REMANUFACTURING INTERNATIONAL
MAY 2016 | NO 3 | VOLUME 16
Reducing emissions through remanufacturing
Brexit – the industry’s take on it
New laser technique saves time and money
The search for skilled staff in reman www.rematecnews.com
CONTENTS
ReMaTecNews | 3
08 | Brexit – in or out?
18 | Rebuilt but not recertified
22 | Laser Metal Deposition
With Referendum Day looming ever closer, ReMaTecNews looks into what views the remanufacturing community holds. Is being a part of the European Union integral to the reman industry or will a so-called Brexit be welcomed by all?
After developing a technique to remanufacture engines in such a way that they comply with Euro 5 or Euro 6 emission regulations, KTB in the Netherlands have found recertification is an obstacle hard to overcome.
ARTC in Singapore is developing a technique that can make a huge difference to the remanufacturing industry. ReMaTecNews speaks with Helene Pepin, Repair and Restoration Group Manager about the ins and outs.
“The increase in the frequency of changes driven by regulations and internal factors has definitely impacted the ability of companies to remanufacture engines.” Betsy Ballard,VP Engineering & Business Development, Detroit Reman
www.rematecnews.com
Page 12
Editorial
4
Brexit
8
Engine reman and US emissions regulations
12
The challenge of finding technicians
16
Truck certification standards
18
Cummins awarded grant
21
Jamaican free zone initiative
28
FIRM
30
APRA
31
International events
34
WELCOME
ReMaTecNews | 4
ReMaTecNews May 2016 | Number 3 | Volume 16 Published by RAI Amsterdam B.V. P.O. Box 77777, 1070 MS Amsterdam The Netherlands In association with
US Correspondent Denise Rondini Office +1 (0) 773 334 5740 Cell +1 (0) 773 951 8563 drondini@gmail.com Other contributors [De Redactie] Marjolein Brokkelkamp Steve McQueen
Opportunities for diesel engine reman Since September 2015, when the United States authorities issued a notice of violation of the Clean Air Act to German automaker Volkswagen Group after it was found that Volkswagen had intentionally misled emission tests, the issue of diesel emissions has never been off the radar in automotive and heavy duty industries. The political call to regulators to issue stricter emission standards has never been larger. New regulations are expected and they will have an impact to the remanufacturing process. Renowned US engine remanufacturers Detroit Reman and Cummins explain how the ongoing stringent regulations towards diesel engines challenge their remanufacturing activities (page 12-14). Substantial investments in state of the art technology and equipment are needed to comply with the latest standards. In Europe, Koning Technisch Bedrijf (KTB), an independent Dutch engine remanufacturer, has proven to be able to rebuild Euro 0 engines according to Euro 4 specifications. The demonstration of their process generated considerable interest during the ReMaTec2015 exhibition in Amsterdam last year. You can read on page 18- 19 how this promising concept is frustrated by a lack of level playing field towards pan-European recertification. Imagine, recertification of remanufactured engines would mean a tremendous opportunity for the engine remanufacturing industry, given the substantial number of older trucks that are still on the roads. It would also mean a cost effective and environmentally friendly manner to upgrade the European truck fleet and seriously reduce their carbon footprint. Nevertheless, apart from regulations and desired pro reman policies, it takes well skilled people to do the great job of diesel engine remanufacturing. ReMaTecNews interviewed several engine remanufacturers to see how they cope with finding qualified personnel (page 16-17). I hope these articles and the rest of this ReMaTecNews offer you lots of inspiration and I wish you pleasant reading. Niels Klarenbeek Manager ReMaTec Events & Publications
Marketing Communications & PR Sanne van Dartelen Phone +31 (0)20 549 3061 s.v.dartelen@rai.nl Advertising Sales Ewoud Barink Phone +31 (0)20 549 1431 Fax +31 (0)20 549 1889 advertising@ReMaTecnews.com Publisher Niels Klarenbeek (responsible under Dutch Press Law) n.klarenbeek@rai.nl Production & Artwork MB voorheen VMTB Design Jenb, Graphic design, Hilversum, The Netherlands www.jenb-online.nl Printing SDA Print + Media 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, photocopying, or otherwise, without the prior written permission of the publisher, RAI Amsterdam B.V. Subscription magazine and e-newsletter www.ReMaTecNews.com Change of address E-mail info@ReMaTecNews.com Website / ReMaTecNews magazine 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.
NEWS
ReMaTecNews | 5
Bosch Receives PACE Award Bosch, a supplier of technology and services, received the 2016 Automotive News PACE (Premier Automotive Suppliers’ Contributions to Excellence) Award for its Linear Force Solenoid technology. This technology is said to allow transmission manufacturers to develop more efficient, high-speed transmissions. According to the company, drivers are the key beneficiaries of the technology, which it says enables higher-speed transmissions that are powerful, yet smaller, providing drivers with faster acceleration without sacrificing efficiency. “We are honored to receive this prestigious award, not only for its representation of innovation and technological advancement, but also because it is an award that recognizes Bosch’s commitment to excellence and efficiency,” says Mike Mansuetti, president of Robert Bosch LC. He explains that the future will see high standards for fuel economy in motor vehicles. One option
for achieving those goals is increasing the number of speeds in an automatic transmission, but that can add weight and increase space requirements. To minimize these effects, Bosch said it developed the LFS for high-functional integration in a small space while reducing weight, part count and leakage within the hydraulic circuit.
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The PACE Awards were introduced in 1995 and celebrate superior innovation, technological advancements and business performance among automotive suppliers. Bosch has been awarded several PACE Awards including one in 2014 for its laser drilling technology for spray enhancements in gasoline direct injection. n
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Meritor sees reman growing Rick Fulks, senior director of aftermarket operations for Meritor, says he expects the remanufacturing business at the company’s Plainfield, Indiana facility to grow three to four percent over last year’s volume. “We are already an extremely high volume factory turning out more than six million brake shoes on an annual basis,” he says. Fulks believes the company’s recent upgrading of its Platinum Shield technology “to further enhance the rust jacking issue” is one of the contributing factors behind the increased demand. Looking toward the future Fulks says, “We currently have roughly 27,000 square feet in the Plainfield facility, and I would say in the next two to four years depending on how the business grows, there is an opportunity that we may need additional space.” Gene Evans, site manager at the Plainfield facility, says he sees growth for remanufacturing in general. “There are sustainability initiatives and
with global warming there is becoming more of a buy in [to remanufacturing]. Remanufacturing is green. It truly is a responsible way of purchasing especially when you are getting ‘as good as new’ products with remanufacturing.”
Evans also believes that the legislation signed by President Obama regarding the use of remanufactured parts during the repair of federal vehicles may bring attention to remanufacturing and spur use in the private sector. n
ReMaTecNews | 8
British Prime Minister David Cameron at the European Union Summit
Brexit - to leave or not to leave By Steve McQueen ReMaTecNews gives UK remanufacturers the chance to answer the question. Thursday 23 June 2016 is Referendum Day in the UK. Everyone over the age of 18 will be entitled to vote in response to one question from the Government: “Should the United Kingdom remain a member of the European Union or leave the European Union?” The campaigns to ‘remain’ or ‘leave’ the EU are in full swing and the early opinion polls indicate that the result will be close. This makes a British Exit – or Brexit – a very real possibility.
So, what does British industry think about that? According to the Society of Motor Manufacturers and Traders (SMMT), the UK automotive sector supports 800,000 jobs and contributes £15.5 billion to the economy. SMMT claims to represent the breadth of UK automotive businesses, including car and commercial vehicle manufacturers, parts suppliers and aftermarket companies as well. It says that its poll, held in March of this year, found that 77% of members supported remaining in the EU. It says 88% of large companies and 73% of small to mediumsized enterprises want to stay in. SMMT’s poll was unable to track the views of the remanufacturing community, so ReMaTecNews asked individuals from the sector what they really think. All views expressed are those of specific individuals rather than direct company policies, unless stated.
sometimes get involved with when dealing with counties outside the EU.” ATP is a specialist remanufacturer of transmissions, ECU and ABS equipment with markets around the globe. It is headquartered in Cannock, Staffordshire. The company has a wide range of OE supply contracts with leading vehicle manufacturers such as Chrysler, Ford Motor Company, Aston Martin and Mitsubishi. It has other remanufacturing facilities in Europe, China and the US. Sales director Mark Bowen says: “I am out. I genuinely think that if you’ve got what the world wants, when they want it at the price they want it at, they will buy it. All you
As general manger of Northampton-based Turbo Technics, Steve Preest is well placed to open the debate. The company is effectively two businesses. One sells remanufactured turbos to UK customers, while the other exports turbo testing equipment to specialists around the world.
