ReMaTecNews | APRIL - MAY 2017 by RAI Amsterdam

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April/May 2017

REMANUFACTURING INTERNATIONAL NETWORK | KNOWLEDGE | BUSINESS

As the world goes electric ...it’s time to talk about reman’s survival strategies

Also

How much is your work worth? Nabil Nasr does the maths Remanufacturing in medical imaging and healthcare

IN SI

Brazil: is it really a giant in waiting?

DE It :

UK firm Autoenterprises identifies core issues

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The Big Interview: say hello to reman’s new best friend

EDITORIAL

‘For the first time, the remanufacturing industry finds itself on the radar of politicians and policy makers across the world - it is up to all of us to ensure that we don’t waste our time in the spotlight’

Published by RAI Amsterdam B.V. P.O. Box 77777, 1070 MS Amsterdam The Netherlands

Project Manager Sarah Biswell: rematec@ropl.com Phone: +44 (0)1322 612078

here seems to be something in the air: whisper it, but people are talking about remanufacturing. Not just people like us, of course, but those outside the industry: people like the United Nations, the European Commission and the G7 group of countries - people, in short, who could make a real difference to our sector through policy initiatives and incentives. David Fitzsimons, director of the newly-formed European Remanufacturing Council, is working to provide the evidence that laws need changing to encourage the growth of reman (p13),

and he is confident of being heard – but he also needs your help. It’s worth remembering, as leading academic Nabil Nasr points out (p34), that it is important to make the most of this period in the spotlight: his new research is aimed at doing just that, by quantifying the financial value of reman scientifically for the first time. Meanwhile, we all know that automotive reman is changing: with the increasing amount of electronics in cars – and the rise of hybrid and electric vehicles – remanufacturers are facing the need to learn new skills, or perhaps even move into new areas (p26). With that in mind, ReMaTecNews will be taking a keen interest from now on in other sectors, to find out what we might all learn from one another. You can catch up on reman in healthcare with our look at medical devices (p20) and imaging equipment (p32). The lessons from both are intriguing. We also look at new research which suggests that circular economy principles could find a welcome in Brazil (p30). Finally, two reminders: the first is that ReMaTec’s Innovation Award is open for entries – but not for much longer. You have until 20 April to get your entry in, so hurry to take advantage of this opportunity to bring your product to a wider audience. Details are on p12. The winner will be announced at ReMaTec 2017 in Amsterdam in June – and please remember that registration for the show itself is now open, too. There will be a full preview of the event in the next issue of ReMaTecNews but for now just go to www. rematec.com to register your visit. There is no better time to be finding out about the best that remanufacturers all over the world can offer. Adam Hill Editor

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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

Contributors in this issue Pankaj Arora, Craig Van Batenburg, Nina Boorsma, Evelien Feijen, David Fitzsimons, Tom Lee, Nabil Nasr, Clemens Ortgies, Denise Rondini, Volker Schittenhelm, Erik Stålebo, Jerry Sweetland, Daniel J. Vukelich, 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.

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After

CONTENTS

Philips Healthcare

Company Profile

Material recovery starts with design: Nina Boorsma looks at how reman works in medical imaging and finds lessons for other sectors

‘The core supplier has been looked at as a second-class citizen’: UK firm Autoenterprises explains how it has changed customers’ perceptions and keeps on growing

COVER STORY As the world goes electric ...automotive remanufacturers need to think hard about their survival strategies in a world which is no longer reliant on internal combustion

Shine a Light

ReMaTec Innovation Award 2017 Last call! You only have until 20 April to enter ReMaTec’s awards scheme - so make sure your ground-breaking product is in with a chance

Reman needs to quantify its value if policy makers are to help the industry: leading academic Nabil Nasr’s research is aimed at doing just that - scientifically

The Big Interview

Viewpoint

Meet David Fitzsimons, director of the newly-launched European Remanufacturing Council: he wants your help

“There will be many winners if more European companies offer transmission rebuilding,” says Erik Stålebo, CEO of LBM Autoparts

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

Reman in Brazil

Turbo-Powered

The Ellen MacArthur Foundation is optimistic that remanufacturing can take hold in the country’s electronics and electrical equipment sector

US group PurePower Technologies has spent the last year reinventing itself but is now ready with a new reman turbo offering

APRA

FIRM

The United Nations, G7 Alliance and European Commission are listening to remanufacturers - and their suppport will be needed for what lies ahead

In an increasingly challenging market, engine remanufacturers need to concentrate on doing things right - as well as doing the right things www.ReMaTec.com

NEWS

Truck reman will be ‘memorable trend’ of 2017 Truck reman is set to be one of the “memorable business trends” of the year, according to Tim Frank, president of IronDirect. The company has just launched a remanufactured truck service to allow fleet operators to purchase like-new reman vehicles for about half the cost of similarly-equipped new trucks. Speaking at March’s CONEXPOCON/AGG construction equipment show in Las Vegas, Frank said: “This isn’t putting lipstick on a pig. It’s complete remanufacturing. You basically create something new.” While vehicle components and systems such as engines and transmissions have been remanufactured for years, no one had yet established a standardised assembly-line system to remanufacture trucks and other vehicles to like-new condition, Frank said. IronDirect Reman Trucks have a three-year 75,000-mile drivetrain warranty that attests to the quality, he added. The IronDirect Reman Trucks

ZERONET TRIALS CORE COLLECTION

IronDirect’s remanufactured Ford F-350 system focuses on class 1 to 5 trucks (19,500 pounds and lighter). A Ford F-350 on display at CONEXPO was typical of the dozen-step reman process. “We’re excited to help bring truck reman to a wide market,” Frank said. “Truck reman will be one of the memorable business trends of 2017 and beyond.”

Return of cores is a major issue for reman, and startup firm ZeroNet Group is attempting to get to grips with unwanted electricals, saving them from landfill by a door-to-door collection after which they will be remanufactured. Speaking at the Scottish Institute for Remanufacturing’s annual conference in March, ZeroNet founder Paul McSweeney said: “Current models for waste recovery need to urgently migrate towards higher value recovery, otherwise the circular economy will never scale.” He estimates that 500,000 tonnes of small

Benecke-Kaliko set to absorb Hornschuch Continental has bought Hornschuch Group and will now set about absorbing the surface specialist into its Benecke-Kaliko business unit. Benecke-Kaliko, which had sales of €550 million in 2015, develops and manufactures surface materials for passenger and commercial vehicles at seven locations in Germany, China, Mexico, Poland, and Spain. The deal gives Continental the opportunity to “expand

Merging: Dirk Leiß, BeneckeKaliko chairman, with Konrad Hornschuch chairman Hans-Hinrich Kruse

significantly” outside the automotive sphere. “Our primary objective is to strengthen our industrial business so that it can catch up with the growth rates of our automotive business,” says Dirk Leiß, BeneckeKaliko chairman. He said the merger would create a boost in surface design and R&D, and offer a number of synergies. Hornschuch generated revenues of €410 million in 2015.

waste electrical and electronic equipment are lost to landfill or elsewhere in the UK each year, with an estimated value between £50m and £2 billion. ZeroNet has created a reverse logistics scheme to be trialled in Aberdeen in the middle of 2017, which will attempt to become the world’s first ‘ondemand’ intelligent doorstep collection operation. It aims to do this by integrating existing logistics providers and a smart phone app.

IB focuses on circular economy Remanufacturing is entering the classroom, with the launch of the International Baccalaureate (IB)’s new geography syllabus, which refers to the circular economy for the first time. The Ellen MacArthur Foundation has welcomed the move, saying that around 7,500 IB graduates read geography each year, so it “hopes that

these students will feel inspired to be part of rethinking our current ‘take-make-dispose’ economy through deeper engagement with the circular economy framework”. The diploma programme for 16- to 19-year old students includes the circular economy within its ‘Global resource consumption and security’ unit. © creativecommonsstockphotos | Dreamstime Stock Photos

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NEWS

Germany dominates auto parts reman Germany is set to increase its hold on Europe’s automotive parts remanufacturing market over the next seven years, according to a new study. The country already had an estimated 30% of the sector by the end of 2016, but this figure is set to increase to nearly 40% by 2024, says Persistence Market Research’s Europe Market Study on Automotive Parts Remanufacturing. Over the survey period, the market in Germany “is expected to create total incremental opportunity of more than $3 billion” – an estimated 1.8 times that of the figure

generated in the UK over that time (although demand for reman parts in the UK will still show “impressive growth”). Germany’s dominance is down to the presence of large local parts remanufacturers in the country. The German market is expected to register a compound annual growth rate (CAGR) of 7.9% over the forecast period, the report finds, while “stringent government laws towards waste management likely to propel the growth” of the sector further. The research suggests that Europe’s automotive parts reman

ANSYS SIMPLIFIES ENGINEERING SIMULATION market will jump from 35 million units to more than 56 million by the end of 2024. Demand for reman engine and transmission components is “fairly high across Europe, and is expected to remain so throughout the forecast period”. Remanufacturing of turbochargers, transmission clutches, brake calipers, and steering wheels “will register rampant growth in revenues and exhibit CAGRs not less than 7.8%”. The report also predicts that, by 2025, more than 23 million passenger car parts will be remanufactured across European countries.

Deutz provides Terex with reman engines

Deutz Corporation is to provide Terex Aerial Work Platforms (AWP) Reconditioning Services with Deutz Xchange remanufactured engines. These will be installed in reconditioned Genie aerial equipment - including boom lifts, scissor lifts and

telehandlers – and have a three-year warranty. Deutz will provide ‘plug-and-play’, dressed Xchange engines with pre-installed mounting components and ancillary systems. “Terex’s AWP Reconditioning Services provide customers with a cost-effective alternative to purchasing new machines,” said Bob Bartley, senior director of Genie product support and reconditioning. “The popularity of reconditioned Genie aerial equipment is increasing, due in large part to a strong warranty, short lead times and an excellent service network. Deutz Xchange engines support these elements that are mandatory for the success of our reconditioned units.” Terex’s reman operation is based in Oklahoma City, linking with Deutz’s own reman facility in Georgia, which is expected to increase engine production to meet Terex’s requirements.

ANSYS says the latest generation of its engineering simulation software will help designers to reduce complexity while incorporating trends such as the Internet of Things, additive manufacturing and machine learning into product development. “Emerging technologies and changing customer expectations are spurring a major transformation in the way products are

manufactured and brought to market,” says ANSYS CEO Ajei Gopal. “Simulation is playing a critical role giving engineers the necessary tools to innovate and transform products across their entire lifecycle.” Getting the original process of product development right is a key part of designing for reman, for example. With ANSYS 18, the company says there is scope to evaluate changes in design and analyse realtime operational data which can help with operational efficiency, product quality, and reduce costs.

Auto reman take note - digital is driving car retail Consumers’ embrace of digital channels is set to have a major impact on car retail in Europe, with online lead generation expected to contribute nearly three-quarters of all leads in the next six years, says Frost & Sullivan’s Mobility team. “An

estimated 65% of prospective buyers begin the journey on their smartphones, while over 90% of customers seek online sources for their next car,” says the consultant’s mobility research analyst Isaac Abraham. “Online lead generation is

expected to generate over 70% of all leads by 2023.” The report, Future of Car Retailing in Europe and Benchmarking of OEM Strategies, says that digitisation is seen by OEMs “as a change enabler to enhance brand awareness and customer

experience”. The findings are significant for reman, because OEMs’ behaviour can often have a direct impact on reman businesses, and new trends are likely to require some response from reman companies in the near future. www.ReMaTec.com

NEWS

VALEO AIMS FOR ‘VIRTUOUS CIRCLE’ AND ASIA GROWTH Multinational automotive aftermarket supplier Valeo says it is looking to new advances in technology to drive revenues. CEO Jacques Aschenbroich explained: “By leveraging the growth opportunities in the automotive industry for electrification, autonomous and connected vehicles, as well as new mobility services driven by digital technology, Valeo is embarking on a virtuous circle of profitable growth.” The company is also keen to move further into Asia, where it says 37% of OE sales will be generated by 2021, compared with 27% in 2016. Valeo has recently strengthened its position in Japan, in a deal which saw it take control of the country’s leading automotive lighting company, Ichikoh. “Valeo is strengthening its relationship with Japanese customers and continuing to expand in Asia – particularly in Japan and south-east Asia – which will account for nearly a third of group sales,” Aschenbroich added.

