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MARCH 2012

I N F O R M E D

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A N D

I N N O V A T I V E

e-Tolling outrage

IN PARTNERSHIP WITH AUSTRALIAN BODYSHOP NEWS

Crafty VW update

IN N OVAT I ON S

Inside Does SA pay more for cars?

VW MQB

THE WASTE TYRE CHALLENGE Fleet management VS transport management PAGE 1

AutoForum - March 2012

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March 2012

CONTENTS 06

Cover Stories 12

e-Tolling outrage

Crafty VW update

Does SA pay more for cars?

The waste tyre challenge

VW MQB

Fleet management vs transport management

Trade Talk 06

Highlights of global and local industry news

Cover photo - Thank you to VWSA.

News Forum

Impending court action on tolling

Editorial

Peugeot sets SA targets

There is definitely unhappiness in the ranks,

Crafty updated VW model

Ford now greening production in EU

GFIP e tolling project will indeed go ahead. My

Cars cheaper but no great growth in 2012

inbox has been flooded with responses from

Greening starts at home

Service and parts most targetted

The waste tyre treatment challenge

Comparative vehicle mobility costs study released

MBSA continues progress on component supplier initiative

But the questions remain: What happened to

Supaquik chooses Hofmann Megaplan

quarter have expressed their absolute rejection of

US Aftermarket up in arms over proposed bill

as Gauteng residents fume over the news that despite all opposition - it looks as if the dreaded

businesses across the country, their outrage clear and in my humble opinion, quite warranted. But go ahead it apparently will, and Gautengers will have to make a plan. And they will, there may simply be no choice.

democracy? The population of Gauteng from every the concept. How much will government vehicles pay? How much will Pravin Gordhan pay? The anger and bitterness about this example of the

antithesis of democracy will take a long time

Auto Safety

to resolve.

Hybrid models better in crashes

30 EDITOR CLARE RUTKIEWICZ

BodyShop News Spot welding – modern cars

Trends in alternate parts – a new study released

CONTRIBUTORS: AUSTRALIAN BODYSHOP NEWS DAVE SCOTT ROY COKAYNE ROBERT KAISER ADVERTISING: GRANT WEST WARWICK ROBINSON C: 076 727 8161 C: 082 855 7750 T: 011 466 3733 F: 086 627 1135 PRODUCTION: KAZ NEL

EMAIL: INFO@AUTOFORUM.CO.ZA PUBLISHER: SWIFT PUBLICATIONS & OLYMPIC PARK TRADING SUITE 446, POSTNET X033, RIVONIA 2128

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

www.Autoforum.co.za I N F O R M E D

I N N O V A T I V E

Advertisers Guide

Business Forum The changing face of retail?

Meetings: An essential management tool or the bane of your life?

A final tally of 2011 and on to 2012

Macs staff on the move

Innovations VW Group launches new production strategy - MQB

New EGR cooler is 30% smaller

Commercial Vehicles Trucking visitor gives valuable fuel-saving tips

E-Coded driver licences â&#x20AC;&#x201C; the 750kg GVM trailer breakpoint

Training Benefits UD

Fleet & transport management â&#x20AC;&#x201C; the difference

Tyre Maintenance just as important for trucks

Show Time SAAW set for October

Afrimold 2012 trade exhibition

New Releases Latest offerings of local products

A N D

Aer-O-Cure Alert Engine Parts Alfa International AUDI Parts Autocosmos/Electrolog Autozone Bosch First National Battery GMSA Highveld Garage Equipment Hofmann Megaplan Integrated Marketing Ital Machinery Leatherworx MACS MED MISA Motor Merchandise Partquip Parts Incorporated / Midas Group RAM SABAT Batteries Snap-on/John Bean Thailand Trade Show Trade Fair Travel Trysome Tuff Floors VW Parts Victor Reinz Wheelquip

38-39, OBC 27 17 33 64 5, 34-35 21, 67 19 9, 37, 63 40 50 10-11, 18, 57 53 13 IFC-3 48 31 41 15, 61, 65 43 51 29 14 49 23 45 7 25 59

After-Marketplace Directory Directory listings

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

Trade Talk

AutoForum AutoForum-- March March 2012 2012

Chevy Volt not more dangerous The US organisation the National Highway Traffic Safety Administration (NHTSA), recently released a statement regarding the conclusion of its safety defect investigation into the postcrash fire risk of Chevy Volts, and electric cars in general.   The association opened its investigation in November last year into the potential risk of fire in Chevy Volts that have been involved in a serious crash, but found that no discernible defect trend exists. It also found that the vehicle modifications recently developed by General Motors reduce the potential for battery intrusion resulting from side impacts.  ”NHTSA remains unaware of any real-world crashes that have resulted in a battery-related fire involving the Chevy Volt or any other electric vehicle. NHTSA continues to believe that electric vehicles show great promise as a safe and fuel-efficient option for American drivers.”

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However, as the reports released in conjunction with the closure of the investigation indicate, fires following NHTSA crash tests of the vehicle and its battery components — and the innovative nature of this emerging technology — led the agency to take the unusual step of opening a safety defect investigation in the absence of data from real-world incidents. Based on the available data, the association concluded that it does not believe that Chevy Volts or other electric vehicles pose a greater risk of fire than petrol-powered vehicles. Generally, all vehicles have some risk of fire in the event of a serious crash. However, electric vehicles have specific attributes that should be made clear to consumers, the emergency response community, tow truck operators and storage facilities. Recognising these considerations, NHTSA has developed interim guidance — with the assistance of the US National Fire Protection Association, the Department of Energy, and others — to increase awareness and identify appropriate safety measures for these groups.

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Rear Main Seal Caddy 2004-2008 Golf 1999-2007 Jetta 1999-2006 Part Number: 06B 103 171B Price: R741.24

Brake Disc Golf 5 2006-2007 Part Number: 1K0 615 601N Price: R802.13

Ignition Switch Polo 1996-2003 Citi 1996-2009 Part Number: 6N0 905 865 Price: R287.85

Drive Shaft Golf 5 2006-2007 Part Number: 1K0 407 271BF Price: R3894.83

Throttle Body Polo 1996-2003 Part Number: 1HS 133 064 Price: R1507.39

Tie Rod Jetta 1999-2006 Golf 1998-2006 Beetle 2003-2005 Part Number: 1J0 422 804H Price: R1336.97

Radiator Citi 1996-2009 Caddy 1996-2007 Part Number: 170 121 253 Price: R1264.46

Temperature Sensor Polo 1996-2003 Part Number: 025 906 041A Price: R157.42

Front C.V. Boot Golf 1998-2007 Jetta 1999-2006 Beetle 2003-2005 Part Number: 1K0 498 203B Price: R173.65

Fuel Pump Citi 1999-2009 Part Number: 026 127 025A Price: R1281.48

Water Pump Caddy 2004-2008 Jetta 1999-2007 Golf 1998-2007 Part Number: 06B 121 011Q Price: R1594.63

Breather Pipe Citi 1996-2009 Polo 1996-2003 Part Number: 037 103 213 B Price: R496.69

Intake Manifold Citi 1996-2009 Part Number: 17S 129 711 Price: R788.45

Distributor Cap Polo 1996-2003 Part Number: 051 905 207 Price: R212.73

Front Brake Pads Polo 1996-2003 Part Number: 1H0 698 151B Price: R583.45

Heat Exchange Citi 1996-2009 Caddy 1996-2007 Part Number: BBW 819 031A Price: R944.31

Fuel Pump T2 1995-2003 Part Number: 22S 906 091E Price: R1936.85

Relay Roller Polo 1996-2003 Part Number: 028 145 278E Price: R557.04

Front Wheel Bearings Golf 1998-2006 Jetta 1999-2006 Beetle 2003-2005 Part Number: 1J0 498 625 Price: R568.85

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Trade Talk

AutoForum - March 2012

www.AutoForum.co.za

Parts patent period to change The US House of Representatives recently introduced a bill that will reduce the period during which car companies can enforce their design patents on collision repair parts against aftermarket manufacturers. The Promoting Automotive Repair, Trade, and Sales (PARTS) Act would reduce the period of design patent protection for car manufacturers from the current 14 years to just 30 months. Under the PARTS Act, the 30 month period would commence as soon as a particular car model (containing a design-patented part) is introduced anywhere in the world. The patent protection period would only apply to the sale of the parts, allowing aftermarket manufacturers to produce, test, market and distribute parts pre-sale without infringing upon the design patents. The Quality Parts Coalition and many insurance associations expressed their support for the bill.

Fines for Japanese suppliers The US Department of Justice announced that two Japanese car parts suppliers, Yazaki Corporation and Denso Corporation, have pleaded guilty and will pay more than $500 million in criminal fines for their involvement in multiple price-fixing and bid-rigging conspiracies in the sale of auto parts to manufacturers in the US. At the same time, four of their employees, who are Japanese nationals, have pleaded guilty and will serve prison sentences ranging from 15 months to two years. According to the court documents, the Yazaki co-conspirators fixed the prices of automotive wire harnesses, instrument panel clusters, and fuel tank sending units. Denso engaged in conspiracies to fix prices of electronic control units (ECUs) and heater control panels (HCPs). All of the conspiracies involved products sold to customers in the US and elsewhere.  According to the department, the conspiracies occurred from January 2000 until February 2010. The employees involved will pay a $20 000 criminal fine and assist the department in its ongoing investigation into the automotive parts industry. In November last year, Furukawa Electric Co. Ltd. pleaded guilty and was sentenced to pay a $200 million fine for its role in the wire harnesses price-fixing and bid-rigging conspiracy. The department said the federal antitrust investigation into anticompetitive conduct in the automotive parts industry is ongoing.

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AutoForum - March 2012

The latest global news

Impending court action on tolling - Roy Cokayne

he introduction of electronic tolling on the Gauteng Freeway Improvement Project (GFIP) is set to face a High Court legal challenge from a broad-based group of organisations. These include the Road Freight Association, SA Vehicle Rental and Leasing Association (Savrala), the Automobile Association (AA) and the Democratic Alliance (DA). The action is being planned despite the new SA National Road Agency (Sanral) board early this year suspending the planned implementation of e-tolling on the GFIP from February, to address stakeholder concerns and the R5.8 billion allocation by government in the budget to reduce the financial burden of toll fees on consumers. However, Finance Minister Pravin Gordhan also announced that e-tolling of the GFIP was to be implemented from April 30 this year and added an extra 20c a litre to the fuel levy. The confirmation by government that it is to proceed with e-tolling despite serious opposition means a court battle now appears inevitable. Paul Pauwen, General Manager of the SA Vehicle Rental and Leasing Association (Savrala), stressed it was wrong to assume that because the toll gantries were already built, there was no turning back on e-tolling. “To press on with tolling our urban roads will be throwing good money after bad. There is a far more viable alternative and Savrala, along with a number of other business associations, will now seriously consider a joint legal

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challenge against this process. Initial consultations have revealed significant transgressions of the law and the constitutional rights of the public in this regard.” Pauwen said the GFIP urban tolling plan has been ill-conceived and thrust on Gauteng road users with minimal consultation or consideration to its impact. “It’s not about the fee. Even at 10c per kilometre, it is the principal of tolling our urban daily routes to work and back that is wrong. The implementation of an efficient road infrastructure is one of the roles of government and they are tasked to do this in the most efficient manner possible for its citizens,” he said. Pauwen added that the additional 20c a litre to the fuel levy was a “double whammy”, increasing the current R1.77c a litre fuel levy to just under R2 a litre from April and securing about R27 billion a year going forward. Combining this with the existing long distance toll revenues, local licence fees and some input from the national treasury pot and there was sufficient funding for national road infrastructure upgrading and maintenance provided the money was spent wisely. “The fuel levy is the most efficient and equitable user-pay principle, which, when applied ensures that all road users contribute to all our roads in direct proportion of their usage. Every time one fills a tank with fuel, they contribute approximately R140 toward the maintaining and building an efficient road system. To toll the GFIP suggests that all road upgrades in future should be

Roy Cokayne is a senior financial reporter for Business Report.