Mike Hague-Morgan, Autocraft
“It’s difficult to know what the direct impact would be if we left the EU. The company would prefer to be in, just in case there are any ramifications. At the moment, for any other countries within the EU, we are easy to deal with. We wouldn’t want to get involved in any of the red tape that we
Steve Preest, Turbo Technics
ReMaTecNews | 9
Gainsborough in Lincolnshire is the head office for Ceramex, part of the Hexadex group of companies that manufactures and remanufactures a range of products connected with diesel engines, such as clamps for turbos and exhaust systems. Ceramex is a leader in diesel particulate filter cleaning technology and among its many services, the company is developing a European-wide network of local diesel particulate filter remanufacturers. Managing Director Rob Rule’s personal opinion comes down on the ‘Remain’ side and from a business perspective, his opinion is the same:
Tony Bhogal, Autoelectro need is a Schengen-type of agreement. From a country perspective, I think the [EU] service costs are astronomical. From a business perspective, Norway is a country that seems to do alright on the outside, but I am willing to listen to all sides of the argument.” Tony Bogal, managing director of the Bradfordbased starter and alternator remanufacturer Autoelectro makes important points for the other side: “The world is getting smaller. It’s important to be involved in any decision-making that can have an influence on you. You can’t sit on the side-line. When you travel around a bit, you can see the benefits of having this unification. There are hardly any trade barriers when trading with France, The Netherlands or Germany, now. We don’t know what problems we will have if we leave the EU. The other big issue is how Sterling settles down. We could end up being very uncompetitive if the value of the pound was to drop any further.” Power Racks Direct is a specialist remanufacturer of steering parts that is located in Coventry. Although the company has plans for growth, its customers are largely garages in the UK. Managing director Mike Lovering takes a different perspective on the currency angle: “From our point of view I don’t think it [leaving] will make a huge amount of difference to our business, but for the people who are shipping abroad I can see why it would be helpful to stay in. From a non-business point of view, I think we might be better off out. It seems like the Euro situation is about to implode. The furthest away the better, really. Everyone in the EU, apart from Germany is suffering and it’s unsustainable. The whole Euro project is unravelling.”
“It is purely for the simplicity, certainty and attractiveness of being able to do business in Europe, both from the perspective of external investors looking at the UK as an investment market and for the trade.” Not far away from there, in the county town of Lincoln, is engine remanufacturer Autocraft Drivetrain Solutions. The company is a major supplier to the remanufacturing programmes of vehicle manufacturers. “Whilst we do service the global market, the majority of our sales, whether directly or indirectly, go to Europe,” says Commercial and Engineering Director Mike Morgan. From both a company and a personal point of view, he thinks the UK should stay ‘in’. His thinking mirrors one of the key strategic arguments of that side’s case: “The fear of the unknown is the problem really, isn’t it?” Amit Sharma is managing director of Vanmatic Automatic Transmission Parts, which is based in the South East of England and just to the west of London. The company supplies automatic gearbox parts to transmission re-builders in the U.K, Europe and around the world. It is also a torque converter remanufacturer. He agrees that uncertainty and inability to assess the actual consequences of a UK withdrawal is something that’s likely to have a significant influence in the final stages of the campaign. Many people in the UK have yet to make up their minds. Roy Kendrick, managing director of Direct Parts, could have been speaking for many when he said: “It’s something that I’d like more time to think about, to be truthful.” The Cheadle-based company is a remanufacturer of hydraulic steering parts, brake calipers, prop shafts, axles and many other items required by some of the UK’s largest bus and commercial vehicle fleets. He pointed out that companies like his supply customers such as Arriva, that have operations in the UK but have far wider European
Rob Rule, Ceramex interests. There may be unknown issues that relate to their position that might also need to be taken into account. The UK Government has since made its position crystal clear. It has published a pamphlet that favours a decision to ‘Remain’. It has distributed this to everyone on the electoral roll at a cost of £9 million. It has gone on to produce a 200-page report outlining how individuals, communities, education and industry – as well as the UK as a whole – will continue to benefit by remaining, as part of a reformed EU. The ‘Leave’ campaign has dismissed such claims that Brexit would make the UK worse-off as no more than an absurd and unrealistic forecast. Its campaign strategy continues to focus upon the expensive cost of daily EU admission, the failure of the Euro, the rising cost of administration and too much complicated legislation introduced by hoards of unelected officials. Which way would you vote? The UK Referendum will be held on Thursday 23 June 2016. n
Countdown Voters will be asked: “Should the United Kingdom remain a member of the European Union or leave the European Union?” The UK joined the European Economic Community in 1973, along with Denmark and Ireland A Referendum confirmed UK membership in 1975 Current UK Prime Minister David Cameron made a Referendum on EU membership a General Election pledge, in 2015
ReMaTecNews | 10
Increased demand for reman reported Brake Engineering reported an increased demand for remanufacturing. The company says it is seeing success with its braking brand with its Original Aftermarket campaign.
CORE PROCESS: A DAY IN THE LIFE OF A BRAKE ENGINEERING CALIPER 1
The company says that while remanufactured brake calipers experience higher demand at this time of year, it is reporting an even greater increase in demand for calipers compared to last year. Kevin Price, marketing manager, explains that brake parts are prone to failure during harsher conditions [like those found in winter] as the additional grit and water that enters the braking system accelerates wear and causes corrosion. “Remanufacturing is currently buoyant and we’re a brand that prides itself on having the right systems and processes in place to meet the requirements of an ever changing automotive aftermarket,” says Price.
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Our caliper remanufacturing is located in Wrexham, North Wales. Old core units are delivered here daily.
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INSPECTION We inspect each unit against strict core acceptance criteria where rejected units are scrapped or returned.
REBUILD The unit is then ready for rebuilding and passes through advanced production cells including:
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Accepted units are fully dismantled including the pistons and sliders.
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The unit is then electroplated in a Chrome 6 free finish which aids the life of our calipers.
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TESTING Each unit is only released once it passes stringent multi-stage high and low pressure tests as used at OE level.
• Fitment of 100% new piston and sliders – manufactured on site.
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He addsORIGINAL that each of the pistons including discs, pads, drums, shoes, hydraulics AFTERMARKET SINCEcompany’s 1981 www.brake-eng.com has an improved anti-corrosion coating and has and calipers, and launched 70 new parts covering undergone a 450-hour salt spray resistance test more than 800 vehicle applications across all proving their suitability for use in cold climates, braking product groups in 2015. as well as having a hardness of 500 vickers. “The piston surface finish is improved too and therefore “It is important we continue to assess the reduces wear on the seals.” requirements of the market and only add necessary products to our product line that are Brake Engineering offers a full braking solution relevant to our customers,” Price concluded. n BE15CI
7865 BE Core Process A2 Infographic.indd 1
Price says, “When remanufacturing brake calipers, adding an anti-corrosion coating is essential as it is key to preventing rust, peeling, and corrosion, as well as being particularly temperature resistant which is crucial during the colder months.”
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• Fitment of 100% new rubber components.
Price explains that the company controls the entire reman process. “We recondition, re-engineer and remanufacture parts to the highest standard before adding them to our range,” he says. “It is this attention to detail that is driving demand for our product.” To detail its remanufacturing expertise, the company has released a new Core Process poster that explains the key stages of remanufacturing. The company says all wear parts of the caliper are replaced with new components. The caliper housing gets a zinc plated finish that is said to be corrosion resistant. Then the caliper is pressure tested. In addition, the company says, each piston has an anti-corrosion coating that undergoes a salt spray resistance test.