New car CO2 emissions fall in Europe The average CO2 emissions of new cars in Europe fell by 1.2% last year - the smallest annual percentage improvement for the last decade, according to figures from JATO Dynamics. Norway saw the largest decrease in CO2 levels, while the Netherlands and Denmark actually increased their emissions. This rise is put down to a reduction in tax incentives for plug-in

hybrid electric vehicles in the Netherlands and increased tax rates for electric vehicles in Denmark, which led to a steep fall in demand for those classes of vehicles. Overall in Europe, Peugeot was the most-improved brand – largely because of a lower emission average for its petrol engines - with average emissions of its vehicles dropping by 1.7g/ km in 2016. The automotive

industry is preparing for the Worldwide harmonised Light vehicles Test Procedure (WLTP) to be introduced. This defines a global standard for assessing the levels of pollutants from passenger cars and small vans. “It’s clear that the industry is making progress: CO2 emissions declined,” says Felipe Munoz, global automotive analyst at JATO Dynamics. “The rate of decline has, however, slowed. This is due to the increased market share of gasoline vehicles and the deceleration of the growth of diesel vehicles. With WLTP imminent this is a significant year and it remains to be seen the impact it will have on emissions monitoring.” JATO’s figures cover cover 23 European markets and showed that average emissions were 117.8 g/km.

LBM sets up in Germany Swedish spare part supplier LBM Autoparts has set up a sales office with a warehouse in Germany, as part of a plan to tap into Europe’s minor transmission specialists and workshops and expand its reach out of Scandinavia. Based near Gothenburg, CEO Erik Stålebo explains: “One of our most important goals is to establish a presence near our customers in priority markets, and Germany is a very important market for us. We are therefore pleased to have inaugurated our new branch office, which allows us to support our customers even more actively.” The new site is at Velten, north-west of Berlin. The company has already developed proprietary

complete reman kits and a catalogue with over 500 spare parts for manual transmissions and dual clutch transmissions for light vehicles, including brands such as Opel, VW, Renault and Ford. Stålebo believes that the European market transmission reman needs more players – who are at present put off by what they see as time-consuming product selection and complex purchasing process. ● See Viewpoint, p19

Roadlink highlights ‘significant’ reman caliper demand Roadlink International says it has experienced a significant increase in demand for its products, a year after the launch of its £700,000 commercial vehicle caliper remanufacturing facility in Willenhall, UK. “The CV parts trade recognises the beneficial impact of using remanufactured parts and we are keen to promote the process to the wider market,” explains Keith Sedgley, Roadlink joint managing director. As well as calipers, Roadlink’s new and reman braking solutions include brake shoes, pads, discs and drums.

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ReMaTec 2017

Countdown to innovation:

no time to lose

You only have a couple of weeks to get your entry in for ReMaTec’s Innovation Award: the final deadline is 20 April - so ensure that you don’t miss out on a golden opportunity to show off your brilliant new product Hurry! The final deadline for entries in ReMaTec’s Innovation Award is fast approaching: you must get yours in before 20 April. On offer is a prestigious prize: the chance to win the ReMaTec Innovation Award 2017.

The winner will be announced during the opening session of ReMaTec 2017 - the world’s largest exhibition for the remanufacturing industry – at the RAI Amsterdam on 18 June. The three nominated entrants will be informed in May.

ReMaTec 2017: get involved Registration is now open for ReMaTec 2017. More than one million product solutions and technical innovations will be on display over the three days and you can find a full preview in the next issue of ReMaTecNews. Remanufacturers, rebuilders, OEMs and suppliers wishing to attend can register online at www.rematec.com/ register. You can also register on social media, including Facebook, Twitter and LinkedIn. Registration is free to trade visitors up until 14 June, after which there is an online or onsite registration fee of €40. ReMaTec 2017 brings together industry leaders and remanufacturing specialists from more than 70 countries to find and share solutions on design for reman, global logistics, core management and many more issues. Over 20% of the companies exhibiting are new to the show and include Honeywell Garrett, Borg Automotive, MEC Diesel, Fersa Bearings, MSG, Merlin Diesel Systems and Lizarte.

Meet ReMaTec’s Expert Panel

Innovation Award: how to enter Entering the Innovation Award could not be simpler – and it’s free to exhibitors at ReMaTec 2017. First go to www.rematec.com/amsterdam/innovations/innovationlab Then find the Innovation tab at the top of the page. From the drop-down menu, select Innovation Award. Click on ‘Enter your innovation’ and fill in the online application form.

Information you need includes

• Description of the product or solution –

what is it and what does it do? • Explanation of why the product should be eligible for the ReMaTec Innovation Award 2017 – what is so innovative about it? • Outline of the importance of this innovation – what is its impact on the remanufacturing industry? • Full colour image in JPEG format of the product – and if possible a video clip of the solution in operation

www.ReMaTec.com/register

Judging criteria

• Design, originality, innovative value • Practicality (technical, economic, feasibility)

• Creativity • Ease of implementation • Impact on the remanufacturing industry

• Sustainability (environment, security, energy and efficiency)

The nominated products should be available for display at a dedicated Innovation Award stand at ReMaTec 2017 from 18-20 June 2017 at the RAI Amsterdam.

Networking and knowledge sharing is a major part of the ReMaTec 2017 experience – and ReMaTec has launched a new initiative to make this even more valuable to visitors. The Expert Panel will be on hand to give the whole of the reman industry a new perspective on best practice. We are inviting industry experts to join this new venture, sharing their tips and experience at interactive ‘Meet the Expert’ sessions during ReMaTec 2017. Sit down with the experts at these ‘campfire’ events and discuss any challenges you might need to overcome – or simply come to listen to what is trending in the industry. Whether you want to start your own business in reman, or to ask a difficult technical question, then this is the place to come. The Expert Panel will not disband after ReMaTec 2017 – instead the ReMaTec experts will act as brand ambassadors, advising the ReMaTec team about new developments in reman, hot topics and key players.

See the latest products, innovations and solutions in remanufacturing at ReMaTec 2017

THE BIG INTERVIEW

“Remanufacturers are being challenged by aggressive OEMs who don’t want them to remanufacture a particular product: if you’re a third-party provider who is facing those problems, then we’re interested in you”

F Reman’s

new best friend Meet David Fitzsimons: as director of the newly-formed Conseil Européen de Remanufacture, it is his job to convince Europe’s policy makers that the circular economy will work for everyone. And he wants as many remanufacturers as possible to join him, he tells Adam Hill

or David Fitzsimons, remanufacturing’s time has come. The director of the Conseil Européen de Remanufacture (CER), or European Remanufacturing Council, is responsible for ensuring that his organisation becomes the focal point for reman policy dialogue in Europe. “My sense is that, after so many years of slogging away, trying to be heard, there is now a fascinating confluence of people talking about changes to the economic model,” he begins. Over the past decade or so there has been great interest in reman from the United Nations (UN), the Organisation for Economic Co-operation and Development (OECD) and the Group of 7 (G7) which comprises the biggest economies in the world, including the US, Germany, France and the UK. He is in no doubt about where credit for this should lie. “The Ellen MacArthur Foundation has driven this agenda at the World Economic Forum, and through that to the UN and G7 and OECD,” Fitzsimons says. “They took the debate that we had been having in the reman sector over the last ten years – often among academics and engineers – and framed it for a different set of people. That’s what happened and is happening. These people see the point – they see the challenge coming to a world of nine billion people.” Launched in January, the CER has grown out of the European Remanufacturing Network, with funding from the European Union’s Horizon 2020 programme. ➤

ReMaTec Theatre: Learn about the latest developments within remanufacturing in many sectors

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THE BIG INTERVIEW

➤ Disruptive models A large part of its role will be in finding common ground between companies and policy makers on areas such as legislative barriers, standards, green public procurement and tax relief. It will also communicate the benefits of – and barriers to – reman. The increasing influence of digital technology means that many businesses – in whatever sector, wherever they are in the world – are seeing old certainties being swept away. There are disruptive business models coming with digitisation, Fitzsimons says. Viewed in this context, the ‘cradleto-cradle’ approach has a great deal to offer as organisations seek to cut costs and streamline operations. “The circular economy has implications for business models,” he says. “Remanufacturing genuinely delivers large-scale resource efficiency savings. We’re talking very large sums of money. And there will be competition between businesses to secure those savings.” It can also be seen as a genuinely helpful framework within which to look at the way that businesses might be organised in future – and the fact that these conversations are now being had by international policy makers, rather than simply within the reman community, is a major step forward. “The debate is now with a very different category of people and we are trying to make reman core and relevant to that debate.” Reman in Europe has been

“Remanufacturing genuinely delivers largescale resource efficiency savings: we’re talking very large sums of money” valued as highly as €30 billion – the sort of figure that makes business owners’ eyes light up. OEMs, of course, have often seen the sector as a threat rather than an opportunity. But the example of Cat Reman and others may be persuading manufacturers that it is something worth looking at. “That’s what the battle’s all about,” he continues. “The penny’s dropped: there is money to be made.”

Big questions Fitzsimons, who is also managing director at consultant Oakdene Hollins, says that the questions most often asked by economists, lawyers and trade experts Remanufacturers face barriers on access to cores

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are: ‘We can see that it exists but why doesn’t more of it happen – and what are we supposed to do to make it happen?’ “The answer takes you down to the nitty-gritty,” he says. “Why can’t you get back the core?” The reason for this is, he points out, product-specific. For example, a large number of European automobiles, rather than being available for reman in Europe at the end of what is considered their useful life, are exported to Africa: “If we’re serious about reman – if we’re serious about seeing more crankshafts remanufactured – then we should care.” You can understand that some existing reman trade bodies might be nervous about the launch of the CER: after all, it is another reman organisation which might take away members and potential members. But Fitzsimons is adamant that the CER does not want to tread on anyone’s toes: it is here to work with the reman community, harnessing the power of companies in a way that may not have been possible before. Annual membership is free to invited trade bodies, and ranges from €500 for micro-enterprises to €6,000 for large corporates. “Our job is to try to bandage the gap between the experts and the nitty-gritty stuff for those involved in reman,” he adds. “Toyota have a lovely expression for it: ‘Go see and study!’ Too many people don’t go and see what the opportunities are really about.”