tolled – unless SANRAL plans to be inconsistent with this principle. Does one detect a quandary in the making? Why on earth would Gauteng citizens want or need to pay an additional R1.6 billion per annum to manage the collection of these funds when the fuel levy can be applied almost free of administration costs?” Pauwen said prior to the Budget speech that Savrala would support the implementation of an additional levy that should not exceed 25c a litre, subject to several conditions. The levy proceeds should also be exclusively used for the funding of roads and land transport infrastructural improvements countrywide, he said. Gavin Kelly, a Road Freight Association (RFA) spokesman, also confirmed prior to the Budget release that a broad spectrum of industry stakeholders would be taking legal action against Sanral about the implementation of e-tolling and issues related to it and the legal documentation would be finalised in the next few weeks. Kelly said a third to a half of the capital expenditure of the total cost of the GFIP was just for trying to administer the electronic tolling, which did not make financial sense. The current fuel levy raised an estimated R34bn last year, while published reports indicated R1.6bn would be required annually to service the GFIP loans, he said. Neil Campbell, Democratic Alliance (DA) Gauteng transport spokesman, said the DA would join legal action against the tolls, which it believed could be successfully challenged in the courts. As expected, the opposition to e-tolling and the delays with its implementation resulted in National Treasury making provision in the budget for the GFIP. This was essential as Sanral has sold R20bn of bonds since 2008 to build the GFIP and intended using tolling revenue to repay its debt and interest. Kelly said the RFA had given National Treasury a presentation in January based on its comments that the GFIP should be financed through the fuel levy. He said National Treasury had asked the RFA to come up with a figure for the financing of the GFIP through the fuel levy and its effect on the economy. Director at Econometrix, Tony Twine, said taxing petrol through another dedicated or additional amount on top of the general levy was the most obvious alternative to etolling. But Twine said National Treasury was highly averse to ring fencing any portion of tax and another possibility was to fund it out of unstipulated general tax receipts. Mike Schussler, Chief Economist at Economists.co.za, said there was “a good chance” government would take over some of Sanral’s debts.

NEWS FORUM

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AutoForum - March 2012

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AutoForum - March 2012

Peugeot sets SA targets

eugeot South Africa, a subsidiary of the French vehicle manufacturer, has aggressive plans to change customer perceptions of the brand in the local market and to increase its sales by 40% this year. Francis Harnie, Peugeot SA’s MD, said its major target for this year was to increase its market share by 0.3% to one percent. Based on growth forecasts for the total market this year, this would be a 40% increase in Peugeot SA’s sales volumes over last year. Peugeot SA sold 3 226 cars and light commercial vehicles in SA last year, a 14% rise on its sales in 2010. Naamsa has forecast a 7% growth in domestic vehicle sales this year. Harnie said between 10 to 12% of Peugeot SA’s target of 40% sales volumes growth this year would result from its new “demo programme”. He said the company last year established some test drive clinics and dealers did not have demonstration models for all its different models. “Every dealer will have the whole range of test drive models and from now on all dealerships will have courtesy cars.”

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- Roy Cokayne

“We also have a totally new sales policy with remuneration based on quality and after sales. We are already on the right track on quality but cannot be happy if we are not in the top three in quality in new cars sales and after sales by 2013. We are working with our dealers to achieve this target.”

“no spare parts or spare parts that were very expensive”. He said the company had done a lot to get rid of this perception, including relocating to new premises in 2008 that had an 8 000 square metre warehouse, which gave them the opportunity to introduce various fixed parts service priced on various models.

Harnie stressed Peugeot SA could not be ambitious in SA for only 12 months and had a plan to more than double its market share to 2% by 2015. He said products were important to drive its sales growth targets and it would be launching two new products later this year, the 4008 compact special utility vehicle (SUV) and 2008 B-segment small car. Both these models would be important in achieving the growth.

According to Harnie, the full maintenance plan was like a motor plan and included everything except tyres and petrol. He added that Peugeot models were not more expensive than most of its competitors and that its competitors had a 3-year service plan or full service plan. He said none of had a full maintenance plan.

Harnie said Peugeot SA, which this year was celebrating its 10th anniversary in South Africa, would also be increasing its current 24 dealer network to 31 dealers by next year. To address negative perceptions about the price of its spare parts, it has introduced a full 5-year/ 100 000 km maintenance plan. Harnie admitted there was a perception among customers in the past that still remained today that Peugeot was equivalent to

Harnie said Peugeot SA was not profitable last year but attributed this only to the exchange rate. “We were profitable until September and then came the Euro/Rand situation. We did not increase our prices and it negatively affected our profitability. But if you look at the situation now it’s much better, so I think we will be profitable in 2012.”

Crafty updated VW model

olkswagen Commercial Vehicles recently launched its new Crafter model, which boasts the automaker’s latest generation of the fuel efficient TDI engines. The new four-cylinder 2.0-litre common rail diesel engines mean lowered fuel and CO2 emissions, resulting in – the company explains – significantly reduced fuel and maintenance costs. It replaces the 2.5-litre TDI engine that was used in all previous versions with 6-speed manual gearboxes. The new four-cylinder engines are available with two power outputs: 80 kW and 120 kW and both are mated to a 6-speed gearbox. The Crafter 2.0 BiTDI with 120 kW consumes just 8.9 l/100 km (equivalent to 235 g/km CO2) - a fuel savings of up to 1.5 l/per 100 km compared to the previous model. It also boasts a gear shift indicator, which helps drivers to select an ideal gear for fuel economy. And, because the new model is lighter all round, it has allowed its creators to increase maximum payload. In some versions it is possible to load up to 44 kg more cargo – nearly 3% more. The vehicle comes standard with active safety features such as Electronic Stabilisation Programme (ESP) with braking assistant, ABS, ASR, EDS and emergency braking signal (automatic activation of the hazard lights). First unveiled to the SA market in early 2007, the model has sold over 4 000 units, making it the second best-selling Medium Commercial Vehicle (MCV) Panel Van in the country.

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AutoForum - March 2012

NEWS FORUM

Ford now greening production in EU

ord Motor Company has made a fair amount of noise over the past few years, about how it is becoming increasingly compliant with ‘green’ principles. Most of the activity has been at its US plants, but now it has confirmed that these efforts will be applied across Europe as well.

tonnes produced annually, with only 15 going to landfill. It is also looking into an ‘oil reclamation’ process that could almost entirely eliminate the landfill quota. Water is another savings area, with a targetted 30% reduction in usage over the next four years. Not only will this be an environmental win, but an estimated

Landfill waste to be cut by 70% The company has announced that it will significantly increase the proportion of waste recycled and reused, while cutting landfill waste by 70% - which will mean a reduction in the average landfill waste generated per vehicle to 1.5 kg, by 2016. Current landfill waste per vehicle is 5 kg. Ford’s plant at Dagenham Estate in the UK already recycles 85% of the average 5 937

€2.3 million saving over the period. “This plan represents our pledge to minimise Ford’s impact on the environment both before and after our customers get behind the wheel,” said Stephen Odell, Chairman and CEO, Ford of Europe. “This goes hand in hand with our commitment to develop the most fuel efficient vehicles. Sustainability makes just as much sense for Ford as a business as it does for the environment.” The new Ford of Europe commitment covers manufacturing in Genk in Belgium, Valencia in Spain, Saarlouis and Cologne in Germany as well as Southampton, Bridgend and Dagenham in the UK.

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AutoForum - March 2012

Cars cheaper but no great growth in 2012 - Roy Cokayne

he cost of new vehicles, excluding the impact of inflation, are getting cheaper. Tony Twine, Director of Econometrix, said vehicle prices had risen more slowly than other products since 2000 and at a rate lower than consumer price inflation. He said his analysis of vehicle price increases was based on the list price of vehicles. Twine stressed that consumers and business could purchase vehicles at even cheaper prices than the list price during this period, because of the various incentive packages offered by manufacturers. TransUnion Auto Information Solutions’ latest vehicle pricing index released recently revealed that annual new vehicle price inflation dropped to 3.4% last year from 4.7% in 2010, while used car inflation fell to 2.7% from 4.4% in the same period. Its vehicle price index is published quarterly and measures the year-on-year price inflation of a market weighted basket of new and used vehicles. Mike von Höne, Chief Executive of TransUnion Auto, said highly competitive deals on new vehicles available to consumers during 2011 resulted in new car price inflation dropping to 1.8% in the third quarter, but fewer of these deals now appeared to be available. The inflation rate averaged 5.03% in South Africa last year.

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Twine attributed the strong new vehicles sales performance in the second half of last year to pre-emptive buying because of fears of steep price increases due to the weakness of the exchange rate of the Rand. He said vehicle buyers had plenty of experience over the past decade of the weakness in the Rand resulting in the price of cars escalating rapidly, and had developed a reflex reaction of heading off to vehicle showrooms while prices were still favourable. According to Twine, the first experience consumers had of this was in 2002 following “the assault on the Rand in 2001” and in 2009 when the industry adjusted prices after the collapse in Rand value in the fourth quarter of 2008. He said consumers acted rationally in August last year to the weakening in the Rand by embarking on a pre-emptive buying spree that boosted vehicle sales by about 15 000 units in the last five months of the year. However, Twine stressed vehicle prices “hardly stirred” last year to the weakness of the Rand because the pressure on manufacturers to raise list prices was not as great at the end of last year as it was at the end of 2008 and in 2002. Twine said vehicle prices did not fall as the Rand strengthened again in both 2002 and 2009 and consumers and business last year failed to realise manufacturers had by August last year built up a price buffer with which to absorb exchange rate weaknesses. He said this

buffer had been built up despite plenty of domestic costs escalating and eroding it. Jeff Nemeth, President and CE of the FMCSA, stressed the consumer price index had increased by about 170% since 2000 and automotive price increases were in a similar range despite the impact of the steep increase in other costs, such as energy costs, which had gone up by 200% in the past three years. Twine said vehicle prices were expected to rise more quickly this year than last year but not at the same pace of 2002 and 2009. Von Höne said most manufacturers introduced price increases in the last few months of last year on the back of bumper sales of new vehicles throughout the year, which had resulted in quite a significant increase in new car prices. He believed this trend could continue into 2012. Twine continued that pre-emptive sales last year were unlikely to be repeated this year and could strip sales volume out of the market early this year. Econometrix therefore expected negative growth in passenger and light commercial vehicle sales this year, but believed the next boom would begin to materialise in 2013 through to 2015, before the market flattened out again in 2016. Most vehicle manufacturers and market analysts are forecasting single digit growth in volumes for the motor industry for this year.

AutoForum - March 2012

NEWS FORUM

From left Pamela Moodley (Goodyear Risk Control Manager), Olivier Martel (Goodyear Production Director), Howard Bulkin (owner of The Waste Trade Company) and Kay Hardy (General Manager at The Waste Trade Company).

Greening starts at home

he issue of tyre waste recycling has been in the spotlight recently (see also page 24) and it seems that certain tyre manufacturers are also taking note of the issue. Goodyear recently announced that it had invested R2.4 million into a joint investment between itself and its recycling partner, The Waste Trade Company, in order to address this very issue. As Pamela Moodley, Goodyear’s Risk Control Manager, explains: “The generation of waste comes with the tyre manufacturing process;

According to Moodley, the company now recycles in excess of 98% of its waste and sends the remainder for thermal destruction. This makes it currently the only manufacturing facility in SA that has a true zero waste to landfill policy. The company also uses National Environment Management Waste Act (NEMWA) compliant waste storage methods. “Goodyear’s waste yard has two divisions: hazardous and nonhazardous waste. Most of the area houses

The company now recycles in excess of 98% of its waste we can’t escape it but we can find the most practical and environmentally friendly ways to manage that waste. Waste is a health and environmental hazard. We look first at all possible ways to minimise the waste, using fewer and less harmful chemicals in our process, for instance. Next, we find ways to reuse and recycle.

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recyclable and general waste, such as food, which is given to pig farmers. There are stringent regulations surrounding the storage of hazardous waste. It is kept in a roofed area to prevent rainwater pollution, and on a concrete surface to prevent seepage into the ground. This area is well signposted and kept locked at all times,” Moodley continues.