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Investment Team Acquires Pure Power Technologies An investment team whose principals include the Smithfield Group and Kensington Capital Partners have acquired Pure Power Technologies from Navistar, Inc. This move means PPT is now the aftermarkets leading independent supplier of high-performance diesel fuel injection systems and precision machining products and systems for medium- and
heavy-duty truck applications. Jerry Sweetland, president and CEO, believes this move leaves the company “well positioned to bring our worldclass diesel technologies, precision manufacturing and testing capabilities to new market segments and customers that complement our core business with related products and solutions.”
Navistar will continue as a major customer through a 10-year supply agreement. “The Smithfield Group and Kensington Capital Partners are committed to empowering Pure Power Technologies to continue to deliver capabilities and high-performance solutions that drive short- and long-term growth,” says Justin Mirro, president of Kensington Capital Partners. n
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ReMaTecNews | 12
The truth about emissions regulations and engine remanufacturing By Denise L. Rondini, U.S. Correspondent Emissions regulations in the U.S. have resulted in significant changes to diesel engines with the advent of cooled exhaust gas recirculation, selective catalytic reduction, diesel particulate filters, diesel exhaust fluid and additional sensors. These changes have had an impact on the remanufacturing process.
“Engine changes driven by emissions regulations have made remanufacturing more complex from the standpoint of testing,” says Betsy Ballard, vice president, engineering and business development, Detroit Reman. “But otherwise the changes themselves do not make our process more complex.”
However, Loick Menez, executive director - new and ReCon parts engineering at Cummins, says, “The additional systems go beyond simply affecting the engine remanufacturing process. Indeed at Cummins they have driven the need to create new remanufacturing capabilities and technologies.”
She says that whether the company is working on systems or engine components, the remanufacturing process still involves disassembling, cleaning, testing and recovering components or replacing them with new parts. She explains that all components must meet the company’s specifications for new parts, as they relate to emissions control and other standards. “With every remanufacturing job, we have to ask ourselves whether we can remanufacture these at a cost and quality that meet our customers’ expectations,” Ballard says.
He explains that unlike some remanufacturers who just blow out the soft ash from a DPF and then reuse it, Cummins brings the DPF into its factories, uses advanced non-destructive technologies to understand the “as is” condition and puts the DPF through a highly engineered cleaning and recovery process using proprietary chemicals and processes. “We inspect and then functionally verify before shipping. In this DPF example we had to invest to create the appropriate level of cleaning, processing, inspection and verification
technologies to make this possible,” Menez says. There is a similar story with the EGR system, he adds. “The EGR valves and coolers drive a new level of cleaning, remanufacturing, and then verifying function. In addition, there is an increasing amount of incrementally higher temperatures, pressures, and other types of loading. Our remanufacturing engineers are required to be more and more knowledgeable on design life and design margin as time goes by.” He explains that Cummins’ remanufacturing engineering team is constantly working to update the prior versions of the products to the new changes as necessary. They have also been able to improve many of these new components through improvements to the remanufacturing process. Ballard says that although the newer engines are complicating the testing process, Detroit
ReMaTecNews | 13
Reman is not seeing any substantial changes or new failure modes driven by the new emissions requirements. “The new aftertreatment systems associated with emission compliant engines have their unique failure modes, but nothing specific to the remanufacturing process or the engines themselves.”
She adds that today’s engines have higher fuel pressure, more complex electronics and other technical upgrades, “all of which make it harder for an independent remanufacturer to do what they used to be able to do on older generation engines.” She believes this drives up the cost and makes it less appealing for someone to start a reman program for these engines.
It’s no secret that some of the early emissions compliant engines suffered from performance and reliability issues. Since remanufacturing can make components as good as new or in some cases better than new, we asked Menez and Ballard how their companies were addressing those issues. Menez says Cummins has been able to improve emissions compliant engines through its remanufacturing process. Ballard says, “We continually work with out Detroit engineering, quality and service teams to develop additional improvements in our remanufactured products, and especially in the aftertreatment components.” She says the improvements incorporate new Environmental Protection Agency requirements, as well as other updates the company gets based on feedback from the field and its customers. “And we educate our customers on the best ways to maintain their engines and components for maximum reliability and life.” Customers still seem to be interested in purchasing reman engines, Ballard says. “With the new emissions regulations, our customers can expect to see some additional costs of these new aftertreatment components and other quality improvements engineered into our engines. From a customer perspective, these quality improvements are significant.” She adds, “Customers are seeing much longer engine life and reduced downtime as a result of these changes.” Menez explains the demand for Cummins remanufactured engines has increased over recent years, growing to around 20,000 engines produced in 2015. “We have also seen demand for remanufactured DPFs rapidly increasing as engines equipped with this hardware enter the normal overhaul and rebuild cycle.” The complexity of the newer engines has had other effects on the remanufacturing industry, according to Ballard.
“The increase in the frequency of changes driven by regulations and internal factors has definitely impacted the ability of companies to remanufacture engines.” She explains that each change increases the number of models and therefore limits the number of core assemblies available. This is especially true, according to Ballard, if the changes do not allow the core to be backward compatible. “This is the biggest barrier for smaller companies, which previously have been able to manage this because changes were typically made over much longer intervals and in larger volumes.”
Menez says that Cummins has made significant investments in engineering in order to ensure that that its remanufactured products meet the appropriate requirements. “Any company involved in remanufacturing engines, DPFs and components to meet modern emissions standards needs to be ready to make these high investments to achieve the best and most dependable result for the customer. We think it is correct to say that the investment needed to ensure compliant aftermarket products is proportional to the investment that it took to become compliant on the ‘first fit’ product.
“Unfortunately, we are starting to see evidence that some remanufacturers may be taking shortcuts by avoiding the high level of investment really needed.” U.S. EPA and the National Highway Transportation Safety Administration are in the process of promulgating what is being called Greenhouse Gas Phase 2 regulations that will reduce the impact of medium- and heavy-duty trucks on climate change. The standards will be for model years 2021 through 2027 and will require a 4% reduction in CO2. There has been some speculation on the effect these regulations will have on remanufacturing. Menez says incremental technology will have to be used to achieve new fuel efficiency and greenhouse gas regulations, and as a result engine and component remanufacturing will continue to become more complex and investments in those production processes will have to continue to keep pace. “There may also might be a possibility – and it is in our future vision – to ‘upgrade’ older engines to achieve better fuel economy by exploiting technology changes and applying them to existing engines at the time of rebuild,” he says.
ReMaTecNews | 14
“This is a significant potential benefit we are currently evaluating. Cummins’ strong commitment to the environment means that we are really motivated to look for these opportunities. In terms of reducing energy consumption, the savings achieved by engine remanufacturing is often overlooked.” He explains that the typical energy consumed to remanufacture an engine is about 70 to 80% less than to make one from new parts – simply because reusing material is less energy intensive than making new material. This means that for an engine weighing 2500 lb. remanufacturing saves roughly 7800 lb. of C02 emissions compared to building one from all new parts. Ballard says, “We do not expect to see any significant changes as a result of these new regulations. We will continue to incorporate EPA and NHTSA regulations into our processes and work on innovative ways to remanufacture these new components.” However, the Motor & Equipment Manufacturers Association filed comments on the proposed rule last October. In its comments MEMA ask EPA
and NHTSA to reconsider actions that will impact engine remanufacturing. It expressed concerns in three areas: •T o define used and remanufactured engines/ equipment as “new” engines/equipment; • To impose on remanufactured engines the same compliance criteria as actual new engines for the year in which it was remanufactured (for all emissions); and
•T o assert an earlier compliance timeline of MY2018. The written comments said, “It is important to note that while remanufactured components can be ‘manufactured again’ to extend the service life, there are constraints as to how much and to what degree you can alter a component to meet newer design performance criteria beyond its original design.” n
ReMaTecNews | 15
Expanding Brake Business at Roadlink Expansion is on the cards at one of the UK’s leading remanufacturers of heavy duty brake parts. Roadlink International has just opened a new £700k commercial vehicle brake caliper remanufacturing plant, at its head office in Willenhall, West Midlands. The company says, that the move is not only in response to increasing but also to the increasing availability of poor quality brake parts being brought to the market by some other suppliers. ‘With the demand for remanufactured braking products increasing year on year, we have been alarmed at the number of low quality parts entering the market’, said Joint Managing Director Keith Sedgley. ‘The new facility, which is one of the largest in the UK, will also enable us to remanufacture a higher quantity of (brake) calipers, ensuring this increased demand is met and product availability remains high.’ Helen Arthur, also a Joint Managing Director, said that the investment will help Roadlink create a significant number of new remanufacturing jobs over the next three to five years.