Helping hand Fitzsimons is happy to outline how ReMaTecNews readers can help the CER. “In some areas it would be very useful to do real-world case studies to prove a point,” he explains. “We have to be absolutely certain that, in that rarefied atmosphere of the discussion about the opportunities for resource efficiency savings, we don’t lose sight of the real-world problems.” The CER will seek in particular to highlight the intellectual property issues relating to reman, such as remanufactured items containing patented components and the brand names of OEMs that have been remanufactured by a third party. Warming to this theme, he says: “Third party remanufacturers are being challenged by aggressive OEMs who

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THE BIG INTERVIEW

“The CER is going to provide that mix between the rarefied ‘wouldn’t it be nice if…?’ and the day-to-day business of remanufacturing - that’s what we’re for” don’t want them to remanufacture a particular product. If you’re a third-party provider who is facing those problems, then we’re interested in you.” These are the sort of issues that cannot be addressed by one company, or perhaps even one trade association – but an international body that has the ear of politicians and lawmakers, such as the CER? Well, it may just have a chance of effecting change – but it needs the input and evidence of the reman industry as a whole to make its case. The idea of the ‘triple bottom line’ – where companies are judged not just on their profit and loss statements but on their activities in other areas – is gaining greater currency in the corporate world. The three bottom lines - economic, social and environmental – combine to give a truer reflection of a firm’s worth. Reman is an obvious potential contributor on all three fronts. Therefore, in future, law changes may mean that it will be no longer be tenable for OEMs to continue to claim ownership of their technology while actively preventing others from remanufacturing their products.

Expressing goodwill “We don’t expect to have members who are not serious about reman,” Fitzsimons suggests firmly. “But even if you’re currently in the position of resisting remanufactured products because the sales force says it’s terrible, you can change – you can develop, and you can make more money.” So how does he see things progressing for the CER? First and foremost, the council wants members and a number of companies have made encouraging noises. “A lot of people have expressed goodwill,” he says. “They are saying: ‘The timing looks good’ and ‘This is useful’.” He has had “two or three” conversations with firms which

are supportive but wish to remain in the background for the time being, doing things quietly. “Some companies have said they want to be involved but don’t want to play a leadership role: I wasn’t expecting that,” he confesses. “I thought that advocates would be there and would want to be noisy.” He is not daunted by this – indeed, he sees such companies as being possible case studies for the future. “As long as we’re doing the key job of ‘go see and study’,” he says.

Linking themes Nothing is set in stone and Fitzsimons is keen to keep things as broad as possible. “We are trying not to be specific about how things will work,” he explains. “We mustn’t become too specific to any one sector – that’s not our job – but we are finding the themes that link each of them.” Fitzsimons has long argued that remanufacturers are competing in a linear economy against OEMs which have become ever-better at getting their raw materials into the right place at the right time to ensure the most efficient production at scale. “A remanufacturer tries to do that but is confronted by core delivery issues,” he says. “That’s a real cost that gets reflected in every unit.” So there is lots to do but he is sure of one thing: that reman must not allow its arguments to become “lost in the trees again”. The CER will work to provide the evidence that rules need changing to encourage the growth of reman – by explaining clearly the problems that remanufacturers are facing. “The CER is going to provide that mix between the rarefied ‘wouldn’t it be nice if…?’ and the day-to-day business of remanufacturing,” he concludes. “That’s what we’re for.” The CER was launched in Brussels: ReMaTec was present

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

Core issues: what’s on the CER’s agenda? • Investigate the potential role of European Union and member states’ public procurement of remanufactured products, through Green Public Procurement, to promote reman. • Publish a list of product categories for which remanufacturing has the greatest potential. • Identify issues of common interest, both among corporate members, and with European policy makers. • Present evidence-based research and the position of CER members. • Host annual briefing events in Brussels. • Provide legal advice, best practice and case studies relating to the work of the council, its members, and the remanufacturing sector. www.remancouncil.eu

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VOX POP

Will reman make a big connection with electronics? The big question in this issue is about the increase in electronics in vehicles – and the rise of electric vehicles themselves. Both have brought a massive change to the automotive industry. But will this translate into opportunities for remanufacturers?

Clemens Ortgies President, FIRM “It’s an opportunity but also it’s a challenge. Our industry has a certain structure: it’s a small- and medium-sized entity business so we cannot expect a small company to invest a lot into new technologies, new remanufacturing of electronics. So we have to help them – maybe we have to found some new associations or maybe we have to find a way of more companies working together. Our association, FIRM, could be a platform for that – and also ReMaTec could be a platform to find partners and to find solutions for the increased content of electronics in vehicles.”

Fernand Weiland Former chairman of APRA Europe and author of Make New Again “All products will in the future will be controlled electronically – not only my iPhone but, in my car, the power steering, the brakes and so on. This is a challenge for the remanufacturer if he doesn’t embrace electronics: he will go out of business. But the remanufacturer who does embrace this technology can easily differentiate himself from his competitors. On the other hand, it is a must – we are living in an electronic world.”

Craig van Batenburg CEO of training company ACDC “The Industrial Revolution was roughly 200 years ago: in the transportation industry, things are changing. Electric cars will be popular – 20 years from now, most cars will be electric. Remanufacturers are going to suffer because electric cars require 15% of the work over 3,000km than gas or diesel cars. Everyone knows this. Nothing’s really different between the US and Europe: we have an aged workforce, with ‘mom and pop’ repair shops, and the younger generation isn’t really coming into this. People won’t get trained, so shops will fold and become bakeries! There will be less to remanufacture. So if they’re smart, companies will move into something else: electric trains or trolley cars maybe. I’m 66 and I’ve seen industries come and go. There is plenty of warning if you’re willing to take a look.”

Volker Schittenhelm Independent engine and automotive reman consultant “It is an opportunity because electronics are getting a big share in our daily life. As long as we do not have specialists who are able to remanufacture electronic devices then we will be lost in the future. We need these absolutely. In the automotive industry, if we talk about cars from the 1980s like Porsche 928 and BMW 850, these are ‘old timers’ but have at least 40 to 60 ECUs in them. They are wearing out and we cannot wait for the OEMs to offer these all the time So we need solutions by OEMs or independent stakeholders to be able to remanufacture the electronic devices - but with regard to security issues.”

Jerry Sweetland President and CEO, PurePower Technologies “Those are on our radar screen and we are looking at how those can potentially play a role. That may be getting a little too far out into the future, but we are always looking at applications that would be a good fit for our system and would be good targets for us. But there will also be more of the same with diesel injectors, turbocharges, EGR valves and pumps because there is a lot of work out there — a lot of good targets for us to pursue.”

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Steinhilper successor ‘has been found’ The search for the successor to Professor Rolf Steinhilper, one of the biggest academic names in the reman industry, is thought to have reached its end - although no name has yet been revealed. Steinhilper, ReMaTec’s current Remanufacturer of the Year (see below), is to retire from Bayreuth University on October 1, 2018. The lengthy lead-in to his departure stemmed from a desire to ensure that a replacement would be found in good time to lead the 45 engineers and scientists for whom he is responsible. Steinhilper’s career in reman started in 1982. Since 2001, he has been at the forefront of research at the Bayreuth University Institute of Manufacturing & Remanufacturing and the Fraunhofer Initiative

on Process Innovation. “I will still be on board for one and a half years,” Steinhilper told ReMaTecNews. His position had been advertised and the new appointee is expected to begin work in the autumn, allowing him or her a year of overlap with Steinhilper. There are no plans for a quiet retirement: “I will find more time for my collection of classic cars – and I will intensify renting them out for weddings and such, which I already do now and then,” Steinhilper explains. “Furthermore, I will offer my successor to still give a few lectures, about reman among other things.” Given his vast experience, it is also likely that he will take up scientific and technical advisory roles with reman organisations.

Last call! Get your RotY 2017 nominations in now There is still time to get nominations in for Remanufacturer of the Year 2017 - but hurry! The winner will be announced at ReMaTec 2017 in Amsterdam in June. Launched in 2005, RotY is the most prestigious and coveted awards programme in the reman industry, and will be given to an individual who, or company which, has served the sector with distinction. Candidates will be evaluated on a number of criteria, such as technical excellence, commitment to quality, impact on the remanufacturing

industry and customer service. Nominations should include a clear and reasoned explanation for the nomination as well as information on the nominee’s background, reman-related

activities and achievements. The award seeks to honour those who have made a special contribution to the remanufacturing industry, have shown a continuous excellent performance or whose efforts have proven to make real difference – to the industry or a specific industry segment. More information on the RotY Award, including judging criteria and guiding principles, can be found here: www.rematec.com/reman-ofthe-year/ • Please email your nominations for RotY 2017 to e.feijen@rai.com

THE GOOD LIFE: Wendy Williamson, chief executive of the Independent Automotive Aftermarket Federation, has received the Lifetime Achievement award at the Car & Accessory Trader Awards 2017. She was a graduate trainee at Black & Decker before entering the automotive world with Unipart. “The automotive aftermarket is a fantastic sector and I would like to pay tribute to the enthusiasm and passion shown by members in protecting and promoting the trade,” Williamson said. She was also mentioned as one of Autocar’s Top 100 Great British Women in 2016.

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New comms head at Continental Claudia Lademann-Fleger has taken over as head of communications at Continental’s ContiTech division in Hanover, Germany. Replacing Frank Stünkel, she will be responsible for the strategic direction of internal and external comms – and her new position will also take in product communication. She has been in the automotive industry since 1990 and her previous posts include managing marketing communication at Siemens VDO and worldwide comms at Johnson Controls Automotive. Meanwhile Stünkel will now be responsible for the integration of the Hornschuch Group into the Benecke-Kaliko Group (see News, p6) business unit after four years in a management role at the head of ContiTech communications. Lademann-Fleger’s remit is to manage international comms units in Europe, Asia and the Americas and she will report directly to Hans-Jürgen Duensing, member of the executive board at Continental who is responsible for ContiTech.

ReMaTec Theatre: Learn about the latest developments within remanufacturing in many sectors

NOTES & COMMENT

Best of

VIEWPOINT

“There will be many winners if more European companies offer transmission rebuilding” Erik Stålebo

n my role as the managing director of LBM Autoparts, a company that offers spare parts for all kinds of transmissions and gearboxes, I have noted major changes in European car buyers’ choices of transmissions. This is particularly noticeable for new cars. 2016 was a record year in Sweden, and over 50% of all new passenger cars had automatic or dual clutch transmissions. A decade ago, only 20% of them did. Even if automatic and dual clutch transmissions are more popular in Sweden than in the rest of Europe, we note that the interest among car buyers is increasing rapidly in many other countries as well. I consider this a trend among car buyers, who will demand a change also in the European aftermarket and the offering of remanufacturing, rebuilding and repair services for transmissions. As the number of cars keeps growing in the EU, a rapidly growing number of people will soon need help with the rebuilding of their transmissions – including automatic, CVT, manual and dual clutch transmissions. The enormous European car fleet also highlights an important environmental aspect: with a tighter European network of transmission specialists,

come far by offering complete these cars can be given a rebuilding kits for manual longer service life with less transmissions that simplify the environmental impact. As a purchasing process and the complement to the major OEM rebuilding work, but also by remanufacturing companies, offering many alternatives to Europe needs more minor the car manufacturers’ ranges rebuilding specialists – OEM of original spare parts. In the specialists cannot always long term, we aim to simplify offer competitive solutions, for the purchasing process even example when older cars are further by using e-commerce no longer covered by new car solutions. Everyone will warranties. Minor car repair be a winner if Europe gets workshops in Europe have more remanufacturing and excellent technical skills, yet rebuilding specialists. From many of them are afraid of car buyers to the environment, offering rebuilding services. not to mention the specialists One reason is that it can be themselves, who can increase perceived as complicated to their range of customers source and purchase the right and achieve a more evenly spare parts. The potential distributed workload. for new minor transmission specialists in Europe to set up shop is most likely great. After our establishment in Germany, we have noted a major interest in offering rebuilding services. This applies to both to larger companies that want to extend their offering and smaller companies that want to focus on rebuilding services. One of our challenges is to develop a concept that matches the current needs of large and small companies alike. It is important that we simplify all steps from purchasing to rebuilding. Erik Stålebo, CEO, We have also LBM Autoparts

ReMaTec 2017 runs from 18-20 June in Amsterdam, the Netherlands. Plan your trip now!

the Blog The impact of EU vehicle end-of-life regulations on reman More than seven million vehicles end their journey each year in the European Union with the top five countries (Germany, UK, France, Italy, and Spain) generating about five million or about 70% of the total. This provides humungous opportunities for the recyclers because of the heavily regulated end-of-life (EoL) directives which set the reuse, recycling and recovery targets by weight per vehicle.