Service and parts most targetted

ccording to a new local survey, internal fraud and theft is a massive problem within SA motor dealerships. So much so that a specialist training and consulting company, Sewells Group SA, has created a ‘Fraud and Theft Health Check’ to help Dealer Principals and automotive retail businesses establish better preventative strategies. Says Tania Barlow of Sewells Group South Africa: “Empirical evidence which emerged from our study in 2011, shows clearly that the losses involved are substantial. We also concluded that prevailing social and economic climate is quite likely to stimulate more opportunism in this regard. The impact of internal fraud and theft on dealer profitability cannot be underestimated. We believe that tabling what we have established thus far will assist in identifying the frequency incidents, and give a pointer towards where one should be looking for problems.” The Sewells survey involved data collected from a number of dealerships, which showed a massive 77% of respondents had been victims of fraud or theft more than once (Tables A & B). Of the incident types, cash and non-cash assets (such as parts) are the most commonly stolen items, while the service and parts departments were found to be areas most often targetted.

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AutoForum - March 2012

The waste tyre treatment challenge

e all know what a huge environmental challenge is posed by the waste tyre problem in this country and even those who have been apathetic about this issue have had to have a reality check in the light of the frightening statistics illustrating the extent of the environmental problem created by waste tyres that have been widely publicised in recent weeks. The South African Tyre Recycling Process Company (SATRP), which was established years ago with the active support of the local tyre manufacturers, most of the major brand importers, the major vehicle manufacturers and importers and leading retailers, developed a waste tyre treatment plan based on intensive research carried out over an extended period at a cost of R9 million. The Plan presents a balanced and in depth process for dealing with the waste tyre problem and covering (the extremely challenging) logistical issues as well as the financial, confidential and transparency issues which are critical elements of any process which involves the necessary funding arrangements for the proper and efficient execution of the process. The SATRP Plan was submitted to the Department of Environmental Affairs as long ago as early 2009 and published by the Department for public comment at that time. Why it has taken so long for the Department to drive the finalisation of the Plan is a question best left unanswered.

probability the SATRP Company whose Plan has been with the Department since 2009. At the end of January 2012, the SATRP Company responded by applying to the South Gauteng High Court, Johannesburg for an interdict to halt the gazetted implementation of the Redisa Plan until such time as its own Plan, which has been in the pipeline for so long, has been properly dealt with by the Department. The SATRP’s Court application was subsequently withdrawn in terms of an agreement by the Department

- Robert Kaiser

is one of the ultimate solutions for the industry and judging by the support it has received, the major industry players agree.” With an estimated 160 000 tonnes of waste tyres per annum coming from retail outlets only, plus the accumulated huge volumes of waste tyres all over the country, there is no doubt that SA needs a proper solution to deal with the issue. Hopefully action is imminent… (For more information on the SATRP and its Plan, go to www.rubbersa.com)

With an estimated 160 000 tonnes of waste tyres per annum coming from retail outlets only

Imagine the surprise created by the publication of another plan end November 2011 (the Redisa Plan) with a date of coming into operation of a levy for all new tyres sold in SA in February this year! The RMI distanced itself from the Redisa Plan as it intimated that it had previously submitted its own plan to the Department which had not yet been finalised. Most surprised was in all

PAGE 24

to withdraw the implementation of the Redisa-inspired levy and agreement to give the SATRP an opportunity to submit its final Plan to the Department by 30 April this year. It would appear as if justice has been done for now and that the SATRP and its subscribers who represent the major players in the market, will have the opportunity to have their Plan approved and implemented. Says CEO of the SATRP Company Etienne Human: “There is absolutely no question about the fact that the SATRP Plan is one which outlines an all-encompassing solution to tackling the growing waste tyre hazard in South Africa, based on international best practice and thorough research undertaken over the past 12 years. The implementation of the SATRP will in fact establish a whole new industry in SA and the positive effect on sustainable job creation through the implementation of the SATRP Plan will be significant. The SATRP Company is refining the final Plan in order to define this aspect clearly in order to satisfy the requirements of the Department. There is no doubt that the SATRP Plan

Who are the subscribers to the SATRP Plan? (in alphabetical order): 24-7 Tyres cc T/a Afrityre, A1 Wheel & Tyre (Pty) Ltd, Alliance Tire Africa (Pty) Ltd, Amalgamated Automobile Distributors (Pty) Ltd, Apollo Tyres, Barloworld South Africa (Pty) Ltd, Best Bulk Ultra Tyres (Pty) Ltd, BMW South Africa (Pty) Ltd, Bridgestone SA, Chrysler South Africa (Pty) Ltd, Close-Up Deals 139 CC, Commercial Lock Distributors, Continental Tyre SA (Pty) Ltd, Dodds Trading & Services cc, Expectra 259 (Pty) Ltd, Extreme Lifestyle Center (Pty) Ltd, Fiat Group Automobiles South Africa (Pty) Ltd, Fullimput 128CC, General Motors South Africa (Pty) Ltd, Goodyear SA, Honda South Africa (Pty) Ltd, Hyundai Automotive South Africa (Pty) Ltd, Imperial Daihatsu (Pty) Ltd, Italmoto SA (Pty) Ltd, Iveco South Africa (Pty) Ltd, J Extension Sales, Jaguar Land Rover South Africa (Pty ) Ltd, LFK Imports & Export, Mahindra & Mahindra South Africa (Pty) Ltd, MAN & VW S.A. Truck & Bus, Maxiprest Tyres (Pty) Ltd, Mercedes-Benz South Africa (Pty) Ltd, Newbreed Trading, Nissan South Africa (Pty) Ltd, Perfect Innovations 146 CC, Pirelli Tyre (Pty) Ltd, Reivilo Industrial CC, Renault South Africa (Pty) Ltd, Southern African Tyre Distributors CC, Sovereign Retreaders (Pty) Ltd, Subaru Southern Africa, Suzuki Auto South Africa (Pty) Ltd, Tandem Tyres CC Toyota South Africa Motors (Pty) Ltd, Toyota, Trapeace International (Pty) Ltd, Trentyre (Pty) Ltd, Tubestone, Tyre Source, Tyre Corporation Holdings (Pty) Ltd, Tyrecor (Pty) Ltd, Valley Irrigation Of SA (PTY) LTD, Vereeniging Tyres (PTY) LTD / Ling Long, Volkswagen of South Africa (Pty) Ltd, Whalinger SA (Pty) Ltd.

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NEWS FORUM

AutoForum - March 2012

Comparative vehicle mobility costs study released - Roy Cokayne

he cost of owning a vehicle in South Africa is high, according to an international mobility study conducted by WesBank. The study involved seven countries, including two developing countries. The purchase price of the specific entry level vehicle used in the study was most expensive in SA at R149 900, and cheapest in China at only R101 093. In the other countries included in the study it cost R106 529 in the United States, R120 480 in the United Kingdom, R129 425 in Germany, R135 453 in Australia and R127 540 in Brazil. But to highlight the variation in costs faced by consumers, the study compared the operating costs of this entry level car in different regions to the annual salary of a public school mathematics teacher with five years experience. The cost of owning a vehicle in South Africa was equivalent to 95% of the annual salary of a mathematics teacher, the second most expensive of the countries surveyed. It was most expensive in Brazil, where it was equivalent to 122% of a maths teacher’s annual salary. By comparison, it was equivalent to only 23% of a maths teacher’s salary in the United States, 26% in Australia, 33% in both the United Kingdom and Germany, and 68% in China. However, the annual salary of a mathematics teacher was R157 122 in SA,

PAGE 26

which was higher than both Brazil at R112 985 and China at R149 641. Chris de Kock, Executive Head of Sales and Marketing at WesBank, said the results of the survey were not surprising, although it was surprising that the total mobility cost of owning a vehicle in Brazil was higher than SA. De Kock said Brazil’s gross national income per capita was higher than SA’s, but the annual salary of a maths teacher was lower. He said they had always maintained that mobility costs in SA were a lot more expensive than in developed countries. The study showed that mobility costs in first world countries were a quarter of the cost in SA and Brazil. De Kock said consumers in developing countries were hit with “a double whammy” in terms of the costs of owning a car, because cars were cheaper in the developed countries included in the study than the developing countries, while the income per capita in developing countries was less than that in the developed countries. The ownership and operating costs monitored in each region, based on driving 60 000 km in three years, included the initial purchase price of the vehicle; fuel and maintenance costs; government taxes, levies and licensing; insurance; cost of finance; and the fixed residual value.

De Kock said the study did not go into the reasons why cars were cheaper in developed countries “because that is not my domain”. He said the most important factors influencing the cost of ownership in SA were labour and transport costs; economies of scale; interest rates; taxes and compliance; and government incentives. According to de Kock, despite SA’s interest rates being at a 30-year low, they were very high compared to developed countries. He said interest was a big component of the cost of owning a car and consumers in the US were paying between 5% and 6% interest on vehicle financing deals, compared to between 11% and 12% in SA. De Kock said SA fuel costs compared favourably with other countries in the survey and were the second cheapest of the countries surveyed at R9.93 a litre, following the US at R7.36 a litre. The UK had the highest fuel cost at R20.05 a litre. “From the study, it appears that while the mobility costs for vehicle owners in SA are reasonably high when compared to other countries, this is due more to economic factors rather than higher margins along the supply chain.”

PAGE 27

NEWS FORUM

AutoForum - March 2012

MBSA continues progress on component supplier initiative

arly last month, Mercedes-Benz South Africa (MBSA) announced that it had held discussions with a number of component suppliers to discuss how to ensure continued sustainable future operations at its plant in East London. This follows a component supplier initiative that was launched in 2011 together with the Department of Trade and Industry (DTI) and the East London Industrial Development Zone (ELIDZ). The initiative is aimed at encouraging growth in the local component supply chain and to openly debate the various challenges facing the industry. As MBSA President and CEO, Dr Martin Zimmermann, explained: “We wish to achieve a larger measure of localisation and improved competitiveness in this important part of the SA auto industry. The auto manufacturers, in partnership with component suppliers, need sustained growth. Together we are a key

contributor in the manufacturing sector and to the economy as a whole.”

and expansion and most importantly, employee training.”

The initiative came after the automaker’s parent company announced its R2 billion investment into the local plant for the production of the nextgeneration Mercedes-Benz C-Class, to be launched in 2014.

The DTI’s Rob Davies publicly expressed support for the initiative at the introduction of the programme last year and pledged Government’s commitment to finding optimum solutions within the scope of the existing and future legislative framework for a significant strengthening of the automotive industry in SA.

Dr Klaus Zehender, responsible for Procurement Mercedes-Benz Cars and Vans at Daimler AG in Germany, told delegates that: “MBSA’s commitment to a future business and production plan that is competitive globally was crucial in Daimler AG’s decision to extend production activities in South Africa. Following this it is now vital that all component suppliers based in South Africa seek out every opportunity to further improve their competitive position, either through their own production optimisation, relevant plant and equipment upgrades, investments

According to Arno van der Merwe, VicePresident at MBSA responsible for manufacturing: “This initiative, spearheaded by MBSA, has a two goal approach. One aim is to encourage the expansion of component suppliers already based in South Africa. The second aim is to encourage other global component suppliers not yet producing in South Africa to join our industry, either through joint ventures or new establishments here and so bring with them their access to global research and development, and innovative technologies.”

Supaquik chooses Hofmann Megaplan - Warwick Robinson

ofmann Megaplan invited us to visit one of their latest clients, the Bridgestone Select Supaquik in Springs, to see its equipment in situ. “We actually did an A-Z equipping of this store,” points out David Barendse. From the hand, wall mounted and castor toolboxes, the coil spring compressors, right to the lifts, tyre changers, balancers and aligners!”. Based on their strategy of creating a high end tyre shop, as well as wanting accessibility to the quality brands that suit this strategy, Supaquik head office recommended the company to store owner Mr Tony Nero. The store is particularly well laid out, maximising the space to accommodate a number of vehicles, next to a very comfort-packed client waiting area.