Mike Hawes, left, with the Roadlink Chairman David Sedgley, at the opening ceremony Mike Hawes, Chief Executive of the Society of Motor Manufacturers and Traders, was invited to officially open the new plant.
Established in 1982, Roadlink has more than 30 years’ experience as an independent automotive aftermarket supplier of parts for commercial vehicles. n
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ReMaTecNews | 16
The challenge of finding versatile, highly trained remanufacturing technicians Is it the ageing population. The introduction, in quick succession, of sophisticated new techniques. Or the lack of recognized training in the techniques of engine overhaul. Whatever the causes, the fact remains that there is a shortage of highly skilled personnel within the European remanufacturing industry. This perception is held by a number of stakeholders, who have direct experience of the problem.
The solution is a combination of classroom study and learning on the job Philippe Maerten, Chairman of the Groepering Motoren Revisie (Engine Remanufacturing Group) of Traxio (Belgium): ‘The lack of qualified technicians in Belgian’s remanufacturing industry is a fact. There is a lack of interest amongst the younger generation to pursue a career in this industry. The best way to solve this problem, would be to offer all students, as standard, the opportunity of obtaining a degree, by splitting their time equally between school and on the job experience, such as in workshops. This system already exists in some professional schools, but students often attend these as a last resort, rather than having a particular interest in this career path. It would be useful if this split-time system could be extended to other secondary or post-secondary
institutions, or if greater cooperation with schools could be established, e.g. increasing efficiency through the coordination of workshop visits.’
Philippe Maerten, Chairman Traxio’s Engine Remanufacturing Group
A lack of internationally recognized courses Jean-Paul Borsten, Director/Owner of Motoren fabriek De Sutter and Chairman of the BOVAG Revisiebedrijven (Netherlands): ‘Research conducted by BOVAG shows that there is indeed an issue with the ageing population in the Netherlands; the average age of technical personnel in the remanufacturing industry is about 38. There is also a general shortage of highly skilled labour. In my opinion, this is a result of the constant changes in technology, which makes the work more complex and means that employees have to regularly update their knowledge. There are also issues with the drop-out rates during
ReMaTecNews | 17
a more interesting proposition for young people. Educational institutes could take the initiative here, with apprenticeships designed to match skilled workers with various job descriptions. More recognition of the profession would certainly benefit the industry’s image within Austria, hopefully resulting in more interest amongst young people to learn this industry.’
Jean-Paul Borsten, Chairman BOVAG’s Remanufacturing Division training and people changing careers, because they see no (longer a) see, or no longer see a future in the industry. This is in part, the result of automation, which means less work for human hands. For staff to be able to acquire a broader knowledge of remanufacturing techniques, I think there are two solutions: retraining, with a focus on the use of modern techniques in the workplace and an internationally recognized education for young people, who consciously choose a career in remanufacturing techniques. In Europe, there is
M.C. Lammel, Chairman V.Ö.M.
hardly any training available for this, the art is still primarily learned in practice. In the Netherlands, there are initiatives underway to provide accredited training, specifically for remanufacturing technicians. OOMT, an organization committed to craftsmanship in the mobility industry, the trade association BOVAG and the educational institute Innovam, are currently working together to explore the possibilities for this. A good step in the right direction.’ Greater recognition of the profession is required M.C. Lammel, Chairman of the Austrian Association of Engine Remanufacturers (V.Ö.M.), Vienna (Austria): ‘In Austria, the problem of a lack of highly qualified staff has been recognized for a long time. Austria is well known for original equipment within the supply industry, but not at all within remanufacturing. There appears to be little interest amongst young people to pursue a career in the remanufacturing industry. One possible reason for this, is that many of the companies in this sector are small and often family businesses, working with strict hierarchical structures; the current generation of young people here have little appreciation of this, because they haven’t grown up with it. Advancing technical capabilities and automation will hopefully make a career in engine (remanufacturing) technique
Theory and practice lie too far apart Jeroen Eeuwijk, General Manager, Sales and Services at Kemper en Van Twist, a specialist in emergency power generators and diesel and gas engines (Netherlands): ‘Engines are becoming progressively more complex. Increasing technical capabilities and automation require large investments in order for companies to stay in the game. Companies who aren’t affiliated to a manufacturer, must find this investment themselves, that is difficult. As a result a lot of small businesses are disappearing, only those who are small and specialized, are future-proof. In part because of government efforts, the engine technician profession is now in a better place than it was before and we can see more young people entering the profession. But the focus is on business, and who can or can’t take the pressure. The training portfolio is out of step with the developments in the business community. This is often a result of the fact that teachers teach outdated techniques, because they themselves don’t have enough knowledge of the latest advances. In practice, this means that students can learn more in the workplace than a training company can offer – whilst at the same time ordinary activities can continue. However, not all experienced employees, who receive a student
Jeroen Eeuwijk, General Manager Kemper & Van Twist in their care, have the appropriate teaching skills. Educational institutions really need to make a better connection with business, because at the moment, theory and pracwtice are just too far apart.’ n
ReMaTecNews | 18
The importance of recertification When heavy-duty vehicle diesel engines are rebuilt in the majority of European Union countries, including the Netherlands, and their emission levels brought in-line with output limits required under the Euro emission regulations, they are still prevented from being recertified, as their evaluation is based only on the year that the engine was originally built. Aart Koning, Managing Director of Koning Technisch Bedrijf, believes that a change in the regulations is long overdue. Koning Technisch Bedrijf is a leading organisation within the engine remanufacturing industry in The Netherlands, overhauling around 250 engines per year. Their work covers a variety of vehicles: from drain maintenance trucks and ships to agricultural vehicles and trucks. At remanufacturing trade show ReMaTec2015 in RAI Amsterdam the company carried out a live remanufacturing of a DAF engine from a Euro 0 to a Euro 4 classification. However, under current law this upgrade would have little significance and the engine would remain classified as a Euro 0 diesel engine. As good as new ‘You have to imagine that a truck will last between 15 and 20 years,’ says Aart Koning. ‘In the current economic climate, transport companies either cannot or prefer not to have to invest in new trucks and so they are keeping their existing fleets on the road for as long as possible. What we do, is a complicated technical process, but essentially what it boils down to is the cleaning of various parts, replacing any worn parts, overhauling the
KTB rebuild engines of a variety of heavy duty vehicles fuel injection system and adjusting various settings. This way, we rebuild the engine and make it as good as new and in a lot of cases, even cleaner than when it first left the factory. Additionally, a converted diesel engine can deliver savings of around 10% in fuel costs; it is evident that, for these trucks, these savings quickly add up.’
Progress is being hampered The opportunity for heavy-duty vehicle engines to achieve a Euro 5 or even a Euro 6 standard, is, according to Aart Koning, within reach. ‘Technically, we could achieve this and the necessary parts are also available. However, developments have been slow because the
“It is strange, that whilst emission standards apply to all countries within Europe, each country can then have their own laws regarding recertification. In Germany and Poland, for example, this is allowed, but not in the Netherlands.“
ReMaTecNews | 19
investment does not yield enough return’, he explained. ‘Laws and regulations governing emission standards make progress in the field of rebuilding engines for heavy-duty vehicles, like trucks and buses, very difficult.'
