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SA OEMs to expand R3.5B transformation fund

Automechanika Jhb’S AFRICA ROADSHOW

July / August 2017

CONTENTS

Cover Stories SA OEMs to expand R3.5B transformation fund

Ransomware – are you at risk?

Eicher is the new trucking brand on the block

Automechanika JHB’s Africa roadshow

Trade Talk Volvo kisses the internal combustion engine goodbye from 2019

Editorial It looks to be developing into a tougher and tougher market with trading conditions under pressure, currency and political concerns all plaguing our minds. But our local market is a resilient one, and according to some like Ecomometrix is still actually looking pretty good. This optimism coupled with our organisational strength means that campaigns such as Right to Repair continue to protect aftermarket interests in the longer term. In the leadup to Automechanika JHB this year AutoForum has been travelling throughout the region attending the roadshows, and meeting colleagues from all over Africa. We hope to see you there. Clare

EDITOR: CLARE RUTKIEWICZ 6,795 July - Dec 2016 CONTRIBUTORS: AUSTRALIAN BODYSHOP NEWS ROBERT KAISER Warwick robinson Roy Cokayne grant west EMAIL: INFO@AUTOFORUM.CO.ZA Fax: 086 627 1135 PUBLISHER: SWIFT PUBLICATIONS & OLYMPIC PARK TRADING POSTNET SUITE 174 PRIVATE BAG X11 HALFWAY HOUSE 1684

FOR ADVERTISING ENQUiRIES: GRANT WEST Mobile: +27 (0) 76 727 8161 WARWICK ROBINSON Mobile: +27 (0) 82 855 7750

SEW-Eurodrive PE shows off new premises

Ford Premier Award recognises NMMU Masters graduate

KIA opens joint Green Light Auto Mechanic Training Centre in Ethiopia

Opel hopes to stay strong in SA

KAPICO and Federal-Mogul launch test promotion for Ferodo taxi brake pads and discs

Toyota launches Toyota AI Ventures

Industry News Torre Parts and Components acquires 100% of Top Class Automotive.

SA motor sector is still holding up

SA OEMs to expand R3.5B transformation fund

Redisa showdown set for court this month

Section 21 company formed to champion Right to Repair campaign

Ransomware – are you at risk?

Innovative new PLM system launched to SA market

Automotive industry to phase out environmentallyunfriendly refrigerants

What SA’s downgrade means for the auction industry

Toyota expands research for self driving vehicles

FCA statement on U.S. independent emissions testing

Checking and repairing CV Joints

Commercial Vehicles Brake and Tyre Watch provides a wake up call to fleets

Eicher is the new trucking brand on the bloc

Does your driver have the right licence?

JMC Boarding EURO IV an affordable workhorse option

Lack of servicing and training major causes of SA truck accidents

Eqstra Training Opportunities

Volvo Trucks opens US$10M Zambian dealership

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AutoForum - July / August 2017

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Showtime Automechanika JHB 2017 promises to be crucial for the African automotive sector

JMC SA launches automatic Landwind and Changan Star 111 series

Automechanika JHB’s Africa Roadshow

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Download a QR code reader for your Smart Phone or Tablet from the Apple or Android app stores, and you can use it to scan this code & go direct to our online edition at www.autoforum.co.za – it is free and updated DAILY! Follow us on Twitter and Facebook: AutoForumZA 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.

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AutoForum - July / AugustAutoForum 2017 - July / August www.AutoForum.co.za 2017

Volvo kisses the internal combustion engine goodbye from 2019 Volvo Cars is making the shift away from the internal combustion engine. The automaker has announced that from 2019 onwards all new cars launched will feature an electric motor. Its a bold step and represents one of the most significant moves by any car maker to embrace electrification. “This is about the customer,” says Håkan Samuelsson, President and CEO. “People increasingly demand electrified cars and we want to respond to our customers’ current and future needs. You can now pick and choose whichever electrified Volvo you wish.” The company explains that it will introduce a new portfolio of electrified cars across its model range, embracing fully electric cars, plug in hybrid cars and mild hybrid cars. The first part of the plan will see it launch five new fully electric cars between 2019 and 2021, three of which will be Volvo models and two of which will be high performance electrified cars from Polestar, Volvo Cars’ performance brand. After that it will unveil a range of petrol and diesel plug in hybrid and mild hybrid (48 volt) derivatives in all model ranges, representing one of the broadest electrified car offerings of any car maker. Pure ICE cars will therefore gradually be phased out and replaced by ICE cars that are enhanced with electrified drivetrains. “This announcement marks the end of the solely combustion engine-powered car,” continues Samuelsson.