PAGE 28

“We have been really impressed with the way David and his team serviced our needs, in addition to the fact that they carry quality brands that we have been using for some time”, says Tony. He added that dealing with the direct importer also helped in making his

choice of supplier. Tyre Africa expo will be held at the sandton convention centre 6,7 and 8 March where Hofmann Megaplan will be displaying its range of selected equipment including some newley released accessories not seen before.

AF201202.FH9 Fri Jan 27 12:38:03 2012

Page 1

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US Aftermarket up in arms over proposed bill

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egislation currently under consideration by the USâ&#x20AC;&#x2122; Oklahoma Senate Business and Commerce Committee could see new requirements forcing insurers to advise consumers in writing if a non-OEM crash, emission or safety part is to be used in a repair. The proposed bill would also mean consumers would need to sign a consent form that would include the following statement: â&#x20AC;&#x153;This estimate has been prepared based on the use of crash parts supplied by a source other than the manufacturer of your motor vehicle. Warranties applicable to these replacement parts are provided by the manufacturer or distributor of these parts rather than the manufacturer of your vehicle.â&#x20AC;? Under the bill, an emissions part is defined as an oxygen sensor, catalytic converter, exhaust pipe, exhaust manifold, fuel distributor, electronic emission control unit, onboard diagnostic unit or any related parts or components. A safety part is defined as a replacement of parts or systems essential to vehicle operation, suspension, electronic control unit, brake parts, safety systems and airbags.

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The countryâ&#x20AC;&#x2122;s Automotive Aftermarket Industry Association (AAIA) has, however, opposed the proposed legislation. VP of the organisation, Aaron Lowe, believes that the legislation will give consumers the false impression that aftermarket parts are not of equal quality as their OEM counterparts. He urged the committee to oppose the proposal. â&#x20AC;&#x153;This legislation will provide an unfair and unearned competitive advantage to one industry, the vehicle manufacturers, and significantly harm consumers and many small businesses in the independent vehicle aftermarket that provide quality parts at affordable rates.â&#x20AC;?

Auto Safety

AutoForum - March 2012

Automotive safety news

Hybrid models better in crashes

AUTO SAFETY

new report by the US safety organisation, The Highway Loss Data Institute (HLDI), has revealed that hybrid vehicles have a safety edge over their conventional twins when it comes to shielding their occupants from injuries in crashes. According to its research, on average, the odds of being injured in a crash are 25% lower for people in hybrids than people travelling in non-hybrid models. “Weight is a big factor,” explains Matt Moore, HLDI Vice President and an author of the report. “Hybrids on average are 10% heavier than their standard counterparts. This extra mass gives them an advantage in crashes that their conventional twins don’t have.” He notes that other factors, such as how, when, and by whom hybrids are driven, may also contribute. Researchers, however, included controls to reduce the impact these differences may have had on the results. In the study, HLDI estimated the odds that a crash would result in injuries if people were riding in a hybrid versus the conventional version of the same vehicle. The analysis included more than 25 hybrid-conventional vehicle pairs, all 2003-2011 models, with at least one collision claim and at least one related injury claim. Hybrids’ injury odds were 25% lower than their twins for collision claims. In terms of basic crash physics, it is fairly easy to understand that size and weight influence injury likelihood. In a collision involving two vehicles that differ in size and weight, the people in the smaller, lighter vehicle will be at a disadvantage. The bigger, heavier vehicle will push the smaller, lighter one backwards on impact. This means less force on people in the heavier vehicle and more on the people in the lighter one. Greater force means greater risk, so people in the smaller, lighter vehicle are more likely to be injured. Even in single-vehicle crashes, heavier vehicles have an advantage, because they are more likely to move, bend, or deform objects they hit. Due to this basic fact, even with advances in occupant protection, larger vehicles are still

PAGE 30

safer choices than smaller ones, which is why downsizing vehicles to improve fuel efficiency has traditionally resulted in safety trade-offs. The trend among automakers nowadays is to boost fuel economy by designing more efficient internal combustion engines and by adding hybrids to their fleets. Although hybrids share the same footprint and structure as their conventional counterparts, they outweigh them because of the added heft of battery packs and other components used in dual-power systems. For example, at about 3 600 pounds (or over 1.6 metric tonnes), a hybrid Honda Accord midsize sedan, for example, can weigh as much as 480 pounds (around 218 kg) more than a conventional Accord. The Toyota Prius and Honda Insight were excluded from the study because they are only sold as hybrids. In contrast, a separate analysis by HLDI showed that hybrids may be as much as 20% more likely to be involved in pedestrian crashes with injuries than their conventional twins. “When hybrids operate in electric-only mode pedestrians can’t hear them approaching,” says Moore, “so they might step out into the roadway without checking first to see what’s coming.” It’s a problem that has become increasingly more apparent as hybrids have become more common. Recently, the US Congress gave the National Highway Traffic Safety agency three years to come up with a requirement for equipping hybrids and electric models with sounds to alert unsuspecting pedestrians.

Body repair insight

In association with BodyShop News Asia and Australian BodyShop News

Contents 32

SPOT WELDING – MODERN CARS

Trends in alternate 36 parts – a new study released

PAGE 31

BODYSHOP NEWS

AutoForum - March 2012

SPOT WELDING – MODERN CARS

PART #2 part TWO OF THE series based on a recent sambra presentation to

its members. Information and images kindly supplied by sambra.

What happens during the spot welding process? he perfect spot weld will be created by good preparation, together with correct current and time.

The metal sheets are pressed together by the two electrodes and then the welding current starts. The current (e.g. 10 000 amps) has to pass the narrow diameter of the electrodes. This “blockage”, together with the resistance of the steel, causes the sheet metal to get extremely hot between the electrodes. The clamping force (daN) of the electrodes forges the molten material together. At this time current is shut off, the electrodes open and the material is welded together. Welding Remember that attempting to weld different steels all at the same time, using the same amps and clamping force, is impossible. There is a belief that all steel has the same density - for example 1.5 mm Boron has the same density as 1.5 mm Galvanised – and that they will therefore have the same impedance curve. This is totally incorrect. Inverter technology is not only about power. It is how to control the power (Volts and Amps) that is important. The greater the number of cycles per second, the more control there is over the type of weld produced. If we take three different steels - ZstE, Usibor and TRIP steel - they all have different melting points. If we tried to weld them with just one weld, the Usibor would have finished the weld and started to shut down long before the ZstE had even started to melt. The weld would then have failed. With the post warming programme, the first part of the weld starts to bring all the melting points more or less in line with one another and then a second weld makes all three steels forge together.

PAGE 32

Perfect or Not Perfect Spot Welding means the spot weld lens is perfect, the pressure impact of the electrode caps is optimum, there are no pores and connection of the three sheet metals is perfect. Bad Spot Welding on the other hand means no spot weld lens, pores, cracks and inserts, insufficient connection of the metals and heavy sparks are visible. Mig Welding It is important to use the correct wire type for the base metal being welded. Use stainless steel wires for stainless steel, aluminium wires for aluminium, and steel wires for steel. Remember also to use the proper shielding gas. CO2 is good for penetrating welds on steel, but may be too hot for thin metal – rather use 75% Argon/25% CO2 for thinner steels. Use only Argon for aluminium. You can use a triple-mix for stainless steels (Helium + Argon + CO2). For best control of your weld bead, keep the wire directed at the leading edge of the weld pool. When welding out of position (vertical, horizontal, or overhead welding), keep the weld pool small for best weld bead control, and use the smallest wire diameter size you can. Be sure to match your contact tube, gun liner, and drive rolls to the wire size you are using. Clean the gun liner and drive rolls occasionally, and keep the gun nozzle clean of spatter. Replace the contact tip if blocked or feeding poorly. Keep the gun as straight as possible when welding, to avoid poor wire feeding and use both hands to steady the gun when you weld. Do this whenever possible. (This also applies to Stick and TIG welding, and plasma cutting.) Finally, keep wire feeder hub tension and drive roll pressure just tight enough to feed wire, but don’t overtighten.

OEMs require the use of invertor spot welders for higher strength sheet. The criteria for spot welding these high strength sheet metals are: • High welding power of at least 12 000 Amp. This is important so as not to damage the molecular structure of the sheet metal, and is only possible with Inverter technology. • Only a very short weld time is required. This is due to the fact that a longer weld time makes a bigger burn mark around the spot, thus weakening the sheet metal in the area. This in turn makes the sheet metal susceptible to rusting. Steel weakened in this way will not react properly in an accident, with disastrous results. • The electrode force must be in excess of 300 KN. This is because the elasticity of some of the sheet metal is very high and must be spot welded under corresponding pressure. This weakens the structure of the weld nugget, making it hollow or porous. • Use only flat electrode tips (Not domed or pointed). A flat tip will hold the panels firmly in position during the weld process, and will produce the correct size weld nugget for the steel thickness. Domed or pointed tips concentrate all the power in a very small . Why are inverter spot welders mandatory? If a welding unit cannot meet these requirements, it will not successfully weld these new steels. The Inverter welder can be adjusted for any welding requirement, on any steel, and give perfect results every time. If Inverter welding is correct in car manufacture, it must be correct for the repair industry, and repairers must move with the times. The repairer does not always know which types of steels are being used in the different sections of the vehicle, therefore the welding equipment must be able to cope with all the types of steels. It is essential that the vehicle be repaired to it’s original state for safety reasons.

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PAGE 33

AutoForum - March 2012

PAGE 34

PAGE 35

AutoForum - March 2012

BODYSHOP NEWS

Trends in alternate parts – a new study released

new trends analysis report has been released in the US that looks at trends in alternate parts usage in that country. Created by Mitchell, a leading provider of technology, connectivity and information solutions to amongst others, the collision repair industry, the report is published quarterly highlighting ongoing and emerging industry trends and key performance indicators for auto physical damage collision and casualty industries. The Auto Physical Damage edition of the ITR features the article, “A Look at What Is Influencing Alternate Parts Usage” written by Mitchell’s Vice President of Industry Relations, Greg Horn. Horn analyses an issue key to the collision repair industry because of its impact on automotive claim severity: What does the future hold for alternate (aftermarket and recycled) and Original Equipment Manufacturer (OEM) vehicle parts sales?

“To determine the possible future direction of parts sales, we analysed a number of factors influencing parts use, such as new vehicle sales and sales performance for each of the parts types by vehicle model year. Parts use has increased in the aggregate due in large part to the ageing US car fleet. Looking to the future, the decrease in new vehicle sales since 2008 will definitely impact both parts demand and supply, but which will be greater, and which parts supply channel mechanism will benefit most, the aftermarket or the OEM?” One of the key findings of the report is that there is little dynamic pricing of recycled parts occurring in that market – meaning that prices for recycled parts do not seem to decline as the vehicle ages. With a lower actual cash value of an older vehicle, there is less money to repair with and reduced opportunity to repair a vehicle. While downward pressure should be seen on recycled parts prices to increase demand for parts and repairs – this does not seem to be happening. The report also includes a section entitled: “Claims Fraud—Addressing Six Key Challenges to Empower Accelerated Claims Success”, by Mike Mahoney, a Senior Director of Product Marketing with Mitchell. In this article, Mahoney offers a compelling analysis of the fraud challenges facing claims organisations, and outlines a bestpractices approach to combating fraud effectively via the appropriate combination of people, process and technological change. “To address claims fraud, organisations must examine their traditional methods of fraud detection and claims handling and embrace sophisticated data analytic capabilities,” said Mahoney. “Integrating advanced technologies into standard claims handling processes in “real time” across the life of the claim will empower insurers to proactively detect fraud while accelerating prompt, effective and accurate claims handling.” For the full report visit www.mitchell. com/industry-trends-report.

PAGE 36

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PAGE 37 Only repair your vehicle at a GM Approved Body Repairer!