While this is has been a boon for the recycling industry and for the environment overall by way of reduced waste to landfill, remanufacturers do not necessarily benefit from this or from other directives related to the vehicles reaching their end-of-life, even though the opportunity remains the same. Remanufacturing, as we know, is an end-of-life activity. This can be slightly misinterpreted. While this ‘end-of-life’ refers to the part that has failed in a vehicle that is still very much in use (even on a one-month old vehicle), the EoL directives are related to the whole vehicle reaching its end of life (which has become ‘waste’) and hence an anomaly arises that skews the focus on the part’s post-use phase (where recycling happens) without any mention of the phase when the vehicle is in actual use (remanufacturing phase). • Go to www.rematec.com/ blogs for more www.ReMaTec.com/register

NOTES & COMMENT

From reprocessing to remanufacturing

ne of the panel discussions at ReMaTec 2017 in June will look at issues such as regulatory obstacles, intellectual property, reverse logistics and core management from a variety of sectors. Daniel J. Vukelich, president of the US-based trade body Association of Medical Device Reprocessors (AMDR), will be taking part. AMDR’s mission is to promote the proper reprocessing or remanufacturing (cleaning, repair/refurbishing, testing and sterilization, among other steps) of ‘single use’ devices (SUDs). These come in three main categories: cardiovascular devices, operating room instruments and non-invasive devices (such as blood oxygenation sensors or blood pressure cuffs). AMDR members perform the majority of the commercial reprocessing in the US and serve over 1,000 European hospitals – including 95% of German university medical centres. The US Food and Drug Administration (FDA) has regulated the industry since 2000, and the sector has quantified its value: the average hospital in the 2016 Practice Greenhealth sustainability benchmark report saved $295,238 annually through using reprocessed devices. Vukelich insists: “Today many of the US hospitals with whom AMDR members

Daniel J. Vukelich President, Association of Medical Device Reprocessors

Q What's your role at AMDR? A In addition to representing the reprocessing industry in the US, I also represent the industry before the European Union, Canada, Japan and other international bodies. As a lawyer, the regulatory side of the industry is an

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Device sorting (courtesy of Stryker’s Sustainability Solution)

Reprocessing of medical devices is big business. But Daniel J. Vukelich, of the US-based Association of Medical Device Reprocessors, knows he can learn much from remanufacturers in other sectors

work save more than $1 million annually through programmes that depend upon FDA-approved reprocessed medical devices. Additional cost savings of reprocessed SUDs include a reduction in medical waste, allowing hospitals to divert millions of pounds from local landfills each year.” Changes are coming to the European Union, he goes on. “In the EU, SUD reprocessing has historically happened in hospitals and been subject to national rules,” Vukelich explains. “With the soon-to-be-adopted European Medical Device Regulation, the reprocessing of SUDs will be held to

medical device manufacturer standards. The regulations will likely have the potential impact of stopping hospital reprocessing and encouraging the development of regulated, commercial firms, as the new reprocessing standards are quite stringent.” Reprocessors in the US already have to submit data to the FDA proving that their devices are as clean, as sterile and as functional as their OEM counterparts – and Vukelich says they intend to do the same with notified bodies in Europe going forward. Proving that remanufacturers in all sectors may have something to learn from one another, the difficulties he describes sound familiar: “Because reprocessing lowers the costs per device by as much as 50%, we’ve found that some OEMs are pushing back on hospitals and inserting contracting language and terms – such as minimum purchase requirements and a blended device approach (new and reprocessed devices bundled together) – that reduces the cost savings to hospitals.” Despite this, Vukelich is confident that the reman of medical devices is a growth area. “We have seen various analyst firms put figures out but, generally, market growth is estimated to be between 10% and 25% year on year.”

aspect of my work that I feel has the greatest potential to affect change and to create a pathway for access to the safety, savings and sustainability benefits that 'single use' device reprocessing brings to hospitals, doctors and the patients they serve.

producing more financially and environmentally sustainable products for consumers. Financial and environmental sustainability are issues that will continue to be focuses in healthcare and issues that we think span across business sectors.

Q What lessons do you think different sectors can learn from one another? A We must all learn to do more with less, and AMDR is encouraged and excited to learn from other sectors also

Q What types of things do you want to find out from them? A We hope to collaborate with other sectors on how we as remanufacturing industries can better engage

and educate customers, end users, policy makers and regulators on the unique value proposition we offer.

ReMaTec Theatre: Learn about the latest developments within remanufacturing in many sectors

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COMPANY PROFILE

Itâ&#x20AC;&#x2122;s a

family affair Autoenterprises is one of the best-known core suppliers in the reman business: Adam Hill talks to boss John Collins about expansion, Brexit â&#x20AC;&#x201C; and why his wife and children are behind his success

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ReMaTec Theatre: Learn about the latest developments within remanufacturing in many sectors

COMPANY PROFILE

Upton Park, selling reman starters and alternators among other things. “My first job was to empty the old unit bins,” he recalls fondly. “I remember taking out old brake shoes into one box and clutches in another. I got £3.50 a day!” His son (also called John) is sitting beside him and laughs: “I’ve heard that story many a time!” Collins senior continues: “It was the best apprenticeship I could have had. I saw both sides of the counter. I’ve always said that if you treat everyone how you want to be treated then you won’t go wrong.”

“The core supplier has been looked at as a second-class citizen – but we run a ship that’s better than some remanufacturers”

Chance encounter

Autoenterprises: "A great workforce"

he last time ReMaTecNews visited Autoenterprises, it was 2007 (see magazine cover, left). A lot can change in ten years – but one very important thing remains the same. The company’s work forms the bedrock on which all of remanufacturing is based: it is one of the best-known core suppliers in the business. The company has two sets of buyers on the road in the UK fulltime but founder John Collins explains the company sources cores “from all over

the world” via its HQ in Basildon, east of London. Scrap merchants, salvage yards, garages and dealers are the obvious haunts. “You can buy by the kilo but we prefer to buy by the piece,” he says. “I only buy what I want.” Collins seems to have always known what he wants. The history of Autoenterprises can be traced back all the way to 1978. That was when he began his first job, as a Saturday boy at a car parts shop in the shadow of West Ham United’s football stadium,

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This philosophy has kept him in good stead. Collins left school at 15 to set up on his own – and by the age of 22 he had done well enough to go back and buy the very shop in West Ham where he started. Business was good enough to allow him to open three parts shops in the end – but it wasn’t until the late 1990s that he spotted the opportunities that becoming a core dealer could offer. Although he was selling such items as spark plugs and oil, a chance encounter with a customer having his Nissan serviced at a nearby dealership led Collins to see that selling cores would be more profitable - specifically as he had a knack for identifying things. Collins had a large sign in the shop window (‘We buy old starters and alternators’) as he was rebuilding his own in the workshop at the rear of the premises. “I was standing in the shop doorway,” he recalls. “It was a bit quiet.” They struck up a conversation about starters and alternators and the customer then asked Collins: “How much do you give for an A127?” “Three quid,” said Collins. “Oh, I get eight quid for them,” the customer said. A lightbulb was switched on for Collins, who immediately started buying more old starters and alternators – and getting paid £8 for each of them. “I thought: ‘I like this game!’” he laughs. “Eventually the cores business became bigger than the shops.”

Logical step The next logical step was to sell the shops and concentrate on the area which made most money – and he has not looked back. Not that it has been easy: “It’s not like core suppliers of old, where they’d throw it on the back of a truck and sell everything. These days everything has to have a number.” When Autoenterprises ➤ www.ReMaTec.com

COMPANY PROFILE

➤

started, Collins quickly realised that some items are more profitable than others. “Everyone was doing starters and alternators,” he recalls. “We decided that we’d got to make our mark and it would be with calipers.” This did not come easy. “I remember sitting in the old office with a box of calipers, thinking ‘how am I going to sort these out?’” And how did he sort them out? “I persevered, and I persevered, and I persevered with them,” he laughs. Calipers remain the company’s biggest line, accounting for around 600,000 of a stockholding of more than a million units overall. Every part – from engines to turbos, and from AC compressors to diesel pumps - has its own unique number on a bespoke database. It is no surprise that Collins believes strongly in the importance of professionalism. “The core supplier has been looked at as a second-class citizen – but we run a ship that’s better than some remanufacturers,” Collins says. He adds that Autoenterprises is the only core supplier in Europe to be ISO9001 credited. And in 2008 he even went back into the starters and alternators market. “To be a full-line core supplier you’ve got to do as many products as possible,”

he shrugs. Collins has always been involved in the automotive industry in some way. His father was a panel beater and sprayer, and both parents instilled in him the need to work hard. “I had a drive to succeed, I suppose,” he muses. “I always had a good work ethic. I was never allowed to lay in bed at home. And I’ve never asked anyone to do something that I don’t do myself.” This may be why he has never stopped looking for new avenues to explore, and is not afraid to cover niche areas such as classic core parts and specialist American engines. Autoenterprises is currently looking at another 20,000 sq ft building close to its HQ for housing more stock - on top of the existing 80,000 sq ft plus a 20,000 sq ft facility specialising in driveshafts in Durham, north-east England.

The Brexit dilemma The UK’s vote last June to leave the European Union has created another layer of economic uncertainty – but also potential opportunity. Collins is relaxed. “Brexit will work itself out – it’s not all of a sudden going to go ‘bang!’ We can still do tremendous business with Europe. Both sides would be stupid

Collins (left): "We all know our jobs here: we grab hold of it and get on with it”

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COMPANY PROFILE

to put barriers up between us. It will work itself out.” But Brexit has certainly got Collins thinking: if cross-border trading becomes more complex, the company may need to open a facility in continental Europe to continue servicing its European customers. With Basildon close to Stansted and Southend airports, it may make sense to locate in central or even eastern Europe, he thinks. “Personally I think it will all pan out, but if that has to happen, then we’ll do it.” Away from Europe, the US is itself going through interesting times politically, with new president Donald Trump on a mission to shake things up. Collins sees opportunities here, and smiles: “If our friend Mr. Trump puts levies on cheap Chinese imports then the reman industry will explode! Rebuilding suppliers like us with large stocks are going to have a field day.”

A family affair While Collins is more than happy talking about international matters, his real interest is closer to home. He has always insisted that Autoenterprises is, at heart, a family affair. His wife Dawn, daughter Francesca and sons John and Ross work with Collins at Basildon, as do Dawn’s sister Andrea and her husband Mark. “They’ve contributed a lot to this company along with a few key personnel and a great workforce,” Collins says. Indeed, throughout his chat with ReMaTecNews he insists – just as he did in the 2007 interview - that he must not take all the credit for the firm’s success. “The hardest thing in the world is to delegate,” he acknowledges. “It took me a long time to learn that you’ve got to put your faith in other people. They will do some things better than I do. We all know our jobs here: we grab hold of it and get on with it.” Responsibilities have

been split into five main areas: calipers, electrics, driveshafts, steering and a final category is grouped as turbo, aircon and diesel. They are run as distinct – although not separate – entities, he explains. “I know what everyone’s doing. They all talk to each other and it is run as a team.” He says he is now in the process of taking more of a back seat in the business – although it should be pointed out that Collins’ idea of a holiday is a two-week break, with a week of visiting other core contacts in the middle. “Yes, I take working holidays,” he says. “Maybe a trade show, or a buying trip. But I take my wife.”