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“Volvo Cars has stated that it plans to have sold a total of one million electrified cars by 2025. When we said it, we meant it. This is how we are going to do it.” Out of interest - at the time of going to print: India has announced that all land transport will be electric by 2030 and the UK had just announced that it will be banning the sale of new petrol and diesel vehicles by 2040. This, all in the week that Tesla finally launched its highly anticipated Model 3, while not the first truly electric everyman car, it is generally viewed as the “next big thing” for the electric car market. The times they are a-changing...

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Trade Talk

AutoForum - July / AugustAutoForum 2017 - July / August www.AutoForum.co.za 2017

SEW-Eurodrive PE shows off new premises SEW-EURODRIVE South Africa’s Port Elizabeth branch has announced its relocation to Unit 4, Aldo Business Park, Old Cape Road in Greenbushes Port Elizabeth. Branch Manager Francois Sieberhangen explains that although PE is the smallest branch nationally, it is showing very promising growth.

He continues: “The addition of a mechatronics engineer allows us to improve our technical support and field service to our customers. An additional administrator removes some administrative duties from the sales staff team, who can now focus on processing customer enquiries more efficiently.”

“We look after some of the largest accounts nationally, and are a major contributor of servo drive technology, AC drives, and decentralised drives.” It services the entire Eastern Cape region, with customers in the automotive, food and beverage, tyre and rubber, wood and timber, and fishing industries, in addition to OEMs and resellers. “The new premises allow us to implement internal SEW-EURODRIVE requirements. Furthermore, it provides space to employ additional staff”.

Ford Premier Award recognises NMMU Masters graduate Ford Motor Company of Southern Africa has again rewarded the top achiever at the Nelson Mandela Metropolitan University (NMMU) with its annual Ford Premier Award. Master’s Degree graduate Yonela Dube is the latest recipient of the honour and was presented with the award at the university’s academic awards for 2016, held at The Tramways Building in Port Elizabeth in late June this year. Dube’s Master of Technology: Human Resources Management dissertation, studied the influence that authentic leadership has on the engagement levels of employees. “I would like to thank Ford for sponsoring the award and the NMMU for the recognition.” “Authenticity is a leadership characteristic of exceptional leaders and it is an essential requirement for future leaders in an era when the motives and behaviours of many leaders are questionable,” she explained.

PAGE 10

The results from the study revealed that where managers displayed the characteristics and behaviours of authentic leaders and that the employees were engaged. Other findings showed that self-awareness in a leader is an important predictor of engagement. The study concluded with several recommendations. These include the use of the 360° feedback for employees to give feedback to managers regarding their behaviour; using the GIVE (Goals, Interests, Values and Emotions) Model to facilitate self-awareness for the managers and lastly applying an appreciative inquiry in the organisation for the development of genuine relationships, in order to encourage employee engagement.

Pictured from left: Dr Ismail Lagardien - Executive Dean: Faculty of Business and Economic Sciences Mr Neil Stander - Ford Motor Company of Southern Africa, Prof Derrick Swartz - NMMU Vice-Chancellor, Judge Ronnie Pillay Chairperson of NMMU Council, Ms Yonela Dube - recipient of Ford Premier Award.

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Trade Talk

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KIA opens joint Green Light Auto Mechanic Training Centre in Ethiopia KIA Motors has announced that it has opened its new community-run auto mechanic training centre in Ethiopia.

vocational qualifications, while providing a short-term training programme for drivers.

The new Kia-KOICA Green Light Auto Mechanic Training Centre forms part of the automaker’s ‘Green Light Project’ corporate social responsibility programme.

KIA estimates that the auto mechanic training centre will have a positive impact on the lives of over 2 000 local citizens, and it plans to develop the site by supporting the establishment of an adjacent local repair shop, creating further jobs and opportunities in Lideta and Dandora.

The training centre is located in the Lideta area of Ethiopia’s capital, Addis Ababa and is made possible through the estimated US$1.8 million investment by KIA Motors and the Korea International Cooperation Agency (KOICA). The centre is jointly operated by ‘World Vision’, a relief, development and advocacy non-governmental organisation dedicated to working with 100 million people in countries around the world. The facility employs residents from the local community and plans to take on around 60 young trainees each year. The centre enables trainee mechanics to work towards a range of

Opel hopes to stay strong in SA Opel, the German vehicle brand owned by General Motors (GM) and which is in the process of being sold to the Frenchbased PSA Group, has confirmed its commitment to South Africa, by appointing the Williams Hunt group as the dedicated distributor of Opel in the country. At the same time it has revised the Corsa models range which, it says, means improved specifications for some models as well as price drops across the range. The automotive brand explains that the changes came after intensive market research conducted by the local team, with over 600 B-segment hatchback owners polled across South Africa. The most noteworthy revisions come at the bottom of the price range.

PAGE 12

Speaking at the launch event, Soon-Nam Lee, Executive Vice President of KIA Middle East & Africa, KIA Motors Corporation, commented: “The Green Light Project was conceived to improve the lives of those with little access to medicine and medical care, education, and employment. This new facility joins others in providing local communities with the opportunity to build better lives for themselves, with the means and infrastructure to work towards independence.”