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AutoForum - March 2012

PAGE 40

PAGE 41

Business Forum

AutoForum - March 2012

Business insight

The changing face of retail?

hen I started in the retail industry in the 70s, we did not have computers, scientific history, the Internet, or cell phones. What we had was good old-fashioned ‘gut-feel’ and relationships, both with our customers and suppliers. Now for the first time in eons, the role of the retailer is changing. There is no doubt that the Internet is changing the retail experience, and with it how we shop. Many retailers are feeling the pressure of the prices and convenience available via e-commerce that some retailers offer. How many of us go to a travel agent to buy an airline ticket these days? Recent research shows that shopper satisfaction at retail stores is declining by up to 15% per year. Stores that used to define the diversity of shopping centers, from bookstores and clothing to consumer electronics and home goods, are closing. Small and large brands alike are searching for strategies to react to the change in customer expectation, where online retailers win on prices and convenience. Change creates opportunities. Retailers must adapt business models and integrate local, personalised services with online convenience. The value of the convenience store is continually evolving, driven by changes in distribution. Recently, we have witnessed a shift in retail from physical to experiential,

PAGE 42

- Graham Bush

where the currency of value is the experience. However, we are only at the beginning of an economy driven by virtual goods. For example, while eBook market share is rapidly rising, Kindle eBooks only account for around 1% of total print sales.

and the continuation of the sales process at home. Amazon suggesting a tripod with a new camera may not create more value. However, recommending a guide to photographing wildebeest for a camera purchased for a safari trip is more likely to increase perceived value.

While retailers traditionally see online and store marketing as competing businesses, customers ultimately care about convenience and perceived value, and most of all, The Shopping Experience!

We have to radically rethink how retail businesses earn revenue when sales margins are declining. We can learn and apply insights from sectors that have made this move already.

As the “goods” we sell change, so do our purchasing behaviours. What was once a simple transactional process becomes a complex web of value shifts across several customer touch points. Now, brands must manage multiple revenue streams, where the retail space may not be primarily devoted to income. Following this trend, wireless service providers such as Verizon (www. verizonwireless.com) have transformed their retail environments into places primarily for customer service, not monetary transaction.

So, what do we do? Firstly, learn from the experts. We are overwhelmed with choice, and most products advertised to us do not match our lifestyle expectations. Too much choice results in confusion and indecision, the stumbling blocks for purchases. US retailer Nordstrom’s online and in-store growth can be attributed to their innovative approach to handling inventory to match shopper searches. The recent launch of their redesigned website includes editorial features for a magazine-like shopping experience. Online shoppers looking at products can see where they are available nearby and reserve them for pickup. By creating a personalised online and in-store shopping experience, Nordstrom has increased sales by an average of 8%. (http://shop.nordstrom.com)

Designing these new shopping experiences is not just about immediate sales but about creating opportunities to facilitate impulse purchases, up-sell, and cross-sell. The challenge is in building a shopping experience that combines the in-store, transactional, and postsale goals. The experiences must come together to promote discovery in-store

Brands such as National Geographic are beginning to move into experiential

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

offers by opening entertainment and educational destinations. National Geographic’s offering has expanded from a lifestyle publication to include a TV channel, educational website, museum, and store that nurture lifestyle interests and offer products that match lifestyle goals. These brands recognise that the competitive advantage is based on customer desires and not the range of products and services. We can also learn from the fashion industry. Fashion stores have radically changed in the past decade. Previously, customers purchased clothes once every season. Now, customers return regularly, anticipating new discoveries as part of the experience. Zara’s secret to success is through encouraging frequent shopping and continuing to inspire by regular reorganisation of store layout and rapid turnover of merchandise. (www.zara.com) On the other hand, e-commerce still lacks browsing and discovery experiences that satisfy curiosity. The current standard for online shopping revolves around instant satisfaction initiated by a specific search. Etsy is one exception, with rich interfaces and interesting browsing options (color, time spiral, local) that stimulate exploration. (www.etsy.com) Then we have Brands. Brands have the opportunity to become destination spots. Retail spaces can relax customers, offer refreshments, and provide entertainment while creating the conditions to engage in a conversation that builds brand loyalty. A visit to Vodaworld or Pick n Pay’s new concept store provide great examples. Nestlé’s gourmet coffee brand, Nespresso, successfully crafts various types of encounters with their customers. Although the machines are available in several stores, the capsules are only available from the company via mail, phone, Internet, or in Nespresso Boutiques. The boutiques are designed to develop and maintain a continuous relationship, even offering a club for coffee connoisseurs. The boutiques offer complementary coffee, distinguishing the purchase of new capsules from other repetitive shopping rituals. (www.nespresso.co.za) So, as sales and profits decrease, business models must change. Retailers must embrace the fact that monetary transactions are moving elsewhere, and often at a different time. As a result, retailers are becoming places that manage customer relationships and form and maintain brand awareness. Designing for customer relationships opens exciting opportunities for selling on, or up-selling; cross-selling, and consumer support. These relationships can be built using insights from lifestyle editors, fashion, hospitality, and community to create continuous experiences across retail channels. In a saturated retail environment, one cannot compete on convenience, price, or relationship alone. To remain relevant, retailers must design experiences that merge the physical and online store. Time to get ‘with-it’ guys!

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Additional resource: Fast Company’s Co. Method Co. IPG Media Lab

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AutoForum - March 2012

Meetings: An essential management tool or the bane of your life? - Robert Kaiser

Some useful pointers to make it work better PART #1

etâ&#x20AC;&#x2122;s face it: in business today, organisations use meetings at various levels as an essential communication and management tool. Meetings are not only held at governance (board) level, but operational meetings among staff have become indispensable management tools to ensure proper coordination, information sharing, planning, strategising, control and planning. However, meetings - if not properly run - can have a disruptive and counterproductive effect, defeating the very object for which they are held. It is the joint responsibility of everyone involved in a committee or board to ensure that a meeting does not become an unproductive time wasting exercise. By merely observing a few basic protocols and some common sense principles, it can be a powerful tool. Letâ&#x20AC;&#x2122;s start at the very beginning with the reason for the existence of a committee or board in an organisation. If you are involved in any committee or board, whether it is in

PAGE 44

your company, representing your company on another forum or even in your private capacity, here are some principles to help you get the best results from your participation and time investment. 1.

The Terms of Reference and Role Players in a Committee Structure A committee (it could be called a committee, board, council or other suitable name) is a body of elected or appointed representatives who have a mandate to deal with specific matters and to make recommendations to another body or take final decisions on matters placed before it.

1.1 Terms of Reference of the committee. The terms of reference are the crucial starting point for a committee

member to acquaint him/herself with the scope of work, responsibility and accountability of the committee on which he/she serves. This sets the parameters for the activities of a committee and it is essential that every member should keep the terms of reference of the committee on which he/she serves, foremost in mind. This will assist you to retain focus on the job at hand. 1.2 The Meeting Agenda The agenda for a meeting contains a listing of the business that needs to be dealt with at a meeting. The agenda will typically be accompanied by supporting documents pertaining to the business listed therein. In addition, an agenda may refer to minutes of a previous meeting, which need to be considered and formally adopted at a

subsequent meeting. The agenda will normally also provide for an item to review matters arising from the minutes of the previous meeting. This is a valuable tool for a committee to keep track of outstanding issues dealt with at previous meetings and to receive progress reports on actions taken in dealing with such matters. 1.3 The Chairperson The Chairperson, whether appointed by a higher body or elected by committee members from their ranks, is the person responsible for leading the proceedings at a meeting. Meetings of a committee are usually arranged by the Secretariat in conjunction with the Chairperson. The Chairperson needs to control the flow of the meeting and the manner in which the meeting agenda is dealt with. He/she is expected to play a leadership role in controlling debate and facilitating the resolution of situations where there may be conflicting views among members. It is important for the Chairperson to remain objective and impartial in debate as he/ she cannot display partiality from the chair. The Chairperson needs to ensure that the committee does not

deviate from its terms of reference and that debate is not allowed on issues which are not in line therewith. He/she needs to interrupt debate when deviation occurs as it may be out of order. Committee members are subject to meeting discipline as practiced by the Chairperson. 1.4 The Secretariat The Secretariat is responsible for executive liaison in a committee structure and the person who fulfills this role carries the responsibility of ensuring that the resolutions or recommendations of a committee are duly recorded for execution by the responsible party, whether it be a member of a committee or someone else. The Secretariat plays a crucial role in cooperating with and supporting the Chairperson in his/her duties. 1.5 Committee Members A member of a committee is a representative of his/her constituency. In order to do justice to his/her role, it goes without saying that a committee member needs to be thoroughly prepared for any meetings he/she has to attend. It is therefore essential for a member

to prepare him/herself for a meeting by studying the agenda of the meeting which is normally received in good time before a meeting in order to acquaint him/her with the facts of a matter. During preparation a member may well find that it may be necessary to consult with his/her constituency in order to acquire background information and/ or receive guidance on how to approach a specific issue. It may also be necessary to communicate with the Secretariat if a member finds that he/she needs more information or an explanation concerning a matter. Proper preparation for meetings enables a committee member to come to meetings prepared and informed and able to represent his/ her constituency through constructive debate and being part of an informed decision making process. Failure to prepare for meetings results in an ill-informed member not being able to play a meaningful role in the affairs of the committee, to the detriment of his/her constituency and business operations and efficiency. Read our April Issue for Part 2

PAGE 45

AutoForum - March 2012

A final tally of 2011 and on to 2012

ith many buyers holding off registration of their December purchases to January, the combined results of the two months have, traditionally, given the most accurate picture, especially when looking at the whole year trend – however, this year it is not to be. As a result of a global directive by parent company Daimler AG (Germany), Mercedes-Benz South Africa (MBSA) is precluded from reporting detailed, disaggregated sales data for the time being. The company will, however, provide a single total sales number for passenger cars and commercial vehicles. “The lack of comprehensive sales data, including export sales figures, by a major company in the South African Automotive Industry also precludes meaningful evaluation of the industry’s performance and trends,” says Naamsa’s Nico Vermeulen. “It also reduces the ability of component companies, vehicle manufacturers and retail participants in planning and optimising business operations covering areas such as production, importation, distribution, sales and marketing.” “Detailed sales data remains a strategic imperative for manufacturers, consumers, financial Institutions and government departments – amongst others.” Vehicle sales, particularly light commercials, are an accurate barometer of business confidence in the economy and an upswing in LCV sales usually

PAGE 46

follows an upturn in passenger vehicle sales and, while January did get off to a slow start, it is going to be interesting to see what the results of the Malema affair do for us. Equally, the ongoing events in Europe and the economy in the US, will have an effect on our currency, business confidence and vehicle exports. Aggregate industry sales, including the total numbers by MBSA, improved by 3 144 units or 7.0% to 48 251 vehicles from 45 107 units in January last year. Overall, out of the total detailed reported industry sales of 45 944 (excluding MBSA) vehicles, 79.1% or 36 354 units represented dealer sales, 12.8% represented sales to the vehicle rental industry, 4.7% sales to Government and 3.4% to industry corporate fleet sales. Toyota South Africa Motors celebrated its 32nd year as market leader in the South African market, ending last year on total sales of 109 413 vehicles and an overall market share of 19.19%. The total market in turn ended the year on 570 012 vehicles, which represents a growth of 15.6% over 2010. “We are especially proud of what we have achieved in 2011,” says Dr Johan van Zyl, President and CEO of Toyota South Africa Motors. “To maintain the market leadership position in for the 32nd consecutive year against many more competitors and an ever growing number of vehicle choices is significant,

- Colin Windell

but it is even more impressive in light of the challenges that we have faced.” Referring to the challenges faced by Toyota, Dr van Zyl mentioned the devastating earthquake and tsunami, which struck Japan in March 2011. This, more than any other event in 2011, severely constrained the supply of fully built up vehicles as well as the supply of specialised parts and components required to maintain vehicle production in South Africa – with that and the floods in Thailand, Honda SA for example lost nearly a third of its market share, simply because they did not have the product to sell. The damaging effects of the natural disasters in Japan was later followed, and in some ways compounded, by other major disruptions on the local and international front. “We still vividly remember the unexpectedly high snowfall in July, which shut the main arteries between our plant in Durban and certain major suppliers and markets. This was followed soon after by a crippling strike in the component manufacturing industry in August, which again put unexpected strain on our own manufacturing activities,” says Dr van Zyl. Speaking on the general vehicle market in 2011, Dr van Zyl points to a number of clear trends that have developed. He notes the lagging impact of the 2009 economic downturn, coupled with general pressure on disposable income and

Colin Windell is the Editor of Fleet Magazine.

rising living costs, supported the growth of entry level vehicles in the A, B and so-called sub-B segments

growth rate. Growth in the South African economy is expected to be around 3% this year.”