Conflicting interests EU road transport emissions are responsible for
just 6% of total EU emissions. ‘Even though this is true,’ says Aart Koning, ‘cleaner can only be better. Initiatives, in the Netherlands, to rebuild diesel engines to a Euro 6 standard would certainly get a boost, if the norm created by the remanufacturing was also legally recognized. Discussions with the government, about recertification, have been carried out by
290
Differences in monitoring Making recertification possible in all European countries would certainly help resolve the current stagnation in development, but Aart Koning believes that this is unlikely to be achieved: ‘Each country would then need an inspection body that worked in the same way and countries would have to regard each other’s inspections as being equivalent. In my view, this is unlikely, as there are certain countries whose governments would be less strict about monitoring the rules. You could also assume, that there would be countries, where the inspection bodies would be less strict about monitoring the rules. This means that if recertification is implemented throughout Europe, you would need regular inspections and audits to secure the governing standard at the recertification stations.’
our trade association BOVAG, but there are many conflicting interests within politics. It could take until the introduction of the Euro 7 standard for recertification in our country to be made possible. However in the meantime our attention is focused, every day, on the further development of our remanufacturing techniques.’ n
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ReMaTecNews | 21
Cummins Awarded Grant to Develop Plug-in Electric Vehicle Cummins Inc. was awarded a $4.5 million grant from the U.S. Department of Energy to develop a Class 6 commercial plug-in hybrid electric vehicle that can reduce fuel consumption by at least 50 percent compared to conventional Class 6 vehicles. Cummins researchers will try to optimize the powertrain by selecting the engine with the best architecture to use as an electric commercial vehicle range extender, using the engine to manage the charge level of the all-electric drive battery pack. The range extender will be integrated, using advanced vehicle controls, with electrified powertrain and other applicable technologies. The researchers hope to demonstrate improved fuel consumption and state-of-the-art drivability and performance regardless of environmental conditions, the company says. Cummins is partnering with PACCAR on the
project along with representatives from The Ohio State University, National Renewable Energy Laboratory and Argonne National Laboratory. “The close integration and control of the electrified powertrain with an appropriately selected engine is critically important to developing a plug-in hybrid
electric vehicle system,” says Wayne Eckerle, vice president, research and technology at Cummins. “We believe that through the team’s efforts we can soon make these innovations commercially available, which has the potential to translate into substantial savings annually per vehicle, helping our customers and the environment.” n
Transmission Parts
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SDA import-export is specialized in used starters and alternators. We have a stock of more than 50 000 pieces. SDA has very high quality standards. We check all the car parts according to strict rules. We also deal in: airconditioning pumps, turbos, commonrail injectors en commonrail pumps, steering racks and steering pumps.
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Tel: +31 (0) 492 524 463 SDA Import-Export BV Duizeldonksestraat 7, 5705 CA Helmond, The Netherlands Phone: +31 (0) 492 524463 Fax +31 (0) 492 544677 www.sdaim-export.nl tony@sdaim-export.nl
ReMaTecNews | 22
ARTC refines Laser Metal Deposition technique The Advanced Remanufacturing and Technology Centre (ARTC) combines the challenging industrial requirements of cross sector global OEMs, such as Rolls-Royce, SKF, Siemens and IHI, and the state-ofthe-art industrial equipment and software makers with the best minds in research and development (R&D) to accelerate that creation of industrial solutions for manufacturing and remanufacturing. One of the innovative techniques currently being developed by scientists at the ARTC, is Laser Metal Deposition (LMD). The laser deposition process is known by a number of different names, including Laser Metal Deposition (LMD), Direct Metal Deposition (DMD), Direct Laser Deposition (DLD), and Laser Cladding. The process uses a laser beam to melt metal powder and form a deposit fusion-bonded on a metallic substrate. Both the laser and the nozzle, through which the powder is delivered, are manipulated using a CNC (Computer Numerical Control) robot or gantry system. With the correct process supervision, a wide-range of materials including titanium, nickel, cobalt and steel, can be deposited to create a brand new surface. In this way, coatings that are resistant to wear, corrosion, erosion and cavitation can be deposited onto new or reconditioned parts, thus improving their performance and usable lifespan. More planes, more repairs The LMD-technique lends itself extremely well to applications within the aerospace, automotive, machinery, marine and oil & gas sectors. One of the best known current applications for LMD, is the repair of aircraft compressor and turbine aerofoils. Helene Pepin, Repair and Restoration
Helene Pepin, Repair and Restoration Group Manager at ARTC
Group Manager at ARTC says: ‘If one of the blades is damaged, even slightly, the entire assembly requires restoration. LMD enables damaged edges or broken tips to be reconstructed, with the original geometry and material properties. A large number of aeroplanes coming out of the Boeing and Airbus factories are equipped with Rolls Royce engines. Thus, Rolls Royce is one of our key partners, when carrying out scientific research into LMD technology applications within the aviation sector. The aviation industry, particularly in Asia, has seen enormous growth over recent years: seven of the world’s top ten flight routes now connect Asian cities. Research carried out by Boeing has predicted that world-wide, airlines will add over 30,000 aircraft to their fleets by 2034. Repair and maintenance activities will, as a result, also increase and particularly repairs to aerofoils. These repairs can sometimes come down to an edge thickness of as little as 0.2 mm. With such minute repairs necessary, manual welding is virtually impossible. However, by employing robots, LMD can deliver extremely accurate results and is therefore an excellent solution to this issue.’ Support is critical Priorities for technologies development include the further development of LMD under
atmospheric control for sensitive materials and so-called additive manufacturing. In the first of these, the LMD technique is carried out within a controlled atmosphere, where oxygen, carbon dioxide and nitrogen concentrations, as well as temperature and humidity, are regulated. And there is the large-scale project in the field of additive manufacturing, which refines the ability to add or remove material during a single process, a very specialized field in which hybrid equipment is used. Helene Pepin adds: ‘The first positive results for this technique are quite recent and the industry is now very enthusiastic about this process. This is important, because the size of support and the resulting initiatives determine the speed with which we can transform the science into practical commercial solutions.’ n
Remanufacturing using the LMDtechnique could result in savings of: • >60% energy; • >70% materials; • >90% water; • >80% pollutant emissions; • >80% value retention; and a • 50-70% cost reduction.
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ATP awarded for achievements in innovation UK Prime Minister David Cameron last week told Members of Parliament that the Staffordbased transmissions, torque-converter, ECU and ABS remanufacturing specialist ATP Industries Group “deserved praise” after the company received a Queen’s Award for Innovation. Speaking during a ‘Prime Minster’s Questions’ session, he congratulated the company – which has business operations in the US and China and was a winner of the Remanufacturer of the Year Award in 2013 - because a Queen’s Award “is very difficult to win”. Queen’s Awards are received each year by companies in three separate industry categories (Innovation, International Trade and Sustainable Development). Winners are entitled to use the prestigious logo on all marketing and packaging materials for five years. Research among previous winners suggests they benefit through accelerated sales growth because the logo is universally seen as both an official stamp of
UK Government approval and a sign of product quality. Sales director Mark Bowen said that in winning the award, ATP was able to demonstrate two years of consistent growth. Sales of automatic transmissions rose by 38%, while exports were up by 57%. The performances reflect significant
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increases in efficiency as well as throughput. He added: “To win a Queen’s Award at anytime is fantastic. To win it in the monarch’s 90th year is particularly special.” The award will be presented during a special reception in Buckingham Palace, hosted by the Queen, in July 2016. n
ReMaTecNews | 24
Anniversary Signals Investment in Technology One of the UK’s leading rotating electrics brands, is marking 30 years in the remanufacturing business with a major investment in diagnostic and testing technology. Tony Bhogal, Managing Director of the Bradford based starter motor and alternator specialist Autoelectro, said that the company had invested over £250,000 in testing and diagnostic systems. The project, established in association with test equipment manufacturers of ‘international pedigree’, has established, at a cost so far of over £100,000, dedicated computer software to test starter motors. ‘It enables our engineers to identify and diagnose issues with the alternator core from almost any application and if we have any problems, our test equipment experts can dial-in while the testing procedure is in progress’, he said. Autoelectro’s new software capabilities are expected to include the technology to test the latest units installed on hybrid vehicles, with a view to
remanufacturing these parts to original equipment standards. The number of part numbers in its remanufacturing catalogue is thereforeexpected to be extended by a significant number.