Company history 1978: John Collins begins work at weekends at Spares Unlimited 1982: Leaves school at 15 to work at the shop full-time 1986: Opens his own store, J’s Auto Spares 1989: Buys his old employer, Spares Unlimited 1997: Starts running a small cores operation 1999: Sells his (by now) three spares shops to start up Autoenterprises, taking a 3,000 sq ft warehouse at Rainham 2000: Buys another 6,000 sq ft at Basildon 2017: Autoenterprises stocks one million cores and has 100,000 sq ft of warehousing

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Growing marketplace There is even some talk of a five-year plan which will see him move into the background of Autoenterprises. “I went into semi-retirement mode last year,” he claims. “But then it got busier and I ended up working more hours than I did when I was full-time! This industry is a growing marketplace. Every time you think you’ve reached a peak, it just keeps going. But I want to emphasise that it’s due mainly to the people we’ve got here, pushing all the time. We want to make sure the customer is happy: we’re not flyby-night, we’re here for the long term.” Still, it seems that he is (at least partly) relaxing his control of the business and increasingly handing over to the next generation. “I’ll watch from a distance. I’ve said: ‘If you don’t get on with it, I’m coming back!’” They have been warned. It is ten years since ReMaTecNews last visited Autoenterprises – and to be honest you would not bet against Collins still being involved day-to-day in ten years’ time. And there is another thing that probably won’t have changed by then – the need for more space. Autoenterprises is a company that has needed to expand virtually from day one. “I don’t throw anything away,” Collins admits. “You can bet your life that as soon as you’ve scrapped it, someone will want it. We buy a lot of material that’s not on people’s lists – we’re a proper stockist – for the next day, and the next day. We might hold calipers for ten years – in fact, some calipers might have been here ever since we started out. We can’t find them in breakers’ yards anymore.” So customers drive the business, and in effect they are the ones who demand expansion. “It’s like a rollercoaster. I’m trying to slow down but it won’t let me,” he concludes. It must be said that Collins does not seem entirely unhappy about this. www.ReMaTec.com

COVER STORY: ELECTRIC VEHICLES

The world is going electric Cars have long contained electrical and electronic equipment. However, the rise – slow, but growing - of electric vehicles means reman is on the cusp of change, and survival may mean looking outside of the automotive industry. Adam Hill reports

or a long time, it has all been relatively simple. The internal combustion engine has been around since the middle of the 19th century. It has a lot of parts that wear out and need remanufacturing. But things are changing. It’s easy to think that electric vehicles (EV) belong to the future, along with jetpacks and hover boots – but they are a big part of the here and now. Two million plugin electric cars are now believed to be driving the world’s roads, with China, Europe and the US leading the way. That number is set to increase: sales in Europe doubled in 2015 to 145,000 – in Norway alone, one in three cars sold is now electric. The most popular EVs last year were the Nissan Leaf, Tesla’s Model S and the Chevrolet Volt, along with Chinese manufacturer Build Your Dreams’ (BYD) models Tang and Qin (see box, opposite). Virtually every manufacturer seems to have its own plans for EVs: for instance, Volkswagen, which has had its own well-publicised difficulties with diesel vehicles, reckons it will have 30 EVs on its books by 2025. Yet 2025 is nearly a decade away, and two million vehicles is really not very many at all in the grand scheme of things.

Customer behaviour However, if this still seems like a bit of crystal ball gazing, then consider other technological advances which have created strong popular appeal and a massive change in buying habits. The global ubiquity of

Market-leading Nissan Leaf with standard 30 kWh battery

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COVER STORY: ELECTRIC VEHICLES

Tesla Model S: one of the biggest-selling EVs in the world

"Electric cars have no internal combustion engine. There is a clear path away from oil towards electricity" Craig Van Batenburg

smart phones and tablet devices, whose numbers have rocketed in just a few years to the point where it is hard to remember what life was like before them, demonstrates that customer behaviour moves in ways which can be very difficult to predict. The iPad seemed like a neat – but slightly pointless – smaller laptop just a few years ago. Now they are everywhere. Obviously a car is a considerably greater investment, but there is no particular reason why EVs cannot take a similar hold over our lives in the next couple of decades – or even sooner (see box, p29: Barriers to EV take up? They are disappearing). The rise of hybrid cars over the last decade or two has already given remanufacturers pause for thought, although much of the technology is well-known. Hybrid vehicles still use a conventional engine – something that remanufacturers are very familiar with - but recover energy during driving, and store it in the vehicle's battery to power the car in electric mode. “If it were just hybrids, then everything would stay the same for reman,” says Craig Van Batenburg, CEO of ACDC, a hybrid and plug-in training company based in Worcester, Massachusetts. “Hybrid cars are just gasoline cars destroying the planet more slowly.” Car manufacturers are not the only ones experimenting: Volvo’s ‘Concept Truck’ features a hybrid powertrain - one of the first of its kind for heavy-duty trucks in long haul

Biggest-selling electric cars in the world 1 Nissan Leaf 2 Tesla Model S 3 Build Your Dreams (BYD) Tang SUV 4 BYD Qin 5 Chevrolet Volt Source: EV Volumes

applications. For long-distance work, the hybrid powertrain could allow the Volvo’s combustion engine to be shut off for up to 30% of driving time. The manufacturer says this will save 5-10% in fuel. It also offers the ability to drive in full electric mode for up to 10km, enabling the vehicle to operate with zero emissions and low noise.

Hybrid training The point is: hybrids are now part of the furniture. “Hybrids have been in the US for 17 years and that’s when I started training on them,” Van Batenburg continues, recalling his days working with Honda’s Insight hybrid model. “I thought my competition was going to be dealerships.” Instead, he says, it was the manufacturer: Toyota, for example, was willing – and able – to lower the price of Prius battery packs, thus removing some of the attraction of reman in the first place. If a new Toyota one is only $200 more, then you can understand customers opting for brand new rather than going for a remanufactured battery.

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It is reasonable to think that EVs will follow a similar cost path – and it is certainly worth planning for that to happen. So what then? There is a major change for remanufacturers in the rise of EVs. “Electric cars have no internal combustion engine,” Van Batenburg says. “There is a clear path away from oil towards electricity.” Electric vehicles offer zero emissions and are therefore attractive in a world which recognises that air pollution and resource depletion need to be reduced. The big problem, he thinks, is that electric cars will require only a fraction of the work in the aftermarket compared to gasoline or diesel cars – meaning, in essence, there will be less to remanufacture. Interestingly – and perhaps worryingly - specialist EV manufacturer Tesla has been hiring technicians and engineers for positions in remanufacturing already. Such a move by an OEM could obviously create a squeeze for independent thirdparty reman outfits. Long-term business planning requires remanufacturers to consider what the future holds – and Van Batenburg himself will be giving his thoughts on new reman technologies for hybrids and electric engines at ReMaTec 2017 in Amsterdam in June.

Increasing ECUs EVs are only the most eye-catching manifestation of the rise of electronics in the automotive industry. ECUs have been increasing in number of the last couple of decades, controlling the most basic engine functions from fuel injection onwards. Persistence Market Research’s ➤ www.ReMaTec.com/register

COVER STORY: ELECTRIC VEHICLES

new report Europe Market Study on Automotive Parts Remanufacturing highlights this trend. “Emergence of new products and components for controlling a vehicle's performance serve as an underlining driver for the growth in the remanufacture of automotive parts in Europe,” it says. “Advent of hybrid and advanced vehicles in Europe is also favouring the adoption of automotive parts remanufacturing. Core components are getting remodelled through remanufacturers, and are being augmented with the latest hi-tech devices.” This is a positive view and these parts do need remanufacture, of course – but FIRM president Clemens Ortgies sees challenges as vehicles become more complex: the typical reman company is a small- or medium-size business, so may not be able to invest huge amounts in training and new technology to handle the reman of electronics. He suggests that more co-operation between companies may be the answer. Rheinmetall Automotive CEO Horst Binnig has commented that drive system

“EVs are only the most eye-catching manifestation of the rise of electronics in the automotive industry: ECUs have been increasing too” electrification alone takes in so many factors that it is impossible for a single auto manufacturer - or supplier for that matter - to handle them alone, not least because there are still so many uncertainties about where the technology will take us. “If I take a look at the products we currently supply for the purpose of optimising the drive train on an internal combustion 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,” Binnig says. “In terms of figures, 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.”

Future opportunities The company is even now working on castings for the battery holders of EVs and on cooled aluminium housings for the electric drive units themselves. It is no surprise that Binnig is excited about the future. “It will help our industry move forward if we are able to master the challenges ahead,” he concludes. “Completely new opportunities will open up of which we have no notion now.” This is appealing. But for many remanufacturers, it is still going to take a lot of unlearning to move away from the ‘infernal’ combustion engine (as some environmental activists call it) onto completely new technology such as EVs. For some, the change will simply

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COVER STORY: ELECTRIC VEHICLES

Barriers to EV take-up? They are disappearing fast High prices have been one problem holding back the take-up of EVs – but global sales database EV Volumes suggests that battery costs are dropping 20% each year. Another issue is the relative lack of charging stations, but this network is increasing too. In the US, 48 charging corridors are being built along 25,000 miles of highway in 35 states, with the aim of charging stations being located every 50 miles or so. Meanwhile, a European Union Directive last year

be too much – and at the moment, electric motors in cars simply do not need remanufacturing, suggests Van Batenburg: “But eventually something will go wrong, something will wear out. We’re the old blacksmiths. We used to shoe horses and fix carriages.” He laughs but has a serious point: there is not much demand for blacksmiths’ services any more. And specialists in

pointed the way to ensuring that newbuild houses in Europe will each have their own charging point. In the US, public EV fast-charging station provider EVgo has teamed up with ABB to offer what it says is the first ‘high power’ charging station, located in Fremont, California. At present, the fastest public charger points have a capacity of 50kW (which produces around three miles of EV travel per minute of charge). What EVgo and ABB

automotive reman need to be careful that they do not go the same way. Although the amiable Van Batenburg seems pessimistic, he offers some hope for remanufacturers who might feel overwhelmed by the rise of new technology. “Reman skills are so transferable – electric cars are just things we’ve had for a long time, but now all put together.” Yet the technology is

are offering is 150kW (nine miles per minute), with the potential to go up to 350kW (more than 20 miles per minute). The Fremont station will not be open to the public, but it will be available for researchers to look at important issues such as standards, range, charging speed and safety requirements – vital elements in public acceptance of new technology. Back in Europe, there is a plan for 400 high-power (350kW) charging stations, backed by BMW, Daimler and Ford.

moving quickly and no-one quite knows what will ensure reman’s survival in this brave new world. For now it seems likely that EVs will require remanufacture less frequently than existing models. For automotive reman, therefore, diversification is probably going to be crucial – but one thing’s for sure: now is the time to think about it.

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BRAZIL

Stepping out of the shadows The country has hosted the Olympic Games and the FIFA World Cup – but what are the prospects for reman in Brazil? The latest report from the Ellen MacArthur Foundation suggests there are grounds for optimism in the country’s burgeoning electronics and electrical equipment sector

lthough currently in the midst of a two-year recession, Brazil is a country for which many observers have high economic hopes. The South American state is, after all, the B in the so-called BRIC group of emerging economies (with Russia, India and China), which have long been touted as potential giants of the future. It has enjoyed a very high international profile in recent years, as host of both the Olympic Games and the FIFA World Cup. Key exports include oil and metals, and it has been hoped that the country could also become a major remanufacturer in future. But how realistic is this? A new report by the Ellen MacArthur Foundation - A Circular Economy in Brazil: An Initial Exploration – is hopeful about the prospects. It was compiled in collaboration with CE100 Brasil, the Foundation’s initiative which brings together stakeholders from the corporate world, government departments and academics.