Trade Talk

AutoForum AutoForum -- July July //August August 2017 2017

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KAPICO and Federal-Mogul launch test promotion for Ferodo taxi brake pads and discs KAPICO South Africa has announced that it will provide free fitment of Ferodo taxi brake pads and discs, in addition to any top-up or changeouts of brake fluid required, all supplied by Federal-Mogul Motorparts, to selected taxi vehicles.

An additional environmental benefit is that, by replacing these heavy metals with the new solvent, the Ferodo taxi brake pads and discs eliminate emissions of major pollutants such as copper and other particles.

The brands believe that the feedback from ten selected taxi operators’ - in terms of driveability and comfort and safety levels, in addition to testing of the used Ferodo brake pads and discs in terms of wear characteristics – will provide tangible results on the applicability of these products for the South African taxi industry.

Apart from its Johannesburg head office, KAPICO also has branches in Durban, Cape Town, Pretoria, and Polokwane. “We plan to open a branch in Bloemfontein as well, and are in the process of finalising suitable premises,” Ahmed reveals. In addition to South Africa, the multinational is also present in six other countries.

The Ferodo brake pads and discs have been designed specifically for Toyota Quantum minibus taxis, which transport millions of commuters across South Africa on a daily basis. Extensive field testing conducted as part of the initial development of the new pad and disc range revealed the dangerously poor conditions of a number of brake systems in taxis on the road every day, which poses a serious safety risk to commuters should these systems fail.

“Our relationship with Federal-Mogul Motorparts is based on the mutual synergies we can exploit between our businesses. This allows the former to sell more products from FederalMogul’s extensive range, while it gives us access to products and brands unavailable to us before, thereby benefiting our customers and the industry at large,” Ahmed explains. He points to the Champion range of aftermarket products, encompassing filters and wiper blades.

The particular innovation behind the Ferodo taxi brake pads and discs is a specially-formulated solvent to replace the industry-standard heavy metals used in traditional taxi brake pads. This results in improved pad and disc wear, which translates into less downtime for taxi drivers, while improving the overall performance of the brake system.

Select KAPICO taxi customers will have Ferodo brake pads and discs fitted free of charge at the Johannesburg fitment centre, which includes brake-fluid checks. The parts will be replaced after a month’s use and sent for testing, which is anticipated to provide invaluable data on the products’ performance in real-world South African operating conditions.

Mahle - Aircon and Fluid exchanger workshop equipment in SA The brand recently announced a partnership to offer sales and service on the Mahle range of workshop equipment. Together with Dextrus Warehousing in Bloemfontein, Mahle’s ACX air conditioning and ATX fluid exchanger ranges will be offered to the local market. Mahle’s Head of Aftermarket for SA, Richard Clarke explained “Through the partnership we can create new avenues to market for Mahle’s wide portfolio of product ranges. This partnership with Dextrus covers distribution and service and enables us to continue developing the South African market. Impressed with the quality of the range, Corne Brits of Dextrus feels that Mahle’s equipment suits their business well. He was happy to confirm that with initial stock landing in August, they have already pre-sold many of the ACX machines. “With stock landing including spare parts we are confident we can cover the sales and service demands of marketing this great new range” says Brits.

PAGE 14

Manning the Mahle stand at the recent Truck-X show in JHB were Henk Pretorious and Richard Clarke.

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AutoForum - July / August 2017

Torre Parts and Components acquires 100% of Top Class Automotive. Torre Parts and Components, the manufacturer and distributor of branded parts and components, has acquired 100% of the share capital of Top Class Automotive. Established in 1948, Torre owns or represents a basket of well-known brands which include Gabriel, Autocom, Echlin, VDO, ACSA-Mag, Textar, MagBrakes, Warn, Hi-Lift, Vision-X, Truck-Lite, Piusi, Pneumax and Raasm. Kevin Rogers, managing director commented: “The acquisition of Top Class Automotive with its premium basket of brands, namely SKF, Permatex, DJ and FTE continues to enhance our strategic growth in the Automotive Aftermarket sector and expands Torre’s product range, providing further reach into the Commercial and Off-Highway markets which are seen as strategic growth nodes for the Torre group.” “The acquisition will allow the group to continue to leverage its infrastructure and associated resources, and will help grow the business of Top Class Automotive and its associated brands.” As a result of the acquisition and subsequent negotiation, Torre Parts and Components has

PAGE 16

also been appointed the official SKF Automotive Distributor for South and Southern Africa. SKF will continue to support Top Class Automotive and its new shareholder, Torre Parts and Components. “We see this new association as a great opportunity to extend our reach into target markets and to further improve the support and service levels currently provided to customers,” says Gary Czapski, manager - Vehicle Service Market, SKF South Africa. Rogers added: “The acquisition will bring additional opportunities to our business and we look forward to continuing to develop the business of Top Class Automotive, SKF, Permatex, DJ and FTE Automotive. We will keep customers informed of any changes or improvements that are being made, and assure them that throughout the process customers will continue to always be put first.”