“The commercial vehicle market surprised us by showing far more momentum than expected. The market – excluding buses – grew by 23% in 2011 to 25 173 units and we expect a similar overall market in 2012 as the demand for commodities and fast moving consumer goods maintain strong,” says Dr van Zyl.

VWSA Sales and Marketing Director, Mike Glendinning, says: “While still early in the year current circumstances and expectations seem to suggest slow growth in the new passenger car market during 2012, with growth rates probably remaining in single digits.”

“January vehicle sales numbers show subdued but positive growth in the market,” says Malcolm Gauld, GMSA’s Vice President, Sales and Marketing. “Looking ahead we expect a moderate level of growth in sales for the industry in 2012 but at a lower level than that of the past year.” Ian Nicholls, GMSA Vice President of Planning, adds: “South African economists are forecasting a rapid escalation in consumer inflation in 2012 compared to last year, which will impact the

“Undoubtedly, however, new car sales during the year will be supported by a highly competitive trading environment, ongoing attractive new model introductions, and restraint in the pace of growth in new vehicle prices which are currently growing by a low 2.1% in nominal terms on an annual basis.” TOP PERFORMING: NEW PASSENGER VEHICLES January 2012 Model Volume 1. VW Polo

2 100

2. VW Polo Vivo 3 Toyota Corolla 4. Ford Figo 5. VW Polo Sedan 6. Toyota Yaris 7. VW Golf 8. Chev Aveo 9. Chev Cruze 10. Nissan Juke

2 072 1 412 1 337 892 882 6 659 657 606 602

TOP PERFORMING: NEW LIGHT COMMERCIAL VEHICLES January 2012 Model Volume 1. Toyota Hilux 2. Nissan NP200 3. Chev Utility 4. Toyota Quantam 5. Isuzu KB 6. Nissan NP300 Hardbody 7. Ford Bantam 8. VW Amarok 9. Mazda BT-50 10. Ford Ranger

2 774 1 506 1 117 927 800 596 581 502 243 228

Source: Naamsa

Macs staff on the move

ollowing a company growth spurt, mobile air-conditioning and refrigeration specialists Macs, made some personnel changes to ensure the smooth running of their various branches. These include Bino Salbego, who has been appointed Export Manager, Harald von Ey who is now Regional Manager for Coastal branches, Jean van Niekerk and Brenda Boyd - Sales Managers Refrigeration and Automotive at the Selby office, and last but not least Bryma Haupt who takes over as Depot Manager in Port Elizabeth.

Jean van Niekerk and Brenda Boyd - Sales Managers Refrigeration and Automotive - Selby

Bryma Haupt - Depot Manager - Port Elizabeth

Bino Salbego Export Manager

Harald von Ey Regional Manager Coastal branches

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AutoForum - March 2012

INNOVATIONS

AutoForum - August 2011

The latest automotive technology

VW Group launches new production strategy - MQB

he Volkswagen Group has announced that it be launching what it describes as “a turning point in the design and production of future automobiles with transverse-mounted engines”.

The Modular Transverse Matrix – known by the German acronym MQB – will be applicable for the VW, Audi, ŠKODA and SEAT brands, across the A0 to the B segment. It works by standardising many vehicle component parameters across brands and vehicle classes while simultaneously offering access to new THE INTELLIGENT ALTERNATIVE technologies. In essence it means that all of

the applicable models could theoretically be produced on the same assembly line – despite their different wheelbases and track widths. A key characteristics of this new MQB strategy is the uniform mounting position of all engines. There are two systems within the strategy – the modular petrol engine system (MOB) with the new EA211 engine series (40 kW / 60 PS to 110 kW / 150 PS) – this range includes the world’s first four-cylinder engine with cylinder deactivation (ACT) – and the modular diesel engine system (MDB) with the also new EA288

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engine series (66 kW / 90 PS to 140 kW / 190 PS).

will be standard equipment in the next generations of the Audi A3 and the Golf.

This shift will reduce the Group’s engine and gearbox variants by around 90% - and it says, “without any negative effects”. Not only does this mean standardised conventional internal combustion engines, but also identical mounting positions for all current alternative drive concepts without limitations – from natural gas and hybrid versions to the pure electric drive.

MQB will work in conjunction with Audi’s Modular Longitudinal System (MLB), the Modular Standard System (MSB) with Porsche as the competence centre and the ‘New Small Family’ – the most compact vehicle model series. The strategy has also been nominated as one of five finalists in the ‘Innovation

Award of the German Economy – The World’s First Innovation Award’. The award recognises outstanding technical, scientific and intellectual achievements. The first new vehicles to be produced based on the MQB will be the successor to the Audi A3 and the next generation Golf.

According to the Group, the new system means a wealth of new opportunities, such as producing high-volume as well as niche models at the highest quality and extremely competitive costs over the long term and worldwide. It also means a number of technological breakthroughs in weight reduction, and 20 other safety and infotainment innovations, such as ‘multicollision brake’, a system that helps to reduce the intensity of secondary collisions – after an initial incident - by automatically initiated braking. It has already received a ‘Yellow Angel’ from the German equivalent of the AA – the ADAC - and

PAGE 49

INNOVATIONS

AutoForum - March 2012

AutoForum - October 2011

New EGR cooler is 30% smaller

enso Corporation recently announced that it had developed its first EGR cooler for petrol engines – and that it is 30% smaller than the smallest one currently available on the market. As Akio Shikamura, Senior Executive Director of the company’s Thermal Systems Business Group, explains: “As (OEMs) around the world look to downsize engines to help meet the increasingly stringent regulations, EGR systems are becoming more necessary to optimise the powertrain combustion process and improve fuel economy. Because there is limited space in the engine compartment, an emphasis on size reduction is a major factor in developing EGR systems. Denso’s new and compact EGR cooler will greatly help reduce the overall EGR system size.” EGR systems recirculate a portion of engine exhaust gas back into the intake manifold to increase fuel efficiency. EGR coolers work to decrease the temperature of hot exhaust gases recirculated into the intake manifold, which also increases the density of the exhaust gas. This in turn helps to increase the performance of the EGR system, which reduces engine loss and prevents engine knocking. An additional benefit is that vehicles fitted with EGR systems that include EGR coolers can potentially increase fuel efficiency by 2 to 3%. What makes the new cooler system unique is its finer slits, which are just 1 mm wide, compared with conventional models with internal fin slits measuring 4 to 5 mm in width. This allows the system to discharge more heat per unit volume and has allowed the system to be 30% smaller than the smallest product in the market, all while offering equal performance. This EGR cooler is already installed in Toyota’s new Camry and AQUA, also known as the Prius C, and plans are to offer this product worldwide as a solution to meet tighter fuel-efficiency and exhaust regulations.

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PAGE 51

COMMERCIAL

AutoForum - October 2011

PAGE 52

Trucking visitor gives valuable fuel-saving tips

uel consumption, ho-hum, it’s so drawn through the ringer, what can we learn that’s new? A visit to South Africa by Alan Campbell, Iveco UK’s Demonstration Consultant Manager, added a few new interesting perspectives from an experienced and international viewpoint. Campbell is responsible for the press fleet, show vehicles, driver training and Iveco demonstration fleet at Iveco UK. And make no error; press road tests in the UK are hotly contested events where coming second in the fuel consumption stakes is not an option. As Campbell points out: ‘It takes 16 weeks to prep a truck for a press test’. Read on. It’s worth repeating some facts that get overlooked in everyday operations. So many South African fleets operate with tyre pressures that are all over the place, and should note Campbell’s experience on fuel consumption and tyre pressure summarised under these simple facts. •

Truck tyres inflated at 125 psi (860 kPa) on a rig provided 3.52 km/litre (28.4 litres/100 km) – the same rig operating on 100 psi (690 kPa) used fuel at 3.26 km/ litre (30.67 litres/100 km). This means a 20% drop in tyre pressure can increase fuel consumption by 7.9%. But maximum

- Dave Scott

pressure is not necessarily good for tyre life – especially on drive axles – so there’s a trade-off and fine balance that must be met. Fleet audits reveal drive axle tyres, especially the inner of a dual set, running at 450 kPa – this will definitely impact on fuel consumption as it drags when the outer tyre is correctly pressured. •

Also don’t overlook or discount air and fuel filters – if these are clogged fuel consumption goes up between 5 -10%.

•

And there’s the impact of weather on the road. A 20 mph (only 12.5 kmh) headwind will increase fuel consumption by 21% and standing water on the road adds another 10% to the fuel bill.

Whether it’s in the UK or on Southern African roads, driving with economy in mind remains the challenge. Driver habits the world over increase the fuel bill. Here are a few common problems: • Drivers don’t read the road ahead. Anticipating traffic light changes, bends in the road and hazards are part of acceleration and deceleration that involve fuel usage • Blipping the throttle on a downshift is a fuel waster – it’s so macho and a very ‘African’ thing as a hangover from the days

Dave Scott is a member of the S.A. Guild of Motoring Journalists, and is a monthly contributor to the press on transport and trucking related subjects. In 2002 and 2003 Dave Scott was the S.A. Guild of Motoring Journalists winner of the category ‘Business Motoring’. As a member of the S.A. Institute of Tribology he takes a keen interest in the application of lubricants to road transport maintenance and the cost of ownership. His key writing focus is on fleet management including the technology of trucks and road transport.

• •

•

of non-synchromesh gearboxes commonly called a ‘crash-box’. Drivers do not get into top gear soon enough Lack of engine brake use or incorrect use of engine brake – an operational engine brake is not using any fuel as no combustion is taking place, not even fuel to idle the engine. Excess use of cruise control will chow fuel

On the road with Alan Campbell brings out interesting observations. One, is the appalling lack of knowledge that supervisors use in directing and assessing truck drivers around fuel consumption. One driver reported his boss said that wind had nothing to do with diesel engine performance when the total opposite is true. It appears that fuel consumption training is not just a driver thing – everyone in the road transport chain of command should know this subject and understand what a driver faces on the road to bring down fuel

used. A driver cannot be penalised on a single trip when faced with strong headwinds. The automated shift transmission – also known as automated manual transmission (AMT) – is hard to beat. But some drivers are operating it solely in manual over-ride mode all the way from first gear upwards. This style of driving takes time to get to top gear and misses opportunities to skip-change if gradient and load permit it. Again, is this because a misinformed supervisor has instructed a driver to stay in manual over-ride at all stages? Campbell points out that it is better to leave shifting to automated mode in the lower gears where the transmission makes the decision in conjunction with the engine and use manual over-ride in the higher gears only – that is more fuel efficient! Don’t go out of the green band seems to be a universal instruction in monitoring engine revs. But there are times to go ‘beyond the green’. Firstly when in

retardation mode – engine brakes work better with rpm and the green band is not enough. In any event, the engine brake is not using any fuel. Secondly, Iveco’s modern Cursor engine does not need to be lugged all the way back for fuel efficiency – rather stay at the top end of the green band. What comes out of this training and visit is that the percentage of time using the engine brake is a good indicator of fuel conservation and the right attitude to road safety. If the engine brake is hardly ever used, that’s not good. Even a gearbox retarder starts with engine brake application before a gearbox hydraulic retarder comes into play. So here’s a new thing to measure – not just time in cruise control – percentage time in engine brake! It makes sense. Reference and acknowledgement – Alan Campbell – Iveco UK

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Feel / Finish /Finesse PAGE 53

COMMERCIAL VEHICLES

AutoForum - March 2012

E-Coded driver licences – the 750kg GVM trailer breakpoint - Dave Scott

t’s not the trailer payload that counts in determining driver licence categories, it’s the gross vehicle mass – the GVM. And for trailers the breakpoint is 750 kg GVM. This is where E-coded driver licences start. All too frequently drivers are pulling a trailer that looks like a ‘Venterjie’ but is well past the 750 kg GVM breakpoint - this is a risk factor that is overlooked until a road accident and driver licences are scrutinised in court…ahem, your Honour! A C1 code licence (that’s an old Code 10) qualifies a driver to handle a truck from 3 500 kg GVM all the way up to 16 000 kg GVM – that’s around 1.5 tonne to a massive 8 tonne payload depending entirely on the weight of the cargo body. But all a C1 licence allows a big 16 000 kg GVM truck to pull is a pimple of a trailer – a 750 kg size ‘Venterjie’. You want to pull a bigger trailer? Then the driver needs an EC1 licence. And it’s no different for a passenger / bakkie B licence that takes us up to 3 500 kg GVM. To pull a double-axle horse box or luggage trailer over 750 kg GVM the appropriate code is EB. Drivers towing a caravan must examine their licences and check that they are properly qualified.