Research springboard While this research makes no attempt to quantify the opportunities involved, the Foundation says it wants the paper to be a “springboard for further research on circular economy opportunities in Brazil”, identifying potential

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opportunities, and invites businesses, academics and policymakers to use it as the basis for discussion. The Foundation also issues a call for further research to be carried out. It examines three areas of the Brazilian economy: agriculture and biodiversity assets, buildings and construction, and electronics and electrical equipment (EEE). Of these, perhaps the latter is most obviously relatable to remanufacturing. A highvalue industry, it includes white goods (such as refrigerators and washing machines), green goods (phones and computers), brown goods (audio and video equipment) and blue goods (portable electronic devices and electric tools). As in Europe and the US, there have been legislative moves towards the circular economy in Brazil, not least because of measures such as the National Waste Management Policy and the National Solid Waste Law, which means that companies must “properly dispose of electronic equipment at the end of its useful life”. Such measures make sense: research has already found that two million tonnes of EEE were added to the Brazilian market in 2012, generating 1.4 million tonnes of EEE waste – a staggering 7kg per person – which means that Brazil is second only to the US in this regard. Just 2% of this waste is re-processed.

Circular principles The Foundation says that the EEE industry in Brazil is made up of production, consumption and post-use markets – in sharp contrast to Europe and the US, “which are mostly endcustomer markets of imported goods”. Brazil’s ‘informal’ sector has been innovative, developing “initiatives that apply circular principles through repair, refurbishing, recycling chains and sale to secondary markets”. But little thought is given to how products might be more easily disassembled after use to unlock value. “Embedding circular thinking at the design phase of electrical and electronic equipment can signiﬁcantly support the value recovery and keep technical nutrients circulating at their highest possible value,” the report insists. International certiﬁcations such as the Electronic Product Environmental Assessment Tool (EPEAT) and Restriction of Hazardous Substances (RoHS) are observed by large companies in Brazil when buying electrical and electronic equipment, but “they are still limited in their scope and do not cover all aspects of design for the circular economy”.

Early innovators The Foundation found that early innovators of circularity in EEE in Brazil have been moving towards the “inner

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BRAZIL

loops that make use of business models in remanufacturing, refurbishment and reuse”. For instance, the value of the refurbishing business of Recicladora Urbana, a small enterprise with an industrial plant in São Paulo, is ten times that created in the firm’s recycling operation. Meanwhile, start-up eStoks tries to capture value from equipment which never entered the market or has barely been used. It aims to harness the logistics of collection and recovery by making a virtue of the concentration of EEE manufacturing plants in southern and central Brazil. “It then applies an algorithm to analyse the equipment’s condition and then redirects it to secondary markets at 50-70% of the price of a new product,” the report explains. Such ‘informal’ players have much to offer and compete on lower prices, and it is from them that larger players may be able to learn, the research says. Managing reverse logistics depends on achieving scale, maximising volume and minimising costs - particularly transport. Collaborations between the two are the way forward, the Ellen MacArthur Foundation suggests – and there are highly encouraging signs. For example, a year ago Abinee (the Brazilian Electrical and Electronics Industry Association) and 48 EEE companies set up an organisation called Green Eletron to identify and manage reverse logistics in the sector.

Pockets of innovation The EEE sector in Brazil seems to have scope for real development. But as with reman all over the world, there are barriers. For example, there are pockets of innovation: but it is one thing coming up with a clever idea – it is often quite another to turn it into a model whose scale can bring real financial rewards and therefore encourage others. According to the researchers, problems included “tax policies that incentivise linear economic models, the lack of mechanisms to increase formalisation and collaboration between industries and organisations operating informally in the reverse cycles, and questions around intellectual property”. However, these can be overcome with business models that promote practices such as sharing and pay-per-use. “Refurbished products can provide more affordable, higher value and more updated products to users, and at the same time create new market

“Refurbished products can provide more affordable, higher value and more updated products to users, and at the same time create new market opportunities for service providers” opportunities for service providers,” the report suggests. This would lead to a market in which EEE products are built to last and are reusable, reducing the need for repairs and returns, and reducing total cost of ownership – a financial consideration which appeals to all strata of customers but would certainly benefit lower-income populations in Brazil. Researchers cite Brazilian companies Sinctronics and Nat.Genius as examples of those which are “well informed about

How to drive Brazil’s circular economy • Use Brazil’s specific market conditions – such as proximity of growing consumer markets to manufacturing centres, established reverse cycle infrastructure, and existing knowledge, skills, and capacity - when it comes to EEE to create new circular economy business opportunities. • Integrate the informal economy into the EEE sector, bringing together the ‘formal’ industry’s efficiency and operational capacity with the ‘informal’ sector’s agility. • Develop new business models to widen access to – and lower cost of - EEE products.

the disassembly and collection processes for the EEE sector” and could therefore be providers of relevant technology and insight to enable improved product design – which would in turn make products “easier to disassemble, refurbish and remanufacture”. Sinctronics is part of electronics manufacturer Flex, and was created in response to Brazil’s National Solid Waste Law, which requires that companies properly dispose of electronic equipment at the end of its useful life. Nat. Genius is a new business unit of Brazilian compressor manufacturer Embraco, which focuses on the reman of EEE.

Bottom-up approach The report suggests that this bottomup approach would see Brazilian companies providing feedback into the design process of global EEE players: it is quite a thought. The Ellen MacArthur Foundation, along with McKinsey Centre for Business and the Environment, and SUN, has already suggested that adopting circular economy principles in Europe – in the face of what it calls “the impending digital technology revolution” - could create a net GDP benefit of €1.8 trillion by 2030 (see ReMaTecNews, February/ March). In much the same way, it reckons that India could be looking at annual benefits of $624 billion in 2050 if it takes similar measures. The clear implication is that Brazil may have similar rewards within its grasp. “Early findings indicate that a transition to the circular economy could unlock opportunities for greater innovation and value creation in Brazil,” the report concludes. • See the full report at https://www. ellenmacarthurfoundation.org/assets/ downloads/A-Circular-Economy-inBrazil-An-initial-exploration.pdf

• Business models that promote sharing, pay-per-use, and refurbished products can provide more affordable, higher value and more updated products to users. • Create mechanisms to inform design processes. Source: Ellen MacArthur Foundation

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MEDICAL

Material recovery starts with design Different industries approach remanufacturing in various ways. Nina Boorsma explains how developing design rules allowed Philips Refurbished Systems, a refurbishing specialist for medical imaging systems, to enhance its operations – providing lessons that refurbishers and remanufacturers of other products can follow

hilips Healthcare’s portfolio consists of several refurbished systems, including Computed Tomography (CT), Magnetic Resonance Imaging (MRI), Interventional X-ray (iXR), now called Image Guided Therapy (IGT), and ultrasound (US) among others. Multiple systems can benefit from design evaluation to make the process of refurbishment more efficient and to strive for a higher re-use percentage of parts.

Case study A single case study focused on a medical imaging system: interventional X-ray. The goal of the study was to add value to refurbishment activities by developing design rules for refurbishment. This is relevant to the company, the industry at large - including the customer - and to designers. Since material recovery from pre-owned equipment, traded back from the market, becomes interesting from an economic perspective, a separate Philips business unit called Refurbished Systems was established, with facilities in Best, the Netherlands and in Cleveland, US. Its main focus is to perform refurbishment activities on pre-owned medical equipment to build a viable business case, creating closed business loops. Philips has decades of experience in the refurbishment of medical systems and is constantly seeking opportunities to further exploit this area of expertise. After refurbishment, the systems change names to Diamond Select and become a part of the Diamond Select programme, to be resold to customers. Until today refurbishment is considered a service within the company, rather than manufacturing.

No conformity

“The goal of the study was to add value to refurbishment activities by developing design rules for refurbishment. This is relevant to the company, the industry at large including the customer and to designers”

In the circular economy worldwide – not just for the refurbishment of medical

Nina Boorsma

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equipment - there is no conformity on how the different strategies to close material loops should be defined. As an attempt to standardise the refurbishment process for medical equipment, the Global Medical Imaging Industry (GMII) developed a prescription of the process in its green paper Good Refurbishment Practice, with which Philips Refurbished Systems complies. This way, refurbishers of medical equipment can guarantee the quality required by the US Food and Drug Administration (FDA). The market for medical equipment is influenced by

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MEDICAL

external trends such as economic crises and ageing population, which affect the budgets of healthcare providers and the influx of patients. These trends cause a shift in demand, which is anticipated by refurbishing pre-owned medical equipment. In terms of finance, customers are offered around 20% price discount on Diamond Select systems. Philips’ iXR R&D department identified a trend that customers’ wishes would develop towards a more customized product offer for 2022. After evaluating the product portfolio of iXR systems, system developers made the strategic decision to align the portfolio better with this trend. As a result, a new product platform was created, allowing iXR systems to be built up out of modules, catering a broader range of system specifications.

Design for refurbishment added value to Philips’ business by improving alignment between activities

Unique opportunity This opened up a unique opportunity concerning the evaluation of design aspects for refurbishment. Designing for refurbishment has the potential to improve exploitation of the remaining value in medical systems more efficiently. To investigate this potential, research was conducted focusing on two parts: • the strategic part of refurbishment practices • the design-related part including a design rule workshop for refurbishment, resulting in a design tool It was specifically aimed at finding added value for refurbishment activities: with input from the R&D department and Refurbished Systems, the outcome of the workshop was that all steps of the refurbishment process contained opportunities to add value. Opportunities for ‘assembly’ and ‘disassembly’ centre on the complexity of installation and

de-installation of cabling of the systems and its influence on damage incurred. In addition, the possibility of adopting used cabling in new-use cycles regarding compatibility turned out to be important.

Important lessons The opportunities created by the other process steps are very significant as well. For ‘reparation’, ‘replacement’ and ‘refurbishment’, these opportunities are mainly around protecting parts better from frequently-occurring damage. An important example is the protection

of parts against foreign substances. This mainly concerns the treatment table, which is subjected to many types of fluids – both during and after operations. Another important aspect is the interchangeability of parts among different type of systems but also to increase the availability of spare parts and improve the material recovery rate. For the final two process steps - ‘testing’ and ‘indicating’ - the decision of when during the process to perform tests turned out to be important, as well as the development of suitable tests themselves. Simplification was also mentioned by participants as being important here. A design rule manual was created from all these identified opportunities, helping to steer the design decisions of the product development department towards a design aligned with refurbishment activities. In conclusion, design for refurbishment can add value to the businesses at Philips by improving the alignment between the refurbishment activities - and thereby improving the efficiency of the process. • Nina Boorsma is a circular design strategist and researcher in remanufacturing at Delft University of Technology (TU Delft). • This article is based on her thesis: ‘A design tool for refurbishment - generating industry-specific design rules’. The study was formulated by David Peck, professor at TU Delft, and Nestor Coronado, Circular Economy Programme director at Philips and business developer at Value Loops. www.ReMaTec.com

RESEARCH

Shine a light Reman needs to make its case with facts and figures if policy makers are to listen. Leading academic Nabil Nasr is in the midst of a ground-breaking research project which he hopes will allow the industry to do just that

Moving obstacles He is looking at the circular economy in four countries - China, the US, Germany and Brazil – and putting various factors into his models to explain what would happen if you moved existing obstacles to reman out of the way. These variables include emissions, material and energy consumption, economic value and the labour potential. This quartet of countries is particularly important because, between them, they account for 44% of the world’s total manufacturing output. “It is important to look at the broad picture,” he continues. “To only look at reman in the European Union or US doesn’t help as much as looking globally.” This makes sense, since many reman products – in whatever sector – are shipped and consumed across various territories. But building a case for the benefits of reman requires a solid

“We now have people who understand reman correctly…We also have some who think they do, but don’t – a lot of people are confused about the value of reman”

Photo credit: Alex Tong

Nabil Nasr

Photo credit: Alex Tong

fter nearly three decades of work in the circular economy, Professor Nabil Nasr of the Rochester Institute of Technology is convinced that remanufacturing must back up its arguments with cold, hard facts. In an attempt to provide these, he is currently immersed in a major research project for the International Resource Panel (IRP), the body set up by the United Nations Environment Programme (UNEP). Policy makers all over the world will be the main audience for his report, which Nabr says will present the case for the “feasibility and importance” of remanufacturing scientifically for the first time. No details are available just yet but, speaking to ReMaTecNews, he explains: “We all promote the elimination of barriers, but we are taking a scientific approach.”

grounding in reality, telling governments what is happening currently – and what could happen if law changes are put into place. “We’re trying to quantify the value of the process,” he explains. “The work is ongoing. There is a lot of interest in the circular economy.”