Tony Bhogal added: ‘We are also investing significantly in testing equipment for Stop Start systems. We see it as a product with large remanufacturing growth potential. n
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Balancing machines
Schenck RoTec GmbH Landwehrstr. 55 64293 Darmstadt | Germany P +49 6151 32 2311 E rotec@schenck.net W www.schenck-rotec.com
CIMAT 4 Bogdana Raczkowskiego St. 85-868 Bydgoszcz, Poland P +48 52 363 16 76
Test Equipment SDA Import - Export BV Duizeldonksestraat 7, 5705 CA Helmond The Netherlands P +31 (0) 492 524463 E tony@sdaim-export.nl W www.sdaim-export.nl
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
Lizarte S.A. Polígono Agustinos C/B 31013 Pamplona, Navarra (Spain) P +34 (948) 303436 E info@lizarte.com W www.lizarte.com
Pos Service Holland Stichtse Kade 47c 1244 NV ’s-Graveland The Netherlands P +31 (0)35 6563180 E psh@psh.nl W www.psh.nl
E sales@cimat.pl W www.cimat.pl
Cleaning
ARMEX Church & Dwight Co., Inc. 469 North Harrison Street Princeton, NJ 08543 U.S. W http://www.armex.com
RECICLANOVA METAL S.L. C/ Rosa de los vientos nº40 Polg. El viso, 29006 Málaga P +34 952240970 E adreciclanova@gmail.com W www.reciclanovametal.com
Cores
Autoenterprises Ltd. Units 5,6,14,15 Pembroke Centre, Gardiners Lane South Basildon, Essex, SS14 3HX, United Kingdom P +44 (0)1268 285888 E john.snr@autoenterprises.co.uk W www.autoenterprises.co.uk
Gobbi Spare Parts Spa Via Capannaguzzo 3681 47521 Macerone di Cesena (FC) Italy P +39 0547 311146 E info@gobbisp.com W www.gobbisp.com
RS Autmotive Core Unit 20, Clipper Park, Thurrock Park Way, Tilbury, Essex RM18 7HG P +44 (0) 1375 842782 E enquiries@rsautocore.co.uk W www.rsautomotivecore.co.uk
Parts & Engines
Vitobello Ricambi Srl. Via Luciano Lama, 28 47020 Longiano (FC), Italy P +39 0547/52839-56209 E info@vitobello.it W www.vitobello.it
ROBARCKO B.V. Markerkant 1306a 1314 AN Almere Stad The Netherlands P +31 ( 0 )36 530 46 02 E info@robarcko.nl W www.robarcko.nl
Diesel Line Srl Via Verona 7 31046 Oderzo (TV) Italy P +39 0422 717572 E info@diesel-line.it
Emmetec S.r.l. Sede operativa-Headquarters: via Stazione, 8 - 21020 Ternate (VA) Italy P +39 0332 9618.86 / 96 E info@emmetec.com W www.emmetec.com
Transmission parts
Ganzeboom Transmissies Planthofsweg 45 7601 PH Almelo, The Netherlands P phone +31 (0)546-819510 E info@ganzeboom.net W www.ganzeboom.net
GFX Corp. 4810 NW 74 Ave. Miami, FL. 3166 United States of America (USA) P 305-499-9789 E www.gfxcorp.com W dios@gfxcorp.com
Turbo Parts
W www.diesel-line.it
Starters & Alternators
Arrowhead Electrical Products, Inc. 3787 95th Ave. N.E. Blaine, MN 55014 United States of America (USA) P (763) 255-2555 E info@arrowheadep.com W www.arrowheadep.com
Melett Limited Unit N, Zenith Park Whaley Road, Barnsley S75 1HT, United Kingdom P +44 (0) 1226 320939 E sales@melett.com W www.melett.com
INFORMATION For more information please contact the ReMaTec Sales team phone +31 20 549 14 31 advertising@rematecnews.com www.rematecnews.com
ReMaTecNews | 26
EPS Column Sensor Support from TransTec A sharp rise in the demand for remanufactured Electric Power Steering (EPS) units in European markets that is generating opportunities for remanufacturers, is also creating opportunities for suppliers. The latest supplier-move comes from a name familiar to workshop managers as a brand with a credible pedigree. TransTec, the aftermarket brand of German-based OE parts manufacturer Freudenberg Sealing Technologies, has announced plans to deliver a full range of column EPS sensors to remanufacturing markets throughout Europe by the third quarter of 2016. An initial range, for the most common application’s such as Fiat and Opel, is already being rolled out. EPS provides the convenience of power assistance while reducing fuel consumption and CO2 emissions. It is a must fit on hybrids. Moreover, a single design can be used on a number of different vehicles with each model having its own level of assistance. Consequently, Hydraulic Power
Steering (HPS) has now been superseded by EPS on many models worldwide and its OE fit is in sharp decline. The European trend is significant. HPS installations on new cars have declined by 46% since 2009. TransTec says its column sensors are of the same design and quality of material supplied to OE systems manufacturers around the world. It adds that they will be distributed through the network that already supplies its range of TransTec seal kits to remanufacturers of HPS units throughout Europe. “As more remanufacturers of HPS gear up to take on more EPS work, we will be able to deliver the seal kits and the column sensors they need to get everything done. That’s two sets of essential parts from a single source that they already trust,” says Timo Flettner, Commercial Manager, TransTec Europe. He’s part of a new management team given the role of developing the potential of the emerging EPS market (see RemaTecNews Issue 2).
Sensors are among the items that commonly fail on EPS column power steering units, which have a typical operating lifespan of 7-10 years. Chris Petronella, Transtec’s Development Manager for EPS says: “Many of the early EPS units that were fitted will require replacement soon and that’s why the potential growth for remanufacturers is so strong and why the demand for column sensors is so imminent.” n
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Jamaican Free Zone Initiative G. Anthony Hylton, Jamaican minister of industry, investment and commerce, recently signed the Jamaican Export Free Zones Act. According to Gordon Baldie, managing director InterCarribean Automotive, Nippon Car Parts and Cars to Go, this measure will allow businesses like his to import items duty free to all of Caricom without having to pay a tariff. “One of the issues in the Caribbean is the cost of tariffs,” Baldie says. Baldie is interested in developing remanufacturing throughout the Caribbean and sees this free zone as a necessary step. The Free Zone Initiative means Baldie can import remanufactured parts into his 30,000 square foot warehouse and distribute it to customers. “This is a tremendous cost benefit and it solves the availability issue that we have on this side of the world. The month saved from not having to pay tariff I can put into [acquiring goods] and that will help solve the big availability problem we have here.” He adds, “As a society we need to look at how we are going to start the remanufacturing process in Jamaica to supply the entire Caribbean.” While Baldie does not have figures on how big the reman market could be, he says he wants Jamaica to be known for remanufacturing rather than just for track and field and reggae music. He adds that the average age of cars in Jamaica is 17 years. In addition, governmental agencies, fire departments, the ministry of national security, the ministry of health, etc. are having trouble finding parts for older vehicles and end up having to purchase new ones. “I am in discussion with these guys and putting together a presentation
Garth Wilkinson, Mayor of Falmouth, Jamaica congratulates Gordon Baldie on receiving Free Zone Gazette as part of the initiative for emerging reman industry to show them that there is a way to resurrect their old equipment that is cheaper than having to buy new.” That way includes the use of remanufactured parts which Baldie initially hopes to import but hopes to eventually have remanufactured in Jamaica. He explains that today there is no remanufacturing in Jamaica and that “everything is exported back as scrap metal.” He says a trip to a typical garage in Jamaica will show “used engines and transmissions laying on the ground because no one understands that this is a valuable commodity.” He adds, “Stuff is exported and smelted into something else or sometimes put
into remanufacturing, but we want to do the remanufacturing right here in the Caribbean.” In addition Hylton is working toward establishing Jamaica as a logistics hub like Rotterdam, Dubai and Singapore. Baldi says the country’s position in relation to the newly expanded Panama Canal, “offers us a gateway to all Caribbean markets.” Baldie has been working with Jamaican government to make this a reality and said that recently the minister of industry, investment and commerce spoke to Parliament about remanufacturing as an emerging market that could help grow the company’s economy and create jobs. n
Product line and production capabilities expanded Endural LLC, manufacturer of reusable containers including those for the transportation industry, says that to meet the increased demand from the remanufacturing industry it has purchased a 42,000 square foot industrial building next to its Costa Mesa, California production facility. The space will be used to house what the company calls a state of the art rotary thermoforming machine. “This new machine will provide
flexibility and efficiency in the production of plastic, returnable transportation cases for the remanufacturing industry,” according to Jim Burra, president.
in rugged environments are a specialty with us,”’ Burra says. “Automotive and other quality and environmentally conscious organizations have relied on our containers for more than 50 years.”