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INDUSTRY NEWS

AutoForum - July / August 2017

SA motor sector is still holding up According to Dr Azar Jammine, Director and Chief Economist at Econometrix, South African’s motor industry is holding up surprisingly well in a tough economic environment that is being exacerbated by political turmoil. Jammine was addressing guests at the launch breakfast for Automechanika Johannesburg, which will be held at the Expo Centre from September 27-30 and which will be co-located with Futuroad, a truck, bus and trailer show and Scalex, a trade fair for transport systems, infrastructure, and logistics solutions. He explained that the decline in new vehicle sales in recent years had affected the retail sellers negatively, but it would provide a boost for the after-sales market. This as people will now keep their current vehicles longer which meant they would require added maintenance and service. The economist said although the country was technically in a recession, with negative growth for two consecutive quarters, there were some bright points in the local economy with the motor industry being one of them. Encouragement also comes from a rise in the demand for electricity, a lower-than-expected inflation rate, vehicle price increases slowing, the price of fuel falling, a big improvement in the motor industry trade balance and a brighter outlook for the global economy. He noted that South Africa remained the biggest vehicle market in Africa by far, accounting for 37% of new vehicle sales on the continent. North African countries Egypt, Morocco, Algeria, Tunisia, and Libya followed it. Interestingly, the island of Reunion, in seventh place, recorded more new vehicle sales (27 697) than eighth-placed Nigeria (20 000), which had been seen as Africa’s powerhouse, but is now battling with a big downturn in its economy as the oil price stays comparatively low.

PAGE 18

Jammine said that unemployment remained a major challenge for economic growth in South Africa, while services continued growing faster than manufacturing, which provided proportionately more jobs. “Another inhibiting economic growth factor is the fact that education in South Africa has been found wanting, with very poor results in terms of learners matriculating with good marks for maths and science,” explained Jammine. “Only one learner in 40 gets a matric with a maths mark of 60% or higher. “Although the effect of the downgrade by the ratings agencies have not been unduly dramatic yet, they will obviously impact on future investment decisions as does the current political turmoil, which is affecting business confidence negatively.” However, the Econometrix Chief Economist said he still expected new vehicle sales to move into a growth phase next year, while the vehicle manufacturing industry continued to grow its share within overall manufacturing and as a contributor to the gross domestic product (GDP). He added that the local motor industry remained a very important player in terms of exports from South Africa of builtup vehicles, automotive components and replacement parts which was good news for the overall health of the industry. Automotive exports had grown 80.3% between 2012 and 2016, while the rate of imports was slower with an increase of 48.7%. This had resulted in a significant drop in the motor industry’s trade deficit over the past five years, going from R42.3-billion in 2012 to R32.9-billion in 2016.

INDUSTRY NEWS

AutoForum - July / August 2017

SA OEMs to expand R3.5B transformation fund - Roy Cokayne

South Africa’s vehicle original equipment manufacturers (OEMs) intend to expand their planned R3.5 billion transformation fund initiative to also include vehicle importers and some automotive component manufacturers. The intention behind the creation of the fund is that it would allocate funds to develop black ownership in the auto industry supply chain and vehicle dealership network. Details about the transformation fund were revealed at a media briefing in June that was addressed by ANC treasurer-general Zweli Mkhize and several automotive industry executives. The briefing followed discussions between the parties ahead of the ANC’s policy conference. Details were also provided at the briefing about the vision and master plan to 2035 that had been developed for the automotive industry. Andrew Kirby, a Naamsa member and president and CE of Toyota South Africa Motors, said the industry had recognised the need to play a more active role in supporting the industrialisation of South Africa and in solving some of the challenges that exist in the country. Kirby said one critical element they recognised was the need to develop a fund that supported the transformation in the industry and they had developed a vision for the future and a masterplan with set targets they aimed to achieve by 2035. He said these targets included increasing total annual manufacturing volumes in South Africa from 600 000 to 1.4 million vehicles and local content levels in domestically produced vehicles from 38% to 60%, doubling the employment in the industry and the number of black-owned enterprise in the automotive industry value chain. Kirby added that increasing local content was an important element because it reflected the local value addition in South Africa and the industry also recognised the majority of the increased employment would occur in the supply base. Tim Abbott, also a Naamsa member and CE of BMW Group South Africa and sub Saharan Africa, said the major OEMs in SA had come together to work out a long term plan for the industry and ensure there was a robust automotive industry in the future. Abbott said the transformation fund would be held through a black fund manager with a board of management that included OEMs and the government through the trade and industry department. He added money would be allocated to develop black ownership in the automotive industry supply chain and vehicles dealerships but would not only give financial but management support to develop these companies. Abbott said the intention was to expand the initiative in the longer term to also include vehicle importers and major component manufacturers. “We would love to bring in the importers in the second stage. We also have a number of major parts manufacturers that want to come on board as well.” Abbott continued the intention was to have a summit in July, which would be attended by the DTI and black business, where all the finer details about the fund would be provided. It was subsequently learned that SA’s automotive industry was to lobby government to accept the planned R3.5 billion