Open door Indeed, there is a feeling that reman’s time has come, that new interest from policy makers means that the sector is pushing at an open door. “I’ve been in this industry for 28 years and we were below the radar screen,” he agrees. “I used to carry around a presentation for when I was talking to anyone in government that said: ‘What is remanufacturing?’ That

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RESEARCH

“The data is very strong: the impacts are clearly showing that what we’ve been promoting for a long time is based on clear evidence” Nabil Nasr

surprised even those who work in those sectors. For the first time we are doing a bottom-up analysis.” There is little doubt that such work is needed.

Strong data Reman industry has to capture solid facts about its value, says Nasr

has changed: we now have people who understand it correctly.” He pauses. “We also have some who think they do, but don’t. A lot of people are confused about the value of reman.” But the fact remains that it is at least on the agenda, even if there is still some confusion. And surely it is a good thing that European policy makers, for instance, can see the value of reman? “Yes, the EU is excited, but not necessarily everything that they think would help the industry would, in my mind, be that helpful,” Nasr counters. So, reman needs to seize its chance.

Enjoying visibility Being under the spotlight is not always the benefit that it at first appears,

especially if reman is not using the opportunity to put a coherent message across – after all, it is only a few months since common definitions of basic reman processes were agreed across the industry. “The industry has not done a good job for years in capturing the solid facts about the value of reman,” Nasr says. “We’re enjoying the visibility – but the lack of data can be counterproductive.” That is about to change. He plans to deliver a draft of the report to the IRP in May, which means that his research could be published before the end of 2017. “We could see it this year,” he hopes. “I’m cautiously optimistic.” Its impact could be considerable: “Some of the data we have in the study has

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“There is a lot of regulation facing the import of reman products and the movement of cores,” he continues. “There are many barriers to reman in many countries. Some approaches can be very helpful, but even in Europe there are additional pressures.” In particular, there are real problems on the horizon, he thinks – not least the expansion of the definition of ‘waste’. “That places significant burdens on companies that work in reman,” he says. Nasr’s fear is that the sector may simply become too expensive for some companies. “In my mind, this could potentially harm any sector: it might be more harmful to some than to others.” Changes to what remanufacturers can call ‘core’ could establish new barriers that make things even more difficult than they are currently. But Nasr is hopeful. “The IRP study will shine some strong light on these issues,” he concludes. “The data is very strong. The impacts are clearly showing that what we’ve been promoting for a long time is based on clear evidence”. • The view from Brazil, p30 www.ReMaTec.com/register

TURBOCHARGERS

The year of independence PurePower Technologies has spent the last 12 months reinventing itself but boss Jerry Sweetland says it is facing the future with confidence – as well as a new reman turbo offering. Denise Rondini reports

hile it did not start out as a remanufacturer, PurePower Technologies has created a reman programme in order to be able to complement its new components, explains Jerry Sweetland, president and CEO. It’s a complex story (see box on page 38): but in its first year as an independent operation, Sweetland says the company successfully separated itself from parent company Navstar while at the same time winning its first contract to a non-Navistar company by inking a deal with Standard Motor Products to distribute injector products. Sweetland says the company has spent the last year reinventing itself: “We have a very clear

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expertise in precision manufacturing as it relates to diesel fuel systems. We have a background in turbochargers as well as emissions control devices complex engine components.” He adds: “We are applying that a little bit more aggressively to the remanufacturing market to take on more customers and product diversification.” Sweetland says that while the reman programme was created to complement its new components, the company quickly understood the size and scope of what reman is: “We realised it is a pretty good business to be in and that being an OE in reman had its advantages.” Having access to cores and all replacement components

also makes things easier, he adds. The reman operation started in 2006 and at that time represented only a single digit per cent of the company’s sales. “Fast forward to 2016 and we are at a point where about 85% of our sales are in service and - of that 85% - about 85% is remanufactured components,” he says. “Reman is a pretty dominant portion of our annual sales. And as you look at our future trend and fast forward to 2020 that number for remanufacturing almost increases to 85% to 90% of total sales.”

Turbocharged expansion Recently, PurePower announced that it was expanding its line of remanufactured

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TURBOCHARGERS

PurePower has expertise in precision manufacturing as it relates to diesel fuel systems, with a background in turbochargers as well as emissions control devices

“Reman is a pretty dominant portion of our annual sales. And as you look at our future trend and fast forward to 2020 that number for remanufacturing almost increases to 85% to 90% of total sales” Jerry Sweetland

turbochargers to include turbos for all makes of vehicles. This is possible, Sweetland believes, because the company “has all the significant tools in order to be able to validate and launch this turbo project”. The company has invested in a hot gas test stand, precision assembly and end-of-line testing. Its four dominant products are diesel fuel injectors, turbochargers, EGR valves and diesel fuel pumps, with all the manufacturing done in Blythewood, South Carolina. “We have a small facility which we use to receive and do some rough teardown of cores,” he explains. Once that is done, they are brought to the main plant “where we do the sorting, inspection and the actual machine operations in order to get the components in position to be assembled”. Five miles away is the company’s Columbia Technical

Center where validation testing is completed. “This is a unique feature for a remanufacturing company of our size,” he says. The 40,000 square foot research and development facility is equipped with two dynamometers, a hot gas test stand, performance benches and durability benches. “We also do prototype analysis, failure analysis and all our warranty work too,” he adds.

Heritage and skill Sweetland says that PurePower Technologies “is very much an OE company that really is applying our heritage and our skill set from the OE world to really enhance remanufacturing”. He says that the company’s quality rating is in single digits when it comes to a parts-permillion (ppm) defect rate: “Last year we

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finished at 5.6 ppm which includes all our remanufactured products as well as our virgin products. When you produce and sell over a million products and are able to keep that defect rate low, especially given the complexity of the products that we deal with, is something we are very proud of.” Speaking about turbocharging remanufacturing, Sweetland says the company knows that turbochargers present similar difficulties as diesel fuel injectors: “They are generally expensive, difficult to remanufacture properly especially while keeping quality levels high or equal to OEM new.” However, he feels the company has the skills need to do it. “Plus we know that there is definitely a market need based on feedback we got from market studies and from our current customers.” www.ReMaTec.com

➤

TURBOCHARGERS

➤ Quality level Sweetland saw the need for remanufactured products with a high quality level and felt that meshed with PurePower’s “set of tools, both engineering-based expertise as well as physical hardware in the form of precision assembly and tests, machining know-how and hot gas test. All that combined really made an entry point into the turbocharger remanufacturing world pretty clear to us.” PurePower will start remanufacturing products that complement its fuel injector products in order to be able to pair the two together. “However, we are already getting a lot of interest and a lot of activity behind other products that we will develop in parallel. We are starting with a direct set of turbochargers and expanding into all makes for customer-specific applications.” Production goals are modest at 10,000 units for 2017 with an expansion to more than 50,000 in the next four years. “With capacity and based on market response and customer response we have the ability to ramp that up and take it north of 100,000 units,” Sweetland says. The firm has the capacity to produce 200,000 turbochargers a year, but he warns: “We want to be careful and cautious to make sure that we are launching a quality product first and foremost. We feel our reputation is really based on our ability to remanufacture complex engine assemblies by applying OEM quality standards.”

Sweetland: “When you produce and sell over a million products and are able to keep that defect rate low...[it] is something we are very proud of.”

www.ReMaTec.com

No mistakes The company is keen on maintaining its single digit ppm rating “so we don’t want to ramp up too quickly and potentially make a mistake in the process - we are taking a conservative approach to make sure our first launches are flawless and very successful”. Sweetland acknowledges that there are challenges ahead. “There are always challenges. We are not naïve to think that we are going to ‘build it and they will come’. We know there are current competitors in the market but we know we have some opportunities to challenge those competitors on a quality level.” The company intends to take market share from existing companies and seeing new opportunities developing as turbochargers reach their warranty limits and newer engines start to be better targets for remanufacturing. “Remanufacturing is at the heart of what we do and we want to be world class,” Sweetland says. “We have made a pretty large commitment in order to be able to do product diversification and it is all going to come within the remanufacturing space.” As part of that commitment PurePower announced

A complex story: PurePower Technologies The company was originally created back in 1999 as a joint venture between Navistar and Siemens to manufacture fuel systems. In 2002 the company began producing OEM V8 injectors for Navistar and Ford. In 2007 Siemens’ VDO Division bought out the joint venture shares from Navistar and in 2008 Continental acquired Siemens’ VDO Division. The next year, Navistar acquired the company’s operations in Columbia and Blythewood, South Carolina and in 2010 PurePower Technologies was created to expand Navistar’s service parts sales. Then in 2016 a private equity acquired PurePower Technologies to make it an independent company.

that it is adding 80 jobs. According to Sweetland all of them are in the company’s reman operation. “It is a mix of engineering positions, technicians and what we call manufacturing associates.” About 80% of the positions have already been filled. Looking toward the shortterm, Sweetland says: “We will continue to add different product lines to both diesel fuel injection and turbochargers. We expect that more contracts will be won for EGRs as well as pump applications all centring around highly complex diesel engine components.” Regardless of what the future brings Sweetland says that PurePower sees its growth models within remanufacturing and in precision engine assemblies with a clear nod toward high quality products. He concludes: “We feel very confident about the future.”

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PRODUCTS

SCHAEFFLER DEBUTS PULLEY DECOUPLER SOLUTION

Dotco adds to surface prep line Dotco Tools has launched a new line of sanding tools as part of its surface preparation portfolio for a variety of industrial applications. Material removal is a key part of many remanufacturing activities, and the manufacturer says that its range is designed to reduce operator fatigue. Dotco, part of Apex Tool Group, has added new random orbital and geared sanders, which it says give superior finishes on composites, solid surfaces, fibreglass, metal and stone, making them ideal for auto body, industrial and marine applications. “Our new line of Dotco sanders is designed for operator comfort,” says Dave Bigg, Apex global product manager - pneumatic assembly and material removal. “We offer low profile,

comfort grip and with wrist support that improves the feel and manoeuvrability of the orbital sander. This allows operators to work harder, for longer periods of time without wrist fatigue.” Built with hardened alloy steel cylinder and coated aluminium end plates to reduce the weight of the tool and further enhance its durability, the random orbital sander weighs 1.77lb and is 3.3” high. It generates 0.3 HP of sanding power and 12,000 rpm, which Dotco says means “operators can complete projects faster”. For heavy-duty levelling, sanding and blending, Dotco has introduced a two-handed geared sander. This will help tackle issues such as removing small welds, the company says. Both lines are available in central vacuum and non-vacuum options.

