointment. rematec@rai.nl

14.Sept - 24.Sept

67th IAA CARS

AUTOMOTIVE AFTERMARKET PRODUCTS EXPO (AAPEX) Las Vegas, NV, USA 31.Oct - 3.Nov

SEMA

Las Vegas, NV, USA

November 2017 12.Nov - 18.Nov

26.July - 28.July

AUTOMECHANIKA

AGRITECNICA Hanover, Germany

Chicago, IL, USA

14.Nov - 16.Nov

June 2017

METS

Amsterdam, Netherlands 18.Jun - 20.Jun

REMATEC AMSTERDAM The largest remanufacturing event in the world, bringing the whole supply chain of reman together.

Amsterdam, Netherlands

GET INVOLVED: join the conversation in our online newsroom!

Yorien de Ruijter sales manager RAI Exhibitions

30

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- Go to www.rematec.com/news - Read the latest news in remanufacturing on your mobile device - Share your expertise and be recognised as an industry expert : at the core of remanufacturing

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MARKETPLACE

Balancing machines

Cores (continued)

CONSORZIO ARMEC

STP-Parts GmbH

Via Ruvo, Km. 1,9 70033, Corato, Italy P +39 080 872 44 17 E support@turbo.it W www.turbo.it

Otto-Hahn-Str. 7, D-40721, Hilden, Germany P +49 (0) 2103 978 66 10 E info@stp-parts.de W www.stp-parts.de

Transmission parts

GFX Corp.

4810 NW 74 Ave. Miami, FL. 3166 United States of America (USA) P +1 305-499-9789 E www.gfxcorp.com W dios@gfxcorp.com

Flowing Machines

Turbo Parts

Schenck RoTec GmbH Landwehrstr. 55 64293 Darmstadt, Germany P +49 6151 32 2311 E rotec@schenck.net W www.schenck-rotec.com

Cores

CONSORZIO ARMEC

CONSORZIO ARMEC

Via Ruvo, Km. 1,9 70033, Corato, Italy P +39 080 872 44 17 E support@turbo.it W www.turbo.it

Via Ruvo, Km. 1,9 70033, Corato, Italy P +39 080 872 44 17 E support@turbo.it W www.turbo.it

Diagnostic Equipment Gobbi Spare Parts Spa Via Capannaguzzo 3681 47521 Macerone di Cesena (FC) Italy P +39 0547 311146 E info@gobbisp.com W www.gobbisp.com

INFORMATION For more information please contact the ReMaTec Sales team.

P +31 20 549 14 31 E advertising@rematecnews.com W www.rematecnews.com

MSG Equipment Biolohichna str, 18 Kharkiv, Ukraine P +38 05 7728 0171 E info@msgsteering.com W http://servicems.eu/

RS Automotive Core Unit 3, Dolphin Point, Dolphin way West Thurrock, Essex RM19 1NR P +44 (0) 1375 842782 E enquiries@rsautocore.co.uk W www.rsautomotivecore.co.uk

The world’s no. 1 trade show for remanufacturing ReMaTec

92%

of exhibition space already sold! *Status on 31-12-2016

PC/LCV

Passenger cars & light commercial vehicles

Heavy duty

Agricultural, heavy trucks, busses & coaches, road machinery, train

Non road

Marine, aerospace, healthcare, industrial machines & electronics, energy

Only limited prime locations left. Book your stand now! Contact sales manager Yorien de Ruijter at y.d.ruijter@rai.nl or +31 611716476

More information? WWW.REMATEC.COM/BOOK

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ReMaTecNews

31

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