In addition to reusable transportation cases for engines and transmissions, the company has added cases for hybrid batteries, rear axles and diesel particulate filters to its line of products.
Sue Williams, vice president of sales and marketing, says, “Our reputation has been enhanced by our ability to produce custom containers for unique applications. Endural now has even greater means to engineer, tool and produce custom formed products on relatively short notice.” n
“Returnable shipping containers which perform
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ReMaTecNews | 30
The material for this page has been supplied by FIRM, International Federation of Engine Remanufactures and Rebuilders
Engine Remanufacturing in Europe – some key figures FIRM as an umbrella organization represents approximately 500 individual engine remanufacturing garages of the independent automotive aftermarket in 10 countries in Europe. Their unique scope of supply and thus specialization, is the professional remanufacturing of all kind of combustion engines (diesel, petrol, natural gas, LPG) for all kind of applications: passenger cars, light and commercial vehicles, tractors, construction equipment, marine applications, stationary engines (GenSets), motorcycles, forklifts etc. Oldtimer engines are also welcome, as well as new engine technologies. In short: there is no combustion engine that could not be professionally remanufactured by one of the FIRM’s members.
To give you an idea of what turnover and what size of employment in numbers FIRM represents: •8 5% of these garages are small sized with an average number of 5 – 6 personnel with an annual turnover of about € 0.5 million • 10% with 20 employees and € 3 million turnover • 5% with over 100 employees with € 15 million turnover Thus in total, within FIRM, we represent a workforce of around 4,500 employees, with an annual turnover of € 500 million! It is estimated that only around 35% of engine remanufacturers in Europe are organized within national engine reman associations, representing around 1,500 engine reman specialists in the 10
by Volker Schittenhelm
countries signed up with FIRM. FIRM estimates there are an additional 1,000 specialists outside these 10 countries within EU28, combining to roughly 2,500 engine remanufacturers. This is a workforce, that cannot be neglected any longer. Just imagine the thousands and thousands of tons of CO2-Equivalent, that is saved by remanufacturing - for the environment and for all of us. n
Repair and Maintenance Information RMI For engine remanufacturers it is particularly important to be able to access all necessary repair information in order to be able to deliver a professional result. This data goes far beyond the kind of data the stakeholders of independent car repair garages require. Oversize cylinder diameters, minimum cylinder head height, surface roughness of cylinder head compression surface, piston diameters, crankshaft hardness to name only a few.
industry to join forces in view of keeping track of market and EU political developments and of speaking with one voice. Major industry players are represented in the association and we are all proud of this significant achievement.”
In general, all this information should be available from the car / engine manufacturer, and based on legal requirements and political decisions in Brussels, all car manufacturers are obliged to provide access to this data to all stakeholders – including engine remanufacturers.
Peter van der Galiën, of HaynesPro, ADPA’s Vice-President, added: “By making sure that the independent aftermarket operators get all the information they need, the association will ultimately enable competitive choice to motoring consumer and businesses in the care of all vehicles.”
In theory, that is. In practice – and proven by a study, initiated by the European commission in 2013 – engine remanufacturers are faced with the real world. At the end of the day, the repair manuals are available, but obtaining these takes a lot of effort.
That may change with the new European Association ADPA “European Independent Automotive Data Publishers Association”, launched at the end of January 2016 in Brussels: Europe’s major independent automotive data publishing companies - Autodata, Robert Bosch GmbH, HaynesPro, Hella Gutman Solutions, Sator Holding LKQ and TecRMI - have joined forces to found ADPA, to ensure fair access to information for aftersales operators. Ralf Pelkmann, from TecRMI, is ADPA’s president. He said: “It is a historic day for the data publishing
For more information, please visit www.FIRM-org.eu or write an email to communication@FIRM-org.eu.
It is of paramount importance for our specialized business and for our daily need for specific engine specs to get in contact to ADPA in order to a) join forces, b) support ADPA in their political work in Brussels and c) benefit from the initiative. n
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For further news about
The material for this page has been supplied by APRA, the Automotive Parts ReManufacturers Association
APRA Europe, please visit www.apra-europe.org
APRA European Remanufacturing Symposium Birmingham – a review From April 20th -22nd remanufacturing professionals from all over Europe and even Japan met in Birmingham, UK, for this year’s APRA European Remanufacturing Symposium. The Symposium was aimed at a broad audience of those interested in learning about trending topics in the automotive remanufacturing industry as well as those wishing to discuss the latest technical developments, opportunities and challenges within the sector. The conference covered commercial, technical and legal aspects and offered exclusive insights into industry leading remanufacturing plants. A variety of networking opportunities was also on offer, combined with evening entertainment to ensure delegates enjoyed their time in the UK. Three days of presentations and intense discussions have provided the delegates with the latest information from the industry and have highlighted priorities that should be on everybody’s agenda: Reverse Engineering – a key aspect of a successful remanufacturing business Reverse Engineering is a crucial factor for successful remanufacturing nowadays and has therefore seen an increasing demand in the automotive industry. However, the ability to apply reverse engineering successfully depends on multiple elements, from the ability to be able to access, measure and understand Can Bus information, to having the right testing equipment up to capable engineers with an understanding of the functionality of
the original part and the skills to replicate its characteristic details 3-part Panel-Discussion – successful lastminute programme change The topics chosen for the panel discussions really hit the bull’s eye and delegates actively joined in to discuss EU Government funding, G7 and Venture Capital + future threats and opportunities for automotive remanufacturers. At the same time, discussions have confirmed the demand to deepen a major subject in remanufacturing, being engineering. Universities and Research Institutions – valuable partners for the remanufacturing businesses Delegates have shown a high interest in the science and research part of the Symposium and all presentations were incredibly well received. This part of the Symposium has demonstrated that academic and industry expertise needs to be fused in order to enhance capacity and innovation in remanufacturing. In addition, it has provided
successful methods and examples of how to analyse and improve remanufacturing technologies and processes. Case studies from the Horizon2020 project ERN (European Remanufacturing Network) were presented and the founder of APRA Europe, Mr. Fernand Weiland, from FJW Consulting Germany, launched his latest book Make-NewAgain, Remanufacturing in all industry sectors in Birmingham. A further topic that has perhaps been a bit disregarded in the past sparked the delegates’ interest: Remanufacturing vs. Trademarks, Patents and Product Liability. It is immensely important for businesses to be on top of these things and definitely a subject that requires regular updating. Political relations can create business opportunities for SME’s APRA was delighted to have Amanda Milling, MP for Cannock Chase as one of the key note speakers
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at the GALA-Dinner. As a Member of Parliament, Amanda has worked with ATP on a variety of projects over the past years and her relation with the company is a perfect example of how local politics can positively influence a business. During her speech she motivated the delegates to get involved with local politicians in order to raise the profile of certain topics. During the dinner she has spoken to several of the delegates and listened to their industry specific concerns, which she has promised to address and discuss at the Houses of Parliaments. UK remanufacturing businesses can hopefully profit from those efforts in the future and businesses in other European countries can follow ATP’s example. Plant visits – ATP Industries Group and Carwood Diesel Injection plant APRA members ATP and Carwood have invited the delegates to take an exclusive ‘look behind the scenes’ of their industry leading plants in Staffordshire and the Midlands. As one of Europe’s largest independent remanufacturers of automatic transmissions, manual transmissions, and torque converters etc. ATP’s proven expertise and solid reputation has led to becoming the major remanufacturing partner to a worldwide portfolio of OEM’s and their commitment to delivering continuous high quality is recognised by a wide variety of quality accreditations and awards.
the product. This ensures that the high quality levels expected by OEM customers are consistently achieved and this in turn increases productivity and customer satisfaction as well as reducing potential warranty costs. Delegates were also highly impressed by Carwood’s state-of-the-art Diesel Systems Plant and particularly by its leading edge production assembly clean rooms certified to ISO14644, Class 7. The clean rooms were installed 4 years ago to ensure OE standards are maintained at the highest level with particle contamination limits down to 0.5 microns.