PAGE 20

transformation fund as an equity equivalent initiative for the ownership pillar of the new broad-based black economic empowerment (BBBEE) codes. Nico Vermeulen, the director of Naamsa, the representative body of new vehicle manufacturers, said the idea of establishing a sector code had been abandoned and the seven locally based OEMs would operate independently in terms of the generic BBBEE scorecard. However, Vermeulen said these OEMs had a major challenge in regard to ownership because they did not have any equity for sale as they were wholly-owned subsidiaries of global multinational companies. “In that regard, the OEM venture capital [transformation] fund was formulated and is now the subject of discussion and negotiation with the DTI [Department of Trade and Industry].” Jeff Nemeth, the former CE of the Ford Motor Company of South Africa and president of Ford sub-Saharan Africa, said in 2015 that multinationals did not like to dilute their brands and found the ownership pillar in the new codes “very onerous”. Nemeth said most sector specific codes had been more onerous than the general codes and this was one of the issues the industry would have to work its way through. ANC treasurer-general Zweli Mkhize dodged specific questions about whether the ownership pillar in the BBBEE codes had been discussed during the meetings with automotive industry executives ahead of the ANC’s policy conference. “We won’t go very far into that except to say we dealt with the broad principle of what transformation is about. “We are not going to go into a lot of other sticky issues because that is between the government and OEMs.” “Our point has been that the general attitude towards transformation [by the automotive industry] is a lot more positive than what we would have expected. For the rest of the details, they are still going to engage with government.” Naamsa president Mike Whitfield said they would be having a lot of work groups with all the stakeholders. “So it is a process and its not finished.” Auto industry sources approached, who did not want to be identified, cast doubt on the industry being ready to host the planned summit about the fund in July. The sources said the establishment of the fund was still in the conceptual phase, negotiations with the DTI about the fund were at an early stage, the key performance indicators had not been agreed or finalised and the DTI had not signed off on the process. “The industry is looking for 25 ownership points for establishing the fund. It’s uncertain whether the DTI will accept that R3.5bn, split equally between the companies over a 10year period, qualifies for 25 points in terms of ownership. Companies are not going to put hundreds of millions on table if they do not get the [ownership] points benefit they are looking for,” one source said.

Roy Cokayne is a senior financial reporter for Business Report

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INDUSTRY NEWS

AutoForum - July / August 2017

Redisa showdown set for court this month - Roy Cokayne

A Cape High Court showdown is scheduled to take place later this month between the controversial Recycling and Economic Development Initiative of South Africa (Redisa), the only approved waste tyre plan in South Africa, and the Department of Environmental Affairs. This follows Environmental Affairs Minister Edna Molewa, who previously approved the Redisa plan, last month successfully applying for Redisa to be placed in provisional liquidation. The return date when the court will decide whether or not to place Redisa in final liquidation has been set down for July 25. Redisa has given notice of its intention to oppose the application and provisional liquidation order that had been issued. The stand-off between Redisa and Molewa came to a head last month when Molewa gave notice that she was considering the possible withdrawal of Redisa’s integrated industry waste tyre management plan for multiple reasons, including Redisa’s failure to achieve its objectives and the lack of proper governance and/or accountability. Redisa chief executive Hermann Erdmann countered by confirming Redisa had ceased all waste tyre collections with immediate effect. This followed the implementation effective from February 1 this year of an environmental tyre levy through the Customs and Excise Act, which resulted in the prescribed levy of R2.30 a kilogram excluding VAT being paid to the SA Revenue Service (Sars) instead of directly to Redisa. Erdmann claimed Redisa had not been allocated any funds post February 1 and without any funding, Redisa had no choice but to cease tyre collections “for the time being”. Redisa director Stacey Davidson has denied there had been any deviation from the plan and claimed all the allegations made by Molewa in support of the liquidation application were “gross misrepresentations”. Davidson said Molewa’s application for the liquidation of Redisa was “nothing but a hostile takeover” and unlawful. “The Minister cites two clauses of the Companies Act. But she is not a creditor, she is not a director and neither is she a shareholder of this company. Redisa is not an organ of state. It’s a private company subject to the obligations of the Companies Act,” she said.