Charging ahead: Autoparts UK has introduced a battery station which it says will support garages in the promotion of free battery checks. Each kit contains a battery stand with six of the most popular batteries, including the Goliath brand, covering 90% of the market, a battery charger tester (GB7200) and a battery tester (MDX335P). Autoparts has 12 locations throughout the UK, and is part of the Arnold Clark group, Europe’s largest independent, family-run motor dealer. Email your comments and stories to editorial@rematecnews.com

Schaeffler is now offering a repair solution with pulley decoupler for the auxiliary drive. The firm’s pulley decoupler has been in OE mass production since 2013 but is now available for the first time as a component of its INA FEAD KITs. Initially offered for BMWs with 1.5 litre and 3-cylinder gasoline engines, such as the BMW 3 Series, it should also be available for some Opel and Volvo vehicles by the end of the year. The company says that the auxiliary drive has long since developed from a simple belt drive into a complex system and increasing demands for comfort – for instance, air conditioning, power-assisted steering, or start-stop systems – plus vehicle trends like hybridization or downsizing have led to a much higher load on all components of the accessory drive.

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Reman raises its voice The United Nations, G7 Alliance and European Commission are listening to remanufacturers. Fernand Weiland, former chairman of APRA Europe, says the industry will benefit from their support in the challenges which lie ahead Conscious that sustainable management of the natural resources of our planet is vital, the United Nations Environment Programme (UNEP) established the International Resource Panel (IRP) in 2007. The objective of the panel was to create a platform which would provide the best knowledge for the efficient management of all natural resources and allow economic growth to be decoupled from the constantly increasing consumption of new material and new energy. UNEP further confirmed that the circular economy - of which remanufacturing is an important element - is an approach which can contribute significantly to sustainable production and consumption of material and energy. Supported by the IRP, Professor Nabil Nasr (a long-time adviser of APRA and the remanufacturing industry) of the Rochester Institute of Technology, is conducting research on product life extension – such as remanufacturing and its contribution to increasing efficient use and reuse of material and energy. Life extension processes allow material and embedded energy to remain in circulation for longer periods, offsetting the production of new primary material and the use of new energy.

formed the content of the workshops. Equally important was the opportunity to discuss market and technical challenges, logistics and the legal barriers for remanufacturers which exist in many countries.

UNEP workshops

Important role for APRA

Stakeholders were recently invited by UNEP-IRP, the G7 Alliance and the European Commission to workshops in Berlin and Brussels with the objective of allowing the IRP to engage with academic experts and leading remanufacturers. Professor Nasr, who presented the preliminary results of his study at the workshops, said they are “an opportunity for the industry to give to the policy makers their latest insights and recommendations on how to drive and advance European remanufacturing, refurbishing and reusing”. Gathering information and demonstrating how remanufacturing can contribute to resource efficiency

APRA board members played an important role in a previous workshop held in Berlin last October, which did mostly focus on the remanufacturing of automotive, imaging equipment such as large printers, and heavy duty. Professor Rolf Steinhilper, from the University of Bayreuth, presented the state of the European remanufacturing industry. Soren Toft-Jensen, president of Borg Automotive, reviewed the challenges and opportunities for automotive remanufacturing. APRA board members Peter Bartel and Fernand Weiland participated in the discussion on key issues related to the circular economy and perspectives for the remanufacturing

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Nabil Nasr industry. Following these workshops, the European Commission (under the aegis of the G7 Resource Efficiency Alliance) will discuss concrete measures to overcome the barriers for remanufacturing and how to promote remanufacturing with all industry sectors - and with the general public. Recommendations to be considered include: increasing the public procurement of reman, incentivising the market to improve acceptance, changing the legal situation where cores are treated as waste and hindering remanufacturing, improving the design for reparability and so on. These activities by the United Nations and the European Commission prove that remanufacturing continues to be on their agenda and this means that remanufacturers will in the future enjoy their support in developing our businesses. l See Nabil Nasr interview, p34

Doing the right thing When it comes to future survival in engine remanufacturing, it is not only important to do things right - but also to do the right things, says Volker Schittenhelm At the beginning of the 1980s, few experts could predict with any degree of accuracy the astonishing development in the use of electrics/electronics (E/E) within the automotive industry. Following on from the debate about car pollution (the ‘greenhouse effect’) and the rising demand for driving comfort and safety, modern vehicles boast highly complex systems of inter-related components. Today’s cars have a minimum of 40-50 CPUs installed; controlling, regulating and documenting nearly every process, sensor, data management and securityrelevant systems. And the share of E/E components will still increase: in addition, these cannot be regarded as stand-alone – they all communicate with each other. This means that faults are no longer confined to single components. Instead, a whole range of issues has to be considered during the diagnostic process. This, of course, also applies to engines – which has created a need for a new definition of ‘the engine’s periphery’. In other words, engines cannot be viewed as isolated units.

Technical skills The basic mechanical principle of a combustion engine will not undergo any significant change – perhaps with the exception of the use of new materials.

But what is the use of basic knowledge of engine technology if a remanufactured engine does not function properly once installed? Some of our members avoid being involved in de-installation or installation of engines from, or into, cars. They must realise, however, that in case of engine failure they will unavoidably be involved in tracking down the fault. Actual and coming technical challenges include: • Exhaust gas testing Euro 6 • Brake test dyno • Tyre Pressure Monitoring System (TPMS) • Electronic stability programme • Emergency call (eCall) • Drivetrain electrification • Cross-linkage of car components and systems • Automated driving These will lead to an adaption of individual company strategy and maybe a need for investment. If our industry wants to offer a complete repair and service programme, we have to face the fact that we must invest in efficient tools and updated knowledge. The independent aftermarket in each country (automotive suppliers as well as spare part dealers) offer every conceivable type of training. Businesses which fail to take advantage of this will, in

all likelihood, consign themselves to niche areas such as mechanical repairs, veteran cars, rallies, et cetera.

Non-technical skills As well as that pure technical issue, the legal aspects are vital for each workshop: - Clear agreement and common understanding of end user’s placed order – in writing! - Open communication about cost (before and during repair) and on the invoice - Having general terms and conditions of business - The effective fixture of the general terms and conditions of business into the end user documents (preferably with the offer, at the latest with the invoice) - Clear understanding of the differences between warranty (required by law) and guarantee (voluntary) - All assurances needed to cover the risks of doing business with private and commercial customers That list is certainly not complete but will simplify your individual in-house check. “It’ll be all right” is definitely the wrong strategy for today - and it is highly hazardous. FIRM urges you “not only to do things right but to do the right things!”

New ReMaTec contract signed

Clemens Ortgies, president of FIRM (left) with Nynke Lipsius-Mulder of ReMaTecNews publisher RAI

The new co-operation contract between Brussels-based European engine remanufacturing federation FIRM and ReMaTecNews publisher RAI, the Dutch exhibition organiser, was signed on January 31. The contract runs until 2022, which means it takes in both parties’ duties and responsibilities for the next three ReMaTec events – the biggest trade show for automotive remanufacturing in the world. The next one is held in June in Amsterdam. The signing is a clear message from both parties that they are going to continue the very efficient and long-standing partnership, which dates from ReMaTec’s first steps into the reman world in 2000 until now. And it is also a clear message that both parties believe strongly in the ReMaTec project - with its major trade show, magazine, Remanufacturer of the Year award and – new for the 2017 edition – the Innovation Award. The FIRM board, its member associations and the national engine remanufacturers within FIRM thank RAI and the ReMaTec project team for their trust and confidence. Together with our partner association APRA Europe, we will do our very best to ensure ReMaTec remains the biggest and most important platform for remanufacturing in the world!

ReMaTec 2017 runs from 18-20 June in Amsterdam, the Netherlands. Plan your trip now!

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DIARY

May 2017

28.Jun - 29.Jun

19.Oct - 22.Oct

DUXES CHINA REMANUFACTURING SUMMIT

17.May

CLEPA MATERIALS REGULATIONS EVENT

ATRA’S POWERTRAIN EXPO 2017 Las Vegas, NV, USA

The event promises a thorough analysis of the latest reman polices in China (such as Decree No. 307), as well as issues regarding market outlook, warranty, core management and reverse logistics. Beijing, China

Stuttgart, Germany 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

Stuttgart, Germany 28.Oct - 30.Oct

INTERNATIONAL BIG R SHOW Las Vegas, NV, USA

July 2017

October/November 2017

26.July - 28.July

AUTOMECHANIKA

31.Oct - 2.Nov

AUTOMOTIVE AFTERMARKET PRODUCTS EXPO (AAPEX)

Chicago, IL, USA

September 2017

AUTOPROMOTEC

24.Oct - 26.Oct

PARTS2CLEAN

Las Vegas, NV, USA

Bologna, Italy 5.Sep - 6.Sep

25.May - 27.May

CAPAS CHENGDU INTERNATIONAL TRADE FAIR FOR AUTOMOTIVE PARTS AND AFTERMARKET SERVICES Chengdu, China

June 2017

31.Oct - 3.Nov

WORLD REMANUFACTURING SUMMIT

SEMA

Las Vegas, NV, USA

Remanufacturing in the Digital Age is the theme of this year’s event, hosted by the Advanced Remanufacturing & Technology Centre. Leading figures from the European, American and Asian reman communities will deliver keynote speeches. Singapore

18.Jun - 20.Jun

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

November 2017 12.Nov - 18.Nov

AGRITECNICA

Hanover, Germany 14.Nov - 16.Nov

METS

14.Sept - 24.Sept

67th IAA CARS

Amsterdam, Netherlands

Frankfurt, Germany

December 2017

October 2017

7.Dec - 9.Dec

EIMA AGRIMACH INDIA

17.Oct - 21.Oct

Meet the

team!

EQUIP AUTO

http://www.eima.it/en/eima-world.php New Delphi, India

Paris, France

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

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

€ 82,9 billion

is the estimated remanufacturing market size in the US & Europe

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

Meet face-to-face with key players in the global remanufacturing industry in 3 days, all under 1 roof! ReMaTec 2017 offers: 4,800+ dedicated visits from the global remanufacturing industry 78% purchasing power and all key industry players from 71+ countries present 94% of exhibitors from ReMaTec 2015 achieved their exhibiting objectives Only limited prime locations left. Book your stand now! Contact sales manager Yorien de Ruijter at y.d.ruijter@rai.nl or +31 611716476

Yorien de Ruijter sales manager RAI Exhibitions

More information? WWW.REMATEC.COM/BOOK

of exhibition space 96% already sold!

Organised by:

In association with:

Official media partner:

*Status on 1-3-2017

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See the latest products, innovations and solutions in remanufacturing at ReMaTec 2017

MARKETPLACE

Alternators

Cores

AS-PL Sp. z o.o.

Gobbi Spare Parts Spa

ul. Michałki 32 80-716 Gdańsk, Poland VAT ID: PL 9571090656 P +48 58 304 12 85 E info@as-pl.com W www.as-pl.com

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

Diagnostic Equipment

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

Transmission Parts

Balancing Machines 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

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

STP-Parts GmbH 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

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

Flowing Machines

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

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

Turbo Parts

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

FOR MORE INFORMATION please contact the ReMaTec Sales team. P +31 20 549 14 31 E advertising@rematecnews.com W www.rematecnews.com

513-771-8000

email: info@jnelectric.com

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FULL LINE AUTOMOTIVE CORE SUPPLIERS One of the largest globally

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