Malcolm Morris of ATP receives the Queen’s Award A day after the plant visit, ATP has been awarded a 2016 Queen’s Award for Enterprise in the Innovation category. The award was made for “Having demonstrated substantially improved performance, via out standing innovation, over a 2 year period.” ATP won the prestigious accolade for developing a highly complex and technically advanced transmission test suite that permits the precise validation and calibration of the electronic, hydraulic, mechanical and software functions of
Plant visits like these are offered to show our members what other remanufacturers have done to achieve competitive advantage and/or to secure OE business. The discussions over the 3-day event have shown, that the remanufacturing industry has changed tremendously over the past decades and still is, from day to day, at an incredible speed. For companies to keep up with the ever changing challenges and to be aware of opportunities to remain successful in this fast paced environment, it is vital to maintain a network within the industry and to receive relevant information. APRA’s objective always was and will be to facilitate these requirements and to support the industry by being the voice of remanufacturing! n
NEW PRODUCTS
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Rewards program for reman transmission Eaton Corp, a U.S.-based power management company, has launched a limited time aftermarket program that rewards the purchase of heavy-duty factory remanufactured transmissions with a free clutch. The promotion runs through the end of June.
Remanufactured DPFs available from Cardone Cardone Industries has released A1 Cardone remanufactured diesel particulate filters. In the past, when a DPF failed, it was replaced with a new one. Cardone says its remanufactured DPF now provides an alternative for light- and medium-duty trucks and passenger cars at a lower cost.
The clutches will be delivered within four weeks of registering the transmission purchase. The promotion includes all Eaton Solo Advantage, Easy Pedal Advantage and EverTough clutches. According to Bill Fouch, aftermarket marketing manager, “We’re giving our customers even more incentive to purchase one of our genuine reman transmissions.” He explains that customers can purchase as many transmissions as they want during the promotional period. The program is available throughout the United States, Canada and Mexico. Eaton reman transmissions come with a two-year/ unlimited mileage warranty. “By participating in this no charge clutch offer,
customers only need to use Eaton-approved lubricant and they will qualify to register for the warranty bundle program that provides an additional year of warranty coverage on both the transmission and clutch,” Fouch explains. When asked to comment on the progress of the program, Fouch said, “Reaction to our clutch promotional program has been extremely positive. This is the most aggressive incentive program that Eaton’s Vehicle Group has ever offered in the aftermarket. We have had a lot of interest and our truck dealers have been very involved resulting in strong sales growth for our reman products. Once the promotion concludes we will thoroughly evaluate it and determine whether to employ additional incentives in the future.” n
The company says its DPFs are function tested before they are remanufactured to make sure “only the best are selected.” If the DPF passes the function test it is cleaned then baked at high temperatures to reach required performance levels. Once reas sembled the units are media blasted and coated to restore the outside appearance and provide corrosion protection. The company explains that each remanufactured unit is then flow tested to on-car exhaust levels to ensure it meets OE performance specifications. n
AxleTech International expands product line AxleTech International, a Michigan-based supplier of off-highway and specialty drivetrain systems and components to original equipment manufactures and the aftermarket for commercial and defense customers, is expanding its product line. According to the company, the 6000 Series axle is designed to meet the demands of heavy off-highway applications with a rating of up to 85,000 pound gross axle weight. It includes configurations for wet disc, S-cam and air disc brakes. “We built upon the legacy of our proven RPC785 axle by increasing strength and load ratings, while reducing production costs,” says Carl Ellis, director of product line management. “This is a key part of our product portfolio strategy that delivers improved innovation, flexibility and responsiveness. Our strategy is driving significant development to the next generation of AxleTech drivetrain solutions.”
name AxleTech India Private Limited, the plant is the company’s first production site in India.
In other news, the company has opened a new manufacturing facility in Pune, India. Under the
The company also announced that it has transitioned its corporate and its US Gear websites to a new
The facility will support engineering and assembly of off-highway and specialty axles for OEMs in India. “We are optimistic about growth potential in India, where we have long-established relationships with blue chip customers,” says Mathieu Field, vice president of global operations.
responsive design. The corporate site includes a section on the company’s remanufacturing capabilities. The new responsive websites are said to offer optimal viewing on mobile phones, tablets and desktops. n
INTERNATIONAL EVENTS & TRADE FAIRS
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23/05 - 25/05/2016
14/06 - 16/06/2016
BUSTRUCKEXPO
TRUCK & TRAILER CHINA
China Beijing International Exhibition on Buses, Trucks & Components Beijing | China (PR)
Shanghai, China (PR)
24/05 - 26/05/2016
19/06 - 22/06/2016 EVS 29 - ELECTRIC VEHICLE SYMPOSIUM & EXHIBITION
CIBF CHINA INTERNATIONAL BATTERY FAIR
Montreal | Canada
Shenzhen | China (PR)
22/06 - 25/06/2016
25/05 - 27/05/2016
AUTOMOTIVE MANUFACTURING (PART OF MANUFACTURING EXPO)
SIA - INTERNATIONAL MOTOR SHOW Kiev | Ukraine
Machinery and Technology Expo for Automotive Parts Manufacturing Bangkok | Thailand
25/05 - 27/05/2016 JSAE AUTOMOTIVE ENGINEERING EXPOSITION
07/07- 10/07/2016
Yokohama | Japan
Seoul Auto Salon Seoul | Korea (Republic)
SAS
25/05 - 27/05/2016 AUTOTECHSERVICE
08/07 - 10/07/2016
International Specialized Exhibition for Vehicle Workshop and Service Station Equipment, Motor-Spare-Parts and Accessories Kiev | Ukraine
ALL IN TUNING The Premier International Trade Platform for Tuning Cars in China Beijing | China (PR)
26/05 - 05/05/2016 AUTOMOVIL
02/08 - 05/08/2016
Madrid International Motor Show Madrid | Spain
ADS DIESEL CONVENTION 2016
26/05 - 29/05/2016 SAIGON INTERNATIONAL AUTOTECH & ACCESSORIES SHOW Ho Chi Minh City | Viet Nam
Convention of the Association Diesel Specialists Las Vegas (NV) | USA Meet the ReMaTec team! Contact rematec@rai.nl to make an appointment.
02/06 - 12/06/2016 BIMOS
09/08 - 13/08/2016
Busan International Motor Show Busan | Korea (Republic)
NACE International Autobody Congress & Exposition Anaheim | USA
07/06 - 09/06/2016
22/08 - 25/08/2016
AUTOMECHANIKA BIRMINGHAM
MIMS AUTOMECHANIKA MOSCOW
International Trade Fair for the Automotive Industry Birmingham | United Kingdom
Russia’s Leading International Trade Fair for the Automotive Service Industry targeting Trade Visitors from Russia and the CIS Moscow | Russia
Meet the ReMaTec team! Contact rematec@rai.nl to make an appointment.
13/06 - 17/06/2016 AABC International Advanced Automotive Battery and Ultracapacitor Conference Detroit | USA
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