PAGE 24

Albi Modise, a spokesperson for the Department of Environmental Affairs, confirmed the department laid fraud and theft charges against Redisa and all its directors in February and these charges had been referred to the Directorate of Priority Crime Investigations (Hawks). The directors of Redisa, according to the company’s webpage, are chief executive Hermann Erdmann, Stacey Davidson, Charline Kirk, Redisa chairman and non executive director Xolani Qubeka, Kabela Maroga, Barbara Nompumelelo Tapela and Elinor Sisulu. Jakkie Olivier, the CE of the RMI, said it had from the outset viewed the Redisa plan with great scepticism for a number of reasons. These included Redisa’s flagrant disregard to address the governance issues as revealed by the formal review of Redisa by an accredited audit firm and the unworkability and poor execution of the plan. Olivier said the RMI had warned upfront “the intention was self enrichment” and had requested that waste tyre levies not be paid directly to Redisa but through Sars to ensure control of these funds by the Auditor General and through the Public Finance Management Act. Olivier said Molewa’s action came in the face of multiple and continued representations over an extended period to both Redisa and the environmental affairs department about the poor operational functionality of the plan. In an affidavit in support of the liquidation application, Molewa indicated that she suspected Redisa had succeeded in transferring almost R30 million of public funds intended for the implementation of the waste tyre plan, out of the country. About R2 billion has been collected to date by Redisa from the tyre industry. Tyre manufacturers pay the levy, but the cost is ultimately carried by consumers, who pay the waste tyre levy through increased retail tyre prices.

Molewa said Redisa was not properly managed and was the target “of at least an attempt, if not actual, misappropriation”. The urgent liquidation court application was made “to safeguard the operations and assets” associated with the Redisa plan.” Molewa added that a document provided to her department anonymously by a Redisa employee, if correct, confirmed that “the funding from the privately collected Redisa contributions are siphoned off to other companies and/or entities and/or even to foreign shores for the benefit of the individuals behind this grand scheme”.

A review team report submitted to Molewa’s department in February this year found that the remuneration packages of the non executive directors of Redisa was in excess of R160 000 monthly, excluding fringe benefits. The combined expenditure by Redisa on the fees of executive directors and staff, comprising about seven people, was a total of R1.7 million a month. Molewa further claimed Redisa had failed to achieve the targets of its own waste tyre plan.

The payment of “staggering amounts” were channelled as management fees to various other entities in which Redisa chief executive Hermann Erdmann, his direct family members and/or directors and/or stakeholders in Redisa personally stood to benefit, she claimed.

She said one of the aims was to create the 10 000 new and permanent jobs in the green economy, but the 3 254 jobs allegedly created by Redisa also included an alleged 128 employees at depots, the head office and the 2 155 micro collectors, which left only 1 099 jobs actually created.

Redisa had paid an amount of R108.347 million as “management fees”, presumably to Kusaga Taka Consulting of which Erdmann was a director, for the management of the Redisa plan.

Molewa added that Redisa reported in May last year it had supported 121 transporters, but 2 900 transporters should have been engaged in year four of the plan, while Redisa’s claim that its activities had resulted in the creation of 226 small businesses could not be verified because proper documentation was not provided.

Molewa questioned why, if this management company was compensated for implementing and administering the Redisa plan and had taken over the operational responsibilities of Redisa, it was necessary to employ four executives and three non executive directors and a number of employees “to the tune of a further R107.076 million” or to provide them with motor vehicles valued at R4.14 million or to refurbish offices for R6.486 million, when Redisa had contracted its operational responsibilities out to another profit company. Companies and Intellectual Property Commission (CIPC) records showed that Erdmann was a director or shareholder of 24 other companies and in every instance accompanied by at least one or more of the following directors of Redisa: Stacey-Inger Davidson, Christopher Crozier, Reza Daniels, Charline Kirk, and his son,Alexander Erdmann. Most of the private profit companies in which Erdmann had an interest as a director had exactly the same registered physical address as Redisa. Over and above the fees earned for services rendered by the non executive directors of Redisa, which amount to about R2 million, these directors were also paid an amount of R1.297 million as fees for the mere acceptance of a directorship in Redisa. Molewa said Erdmann’s remuneration “is excessive and prohibited by the memorandum of incorporation of Redisa”, adding that Redisa had, among other things, also purchased a freehold property for R18.7 million. This was completely outside the mandate of Redisa as set out in its plan.

In addition, it seemed from information provided that about 60 000 tons of waste tyres a year was not collected, leaving about 180 000 tons of waste tyres not accounted for over a three-year period, excluding historical stockpiles of waste tyres previously in circulation. In contravention of the Redisa plan, waste tyres were also exported to China and India. Davidson said Redisa was “completely dumbfounded” by the assertions made in Molewa’s affidavit and claimed the minister’s department had all the documentation that clearly showed how the funds were flowing and the company was managed. “The department is not applying itself to the submissions made by Redisa. If it had, they would have understood exactly where the money is going.” Davidson described as “rubbish” Molewa’s claim that Redisa had delayed or failed to provide the department with documentation that was requested or provide the incorrect information. She further claimed that actions had always been discussed and tabled with the department, and denied Redisa had engaged in unauthorised expenditure or become a vehicle for self enrichment of the directors. Davidson said the vehicles owned by Redisa were for its field service representatives in the various provinces and not for the directors, while the house that had allegedly been bought for R18.7 million was Redisa’s office.