Where will one find the GVM? It’s all embossed into the trailer manufacturer’s data plate riveted to the trailer chassis. GVM is also the benchmark at which exceeding this is a trailer overload. Just remember that GVM is not payload – payload is included inside the GVM and is determined by deducting the empty mass of the trailer from its GVM. GVM plays a clear role for trailer brakes as well, with 750 kg GVM and 3 500 kg GVM being the breakpoints for the type of brakes required. Legal parameters for trailer brakes are described under Regulation 151 of the Road Traffic Act – Ken Ramsden’s ‘Fleet Management Digest’ translates it into a neat, understandable table seen below. Note: there are different brake requirements for tractors unable to exceed 40 km/h. Can you tow a ‘Venterjie’ behind a caravan now that you are E-coded and well beyond 750 kg GVM? Regulation 222 (restriction on combination of motor vehicles) has been examined by the AA of SA and their published conclusion is: “With respect to the law cited above, it appears the only manner in which a trailer and a

TRAILER GVM

caravan can be towed, are in situations where there is a breakdown and alternatively, in an emergency. Therefore the towing of a trailer behind a caravan for any other purpose is illegal.” So there it is in a nutshell – avoid liability with appropriate licence codes and brake specs. It’s not the cops you must worry about it’s the insurance assessors.

BRAKE REQUIREMENTS

Up to & including 750 kg GVM

• Where the trailer does not exceed half the drawing vehicle’s tare

• Where the trailer exceeds half the drawing vehicle’s tare but does not exceed the tare of the drawing vehicle

• Where the trailer exceeds the tare of the drawing vehicle

• A parking brake or other device for keeping the trailer stationary

• A parking brake and either an over-run brake or a service brake

• A parking brake and a service brake

Exceeding 750 kg GVM up to 3 500 kg GVM

• And not exceed the tare of the drawing vehicle

• A parking brake and either an over-run brake or a service brake

Exceeding 3500kg GVM or the tare of the drawing vehicle

PAGE 54

• A parking brake and a service brake

Training Benefits UD

hese days many companies talk about their training specifically in relation to their BEE scorecards, but the challenge is to create tangible results for the people in their businesses and in the communities in which they are located, at the same time providing value to the business. We decided to look a bit more closely at UD Trucks’ training programmes. I met with Tirsa Koen, HR General Manager at UD, as well as Telishia Middleton, the Training and Development Specialist, and Julie Anne Terblanche, the newly appointed Marketing Manager. “We embarked on this strategy to not just adhere to a trend, but rather out of a sense of responsibility to the local community in Rosslyn,” explains Koen. “It’s about grooming people in and around the business. Creating a pool of talent from employees, their family members and individu-

- Warwick Robinson

out that the initiative aims to provide a positive outcome for both sides of the team – upliftment for the individual and for filling potential skills gaps that have been identified in the business. The merSETA provides access to funding for such initiatives, but in reality the business has also had to put their money where their mouth is, and it has to make financial sense too. On average there is a 2:1 ratio of spend in terms of investment in the business and investment in the community, while conceptually the two have overlaps. UD is evidently seeing the ROI – of the 40 learners trained in 2011, 8 were appointed in full-time positions. In the longer term, it is evidenced by the loyalty of UD’s workforce - some of whom have been employed for more than three

Tirsa Koen, HR General Manager, Telishia Middleton, Training and Development Specialist, and Julie Anne Terblanche, Marketing Manager

visiting more than 20 schools in 2011 looking specifically for youngsters who cannot afford the costs associated with study, but who have the maths and science grades to go into these fields,” says Middleton. “It is an ongoing focus but is extremely difficult to find these individuals,” she continues, even after

Programmes are aimed at the community include training for the physically disabled, and mentors locals for business acumen and entrepreneurship als based in the local area, extending to the disabled and disempowered.” UD have focused on manufacturing and engineering activities as well as up-skilling for management, warehouse roles, sales and after sales. “But it extends further than that,” continues Middleton, who comes from a manufacturing background but was specifically appointed three years ago to manage the programme for UD. She also explained the technicality of an initiative labelled a “learnership” - “for every learnership, the individual actually becomes employed within the business on a contract period”. The upliftment comes from creating skills for people who previously may have had no formal qualifications, sometimes no schooling. “Between 10 and 15% of all learners actually end up in the organisation,” Tirsa adds, pointing

decades. Koen explains: “The 2010 period was a difficult time for everyone in the industry, but UD’s approach was to invest in training heavily for the period as opposed to retrenchment.” This strategy apparently not only benefitted the business and instilled loyalty in employees, but also cemented a strong relationship with the unions. The training schedule is divided into two main intakes for technicians and experiential learners, as well as programmes for the disabled, and a bursary programme. Programmes aimed at the community include training for the physically disabled and mentors locals for business acumen and entrepreneurship. UD also sponsors bursaries for learners enrolled or interested in mechanical and industrial engineering courses. “I actually went from school to school,

UD advertised in the community and communicated the opportunity through the unions. UD has identified the need for diesel technicians and tradesmen to fulfil requirements in the UD retail network. The experiential training is aimed at learners completing their P1 and P2 in technical colleges and hopes to employ 80% of these learners once they obtain their national diplomas. The latest to kick off is the warehousing training starting now in March 2012, which is aimed at raising the skill levels within the organisation, in order to provide a pool of skilled resources to fill upcoming positions. The example being set by UD shows how initiatives based on training have positive outcomes for the HR side of the business, while still satisfying the finance department.

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COMMERCIAL VEHICLES

AutoForum - March 2012

Fleet & transport management – the difference - Dave Scott

he view from the top is that trucking and transport are operational issues. Time and money is spent on info-technology (IT) strategy, including hardware and software, but when it comes to efficiency and effectiveness of trucks on the road, the strategic needs of fleet management simply get glossed over. An item much overlooked is how transport IT will seamlessly fit in with the IT systems of the business. In many organisations IT systems lack standardisation, capacity and real usefulness to the users – the transport division is usually the last section to benefit from powerful IT software. The essence of road transport is very operational in character, including a variable chaos factor that demands upto-the-minute attention. The outcome is that the daily crisis of operational thinking dominates transport managers, who then miss the opportunity of strategic decision-making. And that is the point of departure between fleet management and transport management. Many advertising claims offer a total fleet management solution – they are really transport operating systems that cannot possibly answer the strategic questions of fleet management. This

PAGE 56

is because operating system data is historical and ‘now’; it’s not forward looking and intuitive, asking typical questions such as the following: • Do our transport operations compliment our corporate image? • Is the fleet strategy expressed in terms of policy documents and subject to regular review? • Is road transport a core activity of the business? • What is the environmental impact of an old fleet and does this match our company ‘green’ intentions? • Does our truck fleet take advantage of road traffic legislation changes and incorporate this into the latest vehicle technology to enhance productivity?

market segments and geographic markets. It is the strategic intent of the fleet that should drive operating systems – not the other way around.

Fleet management is prepared to think of trucks as an essential component of the logistical chain – it adapts trucking to the demands of the interfaces that trucks must match for efficient logistics. This type of thinking and information is much broader than the focused disciplines of transport operations.

Transport management, on the other hand, is concerned with real-time information, incident control and daily disciplines. Transport management handles the daily trucking crises via technical staff, drivers, crews and accountants. Here are typical questions driving transport management: • Do our truck maintenance people have all special tools and equipment, and are they trained in the use of this equipment to be fully productive? • Are we monitoring fuel consumption per vehicle against standards set for the specific operational conditions? • Are our vehicle start-up procedures and defect reports effective in extending preventative maintenance? • Are we measuring and controlling the incidents of road transport that give rise to operational costs?

Strategic thinking is the process of planning what the fleet will consist of, how and where it will operate, to meet a future business environment in chosen

Operational competency is not negotiable in road transport, because only disciplined attention to detail limits expenses and minimises risks. Trucking

does not allow one to be great at strategy – the fleet management side of the business – while neglecting all the aspects of daily operations that aim at excellent fuel consumption and on-road safety. Operationally competent business will survive but those transport operations, both operationally and strategically incompetent, have gone or are closing down every day. A small fleet of 10 trucks obviously cannot afford to employ both a fleet and transport manager, but must recognise the absence of the strategic element in their businesses when it comes to fleet planning. It is just a fact of life that excellent transport managers do not necessarily make good strategic thinkers – the dominant mindset of operating road transport simply works against the thought processes of road transport strategy. There is often conflict between fleet management and transport management over what is best for the fleet in the short-term versus long-term. An old truck fleet due for replacement makes a good example. The transport manager’s

wish is that the whole ageing fleet is replaced as soon as possible – this removes breakdowns, improves fuel consumption and takes the pressure off maintenance. On the other hand, the fleet manager knows that a staggered and spread replacement will not severely affect cash flow and flood the market with used trucks that impact on residual values. Instant fleet replacement also means that the whole fleet ages simultaneously with accompanying growth of maintenance and on-road breakdowns – an average age across the fleet is preferable to a single fleet age. The strategic option of delaying vehicle replacement and cutting back on vehicle maintenance, just prior to the sale of a company, has very often been used in the past to pad the image of a

healthy trading account. Shortly afterwards the wheels fall off, both literally and financially. The trucking goal must be to become strategically and operationally competent. It is not titles that count, whatever name is given to the functions of fleet and transport management, but what can be achieved through these functions in both the short and long-term. Reference: Strategy Pure & Simple – Michel Robert – Published by McGraw-Hill

How do you protect your workshop equipment against contaminated gas?? Contaminated refrigerant gas is a real threat in our industry and more and more we hear of workshops that suffer great losses to service equipment because of this. MACSAUTO, one of the leaders in the Automotive air-conditioning parts industry, understands the effects of this problem and believe that the Ultima units is a must in any Workshop environment. This problem of contaminated gas is increasing and we advise that any Fitment centre, Workshop etc. who deals with refrigerant gas make at least one of these units a standard item in their Workshop says Ian Griesel MD of MACS. The Ultima units are of excellent quality, an exceptional portable design and easy to use. The Ultima Mini-ID is extremely affordable and is able to analyse and verify the presence and quality of R134a refrigerant in vehicle air-conditioning systems. The rugged construction makes it ideal for a workshop environment and will assist in protecting your business against costly damage. The larger Ultima units are able to give you a clear identification of R134a, R22, R22 etc. These units are ideal for larger business with costly equipment and large volume of vehicles serviced on a daily basis. Phone MACS’ branches countrywide or contact Charmaine Pieters on 011 4980700 or marketing@macsauto.co.za.

PAGE 57

COMMERCIAL VEHICLES

AutoForum - March 2012

Test with tyre manufacturer Michelin. Different combinations were tested. Between the test cycles, the engineers replaced the tyres and adjusted tyre pressures and wheel alignment.