It also owned motor vehicles to the depreciated value of R4.14 million, which was “excessive” and not authorised in the Redisa plan; and employed a security company to secure the private residences of the directors at R63 933 a month.

PAGE 25

INDUSTRY NEWS

AutoForum - July / August 2017

Section 21 company formed to champion Right to Repair campaign The Right2Repair campaign has been given another boost with the formation of Right to Repair South Africa (R2RSA), a Section 21, not-for-profit company, specifically formed to champion the Right to Repair campaign initially launched in 2013. Richard Clarke, chairperson of R2RSA, says industry stakeholders believe the formation of this new company is just what the campaign needs. “The Right to Repair campaign was initially spearheaded by the Motor Industry Workshop Association (MIWA). As it has developed and gained traction it made sense for MIWA to join forces with campaign supporters such as Bosch, Grandmark and MAHLE to form an independent company solely committed to the progress of the campaign.” The Right to Repair campaign aims to allow consumers to select where their vehicles are serviced, maintained and repaired at competitive prices in the workshop of their choice. “There is a need for a fair and competitive regulatory environment that enables freedom of choice for the consumers and gives aftermarket Small Medium Enterprises a chance to stay in business. South African legislature needs to follow the international Right to Repair trend which promotes South Africa’s existing consumer and competition laws. Our objectives are to raise awareness among consumers and bring about this legislative change,” says Clarke. Right to Repair campaigns in Europe, the UK, the USA and Australia have successfully seen change implemented and in some countries legislated. “The status quo in South Africa cannot continue. It is exclusionary and unsustainable. Aftermarket repairers are being denied access to codes, tools, and information and parts are overpriced.

PAGE 26

Current exclusionary practices mean SMEs are being driven out of business, and job creation is restricted as is the growth of this sector. Denying workshops the chance to repair vehicles because of warranties and access to information has allowed Original Equipment Manufacturers to monopolise the automotive industry. If there is no change, workshops will no longer be able to service new vehicles sold in five years’ time,” explains Clarke. Along with that, Clarke says the anti-competitive situation means inflated prices for consumers. “Extended warranties are locking consumers into periods where firstly, they have no choice but to use the dealer for repairs and secondly, they are at the mercy of the dealer who can charge whatever rates he/ she chooses.” “Ultimately consumers are being denied the right to have their vehicle repaired at a workshop of their choice. We believe this also inhibits the consumer’s right to support local business,” he says. The recent enquiry into the industry by the Competition Commission has brought these issues into the spotlight. “We would like to play an integral part in the drafting of a code for the industry and will give our full support to the Commission’s action plan going forward. We want consumers to start questioning. We want to see change. We want equality and sustainability in our industry. R2RSA plans to make these things a reality,” concludes Clarke.

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INDUSTRY NEWS

AutoForum - July / August 2017

Ransomware – are you at risk? Junaid Amra, Associate Director, Cybercrime and Forensic Technology Services at PwC, answers some questions about the latest spate of ransonware attacks. A number of organisations across a broad range of industries have been affected by the recent NHS ransomware attack. Europol has estimated that there are more than 200,000 victims of the attack in 150 countries since it began, describing it as ‘unprecedented in its scale’. What was it all about? WannaCry is malicious software (malware) that is classified as Ransomware. What this simply means is that on infection it holds your computer or device to ransom. Recent strains of ransomware encrypt data and require a ransom to be paid in order to get access to the data. In this case $300 in Bitcoin (an online currency) was requested with this amount increasing over time. Why was WannaCry so effective? Wannacry was first detected in February 2017 (version 1) and was limited in terms of its impact. A company believed to be part of the National Security Agency (NSA) in the US called the Equation Group was breached. It seemed that they had a stockpile of exploits that could be used to exploit vulnerable systems. From April 2017 these started becoming visible on the internet. Wannacry was re-released on the 12 May 2017 but this time around was linked with one of the exploits that had leaked from the Equation Group breach. This increased the effectiveness of the attack. A security researcher discovered a kill switch in the ransomware which, once activated slowed the spread of the attack. Variants of the ransomware appeared by the 14 May 2017 which were not affected by the above kill switch. What steps should organisations take to protect themselves? The ransomware affects devices running Microsoft Windows. Microsoft had released a patch for the vulnerability exploited