Tyre Maintenance just as important for trucks

ccording to the International Energy Agency, in 2010 global CO2 emissions from burning fossil fuels rose by more than 5%. Over the same period the vehicle industry dedicated huge amounts of resources to reducing CO2 by just a few percentage points. A new study by Volvo Trucks and Michelin, however, shows how commercial vehicle drivers can make considerable gains in lowering fuel consumption and emissions with just a few minor adjustments to their vehicles. And with the revelation in November that a new international treaty on climate change will be delayed until 2020 at the earliest, the actions of individual people and companies to reduce their carbon emissions will become even more important. The study findings are not new but showed once again that having the right tyres, tyre pressure and wheel alignment can reduce fuel consumption

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- and therefore CO2 emissions - by up to 15%. In financial terms, it found that companies could be saving up to €8 000 (that’s a whopping R84 000) per vehicle per year. “We know that wheel alignment, tyre type and tyre pressure all have a major impact on fuel consumption,” says Arne-Helge Andreassen, Business Area Manager for tyres and wheel alignment at Volvo Trucks’ Aftermarket department. “There is a lack of awareness in the transport industry about the importance of checking tyres and wheel alignment, on both the truck and the trailer. At our dealers, we can help haulage companies check the entire rig and correct any problems. If everyone did this, it would have a significant impact on carbon dioxide emissions.” Volvo Trucks and Michelin decided to produce statistical data on just how

much wheel alignment, tyre pressure and rolling resistance affect fuel consumption and therefore CO2 emissions. In a two-week long, 1 000 km test, a rig with optimal tyres, tyre pressures and wheel alignment was compared with a vehicle featuring different wheel alignments and tyre parameters. The tests were carried out on a track and in a workshop under the watchful eye of SP (the Technical Research Institute of Sweden). The trucks were equipped not only with fuel gauges, but also with instruments that monitored exact speed, tyre wear, tyre pressure and rolling resistance. The test engineers made adjustments in the test results for factors such as wind, rain and temperature. “All the conditions tested were realistic, and no exaggerations were allowed,” says Andreassen. “Real life is bad enough. Diesel consumption increases dramatically if the wheels are not

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COMMERCIAL VEHICLES

AutoForum - March 2012 entirely parallel. And this applies to all vehicles, for construction and long-haul operations too.” Analysis of the test results reveals that there can be a difference of as much as 14.5% in fuel consumption, depending on how the wheels are aligned and equipped. Choice of tyre can cut consumption by as much as 11%; correct tyre inflation brings a reduction of 1%, while proper wheel alignment can cut fuel consumption by 2.5%. Jacques de Giancomoni, Technical Account Manager at Michelin, explains that one-third of fuel consumption stems from the tyres’ rolling resistance. “Having the right tyres is of paramount importance,” he says. “And checking tyre pressure - which has a significant effect on fuel consumption - is also important.” Andreassen says that as a manufacturer of heavy vehicles, Volvo

has considerable responsibility for the effects of its products, and it takes that responsibility seriously. “We must try to do everything we can to reduce emissions of carbon dioxide,” he says. “It’s not enough to just build fuel-efficient engines; Volvo Trucks works consistently and in a variety of ways to cut the fuel consumption of our vehicles throughout their lifecycle.” Of course, correcting the tyre pressure and wheel alignment will not stop climate change, but as commercial traffic accounts for 30 to 40% of total carbon dioxide emissions from road transport, it is another small but significant step towards a lower carbon future. For more examples of how transport firms can reduce their fuel consumption through relatively simple measures visit: http://everydropcounts.volvotrucks.com/

Results reveal that there can be a difference of as much as 14.5% in fuel consumption, 11% with choice of tyre, 1% with correct tyre inflation and 2.5% with wheel alignment

PAGE 60

CH1178 210x275.indd 1

2012/02/24 3:05 PM

AutoForum - March 2012

Show Time Afrimold 2012 trade exhibition

his year’s AfriMold - the international mould-making and tooling, design and application development trade fair – event will take place from 10–12 October 2012 at the Gallagher Convention Center in Midrand, South Africa. This third staging of the trade fair is expected to attract exhibitors and visitors representing the associated sectors of design, materials, simulation, visualisation, engineering, virtual reality, CAD and CAM, rapid prototyping and tooling, patternmaking and prototyping, mould-making and tooling, tools, machine tools, quality assurance and automation, as well as processing and finishing. This year’s event theme is Tooling as a Key Enabler for the South African Manufacturing Sector - Climate Change Mitigation, and will feature topics central to the German/South African Year of Science (Yos) conference that it runs in conjuction with.

SAAW set for October The South African Automotive Week international trade show will again take place this October in Port Elizabeth. This key automotive event focuses on stimulating trade and partnership opportunities in manufacturing and the related sectors and is endorsed and hosted by the South African industry, including the Naacam, Naamsa, the DTI and more. With up to 10 000 participants expected to attend the 2012 event from across the globe, it promises to again be a not-to-be missed event on your industry calender. SAAW takes place 10–13 October. For more information please visit the official website www.saaw.co.za.

PAGE 62

For more information, please contact Louise on +027 82 898 3073, or visit www.afrimold.co.za.

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PAGE 63

New Releases

AutoForum AutoForum - March- 2012 Nov / Dec 2011

www.AutoForum.co.za

New AutoZone web experience Last month parts giant AutoZone announced the launch of its newly updated website. More than simply an online parts catalogue, the new site boasts more product information, installation hints, road safety and maintenance tips, and of course promotions and specials. Home to all the major brands in the marketas well as its sub brands Ampro, AutoKraft, AutoZone Chemicals, Femo, Elpar Spirex and Vdub, AutoZone has a footprint of 10 whollyowned wholesale branches, 90 wholly-owned retail branches and 48 member-owned franchise branches. All of these are supported by a supplier base of more than 688 world-class suppliers and an active parts range of 75 000. Visit www.autozone.co.za.

New MiX Fleet app for iPhone Vehicle tracking and fleet management solution company, Mix Telematics, has launched a new MiX Fleet iPhone application, and is expected to soon launch versions for Android and Blackberry too. As Gert Pretorius, Managing Director of MiX Telematics Africa explains: â&#x20AC;&#x153;Extending MiX Mobile to include support for FM customers is a significant milestone for MiX Telematics as we now have a complete range of mobile apps. Practically, it means that irrespective of which MiX Telematics onboard computer our customers have installed, they can now track their vehicles using a smartphone if they wish to do so.â&#x20AC;? Just over two years ago, the company was the first in the fleet telematics industry to release a vehicle tracking application for the iPhone. Registered FM-Web fleet customers will automatically have access to MiX Fleet, using their usual username and password.

IM launches new Priman Inflator Integrated Marketing has announced that it now has added to the Priman automatic nitrogen tyre inflator, the PN-8820 to its product line-up. The unit is equipped with preset and manual inflation and boasts two outlets for nitrogen, meaning that it can inflate two tyres at the same time. It is also equipped with an air outlet to fill tyres with air. With four foot casters, the inflator is more convenient to operate, and it generates nitrogen from your compressed air. It also includes audible and visual end of the cycle signal indicators, as well as automatic vacuum supply and nitrogen-fill. Other features include: 2 Pre-Filters / LED display; and a 55L internal Nitrogen Storage Tank. For more information please contact: Leoni 011 974 2203

PAGE 64

R1xc5l V0A0 T E

29 Lab Experiments using a Virtual Multimeter (DVOM) 188 Workshop Activity Sheets

187 Practical Video Sequences showing you Step-by Step demonstrations on how to fix cars

1041 Handout Activity Sheets

649 Knowledge Checks to confirm your knowledge

650 Theory Video Sequences and Animations showing how a car works

To purchase your subscription or for more information contact Michael Turnbull on 011 879 6065 or email michael.turnbull@technica.co.za PAGE 65

AUTOFORUM

DIRECTORY LISTING

After-Marketplace Directory

To advertise your listing in AutoForum After-Marketplace Directory Contact us on 011 466 3733 or Email: info@AutoForum.co.za

AUTO ELECTRICAL AutoZone

Aftermarket Parts & Accessories

0861 122 111

Bosch

Parts, Accessories & Batteries

011 651 9600

Caelex

AutoElectrical Components & Accessories

012 327 5404/5/6

First National Battery

Industrial & Automotive Batteries

011 741 3600

MED Motor Electro Diesel

AutoElectrical Components & Accessories

021 505 4000

Parts Incorporated Africa

Automotive Components & Accessories

011 879 6000

POS Service Holland (SA) Pty Ltd

Starters & Alternators

011 704 5196

Trysome Auto Electrical

Parts, Accessories & Batteries

011 823 5650

Highveld Garage Equipment

Air Conditioning Specialists

012 330 0540

Macs Automotive

Air Conditioning Equipment

011 498 0700

Snap-on Equipment

Diagnostics Equipment

0861 762 766

Aer-O-Cure

Spray Booths, Chassis Straighteners & Welding Equipment

011 444 6454

Motor Merchandise

Consumables

086 010 1317

AutoZone

Aftermarket Parts & Accessories

0861 122 111

Highveld Garage Equipment

Pressure Washers & Vacuum Cleaners

012 330 0540

Motor Merchandise

Consumables

086 010 1317

Aer-O-Cure

Electronic Chassis Straighteners

011 444 6454

Beissbarth

Wheel Alignment Equipment

011 651 9600

Bosch

Diagnostic Equipment

011 651 9600

Highveld Garage Equipment

Engine Analyser & Diagnostic Scanners

012 330 0540

Macs Automotive

Air Conditioning Diagnostic Equipment

011 498 0700

NAPA/Midas Group

Aftermarket Parts & Accessories

011 879 6000

Snap-on Diagnostics

Diagnostics Equipment

0861 762 766

Wheelquip

Wheel Alignment Equipment

021 949 0010

Industrial Interlocking Floors

011 873 1292

Aer-O-Cure

Tools & Garage Equipment

011 444 6454

AutoZone

Aftermarket Parts & Accessories

0861 122 111

Beissbarth

Wheel Alignment Equipment

011 651 9600

Bosch

Diagnostic Equipment

011 651 9600

Highveld Garage Equipment

Tyre & Lifting Equipment & Tools

012 330 0540

Hofmann Megaplan

Complete Range of Garage Equipment

011 472 7279/5954

Integrated Marketing

Sales, Service & Repairs to all Equipment

011 974 2202/3

Ital Machinery

Brake & Clutch Machinery

011 483 3737

John Bean - Snap-on Equipment

Wheel Service Equipment

0861 762 766

Macs Automotive

Air Conditioning Equipment

011 498 0700

Motor Merchandise

Consumables

086 010 1317

NAPA/Midas Group

Aftermarket Parts & Accessories

011 879 6000

Snap-on Tools

Tools & Garage Equipment

0861 762 766

Wheelquip

Wheel Service Equipment

021 949 0010

Alert Engine Parts

Distributors of Quality Parts

021 590 8250

Alfa Brake Drums & Discs

Brake Drums & Discs

011 608 0801/3

AUDI Parts

Genuine OE Parts

086 043 4838

AutoZone

Aftermarket Parts & Accessories

0861 122 111

Bosch

Parts, Accessories & Batteries

011 651 9600

First National Battery

Industrial & Automotive Batteries

011 741 3600

GM South Africa

Aftermarket Parts & Accessories

080 042 2777

Macs Automotive

Air Conditioning components

011 498 0700

MED Motor Electro Diesel

AutoElectrical Components & Accessories

021 505 4000

Midas

Aftermarket Parts & Accessories

011 879 6000

NAPA/Midas Group

Aftermarket Parts & Accessories

011 879 6000

Partquip

Steering, Suspension & Driveline components

011 634 7600

Parts Incorporated Africa

Automotive Components & Accessories

011 879 6000

RAM

Belts & Hoses

011 248 9400

SABAT

Batteries

08600 SABAT

Trysome Auto Electrical

Electrical Parts, Accessories & Batteries

011 823 5650

VW Parts

Genuine OE Parts

086 043 4737

Victor Reinz

Cylinder Head Gaskets

011 432 2667

Auto Cosmos - Electrolog

Electronic Parts (Electrical) Catalogue

012 327 6210

Bosch

Automotive Training Courses

011 651 9600

Leatherworx

Upholstery Specialists

011 660 6834

MED Motor Electro Diesel

AutoElectrical Training Courses

021 505 4000

Misa

Staffing Association

011 678 6328

Technica

Automotive Training Courses

011 879 6065

AIR CONDITIONING

BODY REPAIR EQUIPMENT

CLEANING EQUIPMENT

DIAGNOSTIC EQUIPMENT

FLOORING Tuff Floors GARAGE EQUIPMENT & TOOLS

PARTS MANUFACTURERS & DISTRIBUTORS

SERVICES

PAGE 66

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