PAGE 28

by WannaCry in March 2017. Unfortunately many organisations had not installed the patch, which resulted in them being infected. There are a number of pragmatic steps that an organisation can take to reduce the likelihood of cyber security incidents, limit the impact when one does occur, and to recover swiftly and effectively. PwC has developed seven principles to assist organisations structure their governance of cyber security risk. Adopting these principles will help boards and management debate and make the tough decisions needed to develop an adequate response to the threats they face: Real understanding of exposure: Many organisations fail to understand why they might be targeted, what makes them vulnerable and how an attack might impact them. The understanding needs to extend beyond the enterprise. It must reflect relationships that could make them a target and the complexity of digital connections that could cause them to be vulnerable. These relationships include suppliers, service providers; partners; cloud services; critical data feeds; and staff and customers. It must also reflect what data the organisation manages, why and where. Appropriate capability and resource: Effective cyber security requires a capable skilled team that is empowered and resourced to shape an organisation to be secure. Boards need to be confident in the capability of their security function and its leadership, their ability to drive a broad response to cyber security across the whole enterprise, and rapid access to wider capability when required. For boards to be effective in this area, they themselves require sufficient knowledge to probe, challenge and support management.

Holistic framework and approach: A holistic approach to managing cyber security needs to not just build and operate effective cyber security controls. It must also reduce the complexity of the technology and data estate to which those controls are applied (inside and outside the organisation); address process and cultural/human vulnerabilities that attackers are increasingly targeting, and embed cyber security consideration in all business decision making. Process vulnerabilities are often overlooked, but common targets. Examples include weak registration processes to online services or distributing sensitive data to an inappropriate third party for processing. A simple, but often exploited human vulnerability is poor password management, such as the reuse of credentials across applications.

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Independent review and testing: Boards require independent validation and testing of their cyber security posture. This can be achieved through independent expert review of cyber security frameworks and approaches, and even certifications of specific elements. Incident preparedness and track record: Governance of cyber security risk is important but effective governance when the risk materialises is critical. Ensuring that focused, practiced plans exist to respond to, and recover from, the most likely scenarios is essential. These need to consider not just technical resolution, but also business management, reputation management and management of legal and regulatory risk. In addition, organisations need to be able to respond appropriately to the reporting of vulnerabilities that could make products, services or internal processes vulnerable to attack. Considered approach to legal and regulatory environment: Cyber security cuts across an increasingly complex legal and regulatory environment globally. Industry regulation, data protection regimes, national security legislation, reporting requirements and product liability are a few examples of legal and regulatory environments that need to be understood, and a considered global response developed and maintained. Active community contribution: No organisation can protect itself in isolation. Collaboration is essential â&#x20AC;&#x201C; between organisations within industries; through supply chains; between public and private sectors; between companies and law enforcement/intelligence agencies; and even with customers. What if an organisation has been affected? We never recommend paying a ransomware ransom - unless there is a threat to life. Doing so fuels the malware economy, funding the development of additional malicious campaigns. In terms of Wannacry security researchers have released software that could in some instances decrypt data that was encrypted by the ransomware.

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PAGE 29

INDUSTRY NEWS

AutoForum - July / August 2017

Innovative new PLM system launched to SA market ICT service provider, T-Systems South Africa recently announced that it has extended its partnership with Dassault Systèmes - a global leader in 3D design software, 3D Digital Mock Up and Product Lifecycle Management (PLM) solutions. At the Johannesburg “Innovate the Future” event, Dassault Systèmes presented the “3D Experience Platform” which focused on strategy development for breaking silos in organisations. To prepare for the so-called 4th industrial revolution, companies leverage existing systems and data, focusing on a strategy of “re-use” to capitalize on delivery time and quality, which in turn relies on good processes.

Consumption based IT changes a company’s desktop requirement, and can mean connecting to cloud based data and processing. T-Systems wants to take this Platform solution to businesses, particularly in the manufacturing sector, where product life cycles can be understood and improved on. This technology and systems are especially beneficial as they allow for inclusion of existing systems and data.

Michaels Frans, Head of Business Development & Strategy for Automotive and Manufacturing Industries at T-Systems, started off his presentation discussing how a customer of his based in the logistics sector, did not realize that in fact their business is based on IT - using the now common reference to uber who are worth US$ 40 billion, without owning a taxi. “They are not a taxi business but rather an IT platform business. This - he explains - is how we need to look at disruption. It is about changing business models. Companies will be required to reevaluate everything, from supply chain through to delivery to the customer, as well as manufacturing and individualisation of products.

The companies want to bring together various components of a business and make sense of what it already has ensuring the value that it delivers and how users can extract more value out of it,in a consolidated format. “For the first time we want to deliver modeling and simulation that has not been possible to deliver in SA before.” Part of the new partnership announced is the Fujitsu South Africa’s Industrial Kiosk, which brings a revolutionary approach to PLM that caters to the rugged environments and heavy demands of the industrial sector.

“Adidas are focusing on 3D printed shoes, beyond me going into a store to measure my foot, I don’t need more interaction with their current setup”. Chinese startup Dada is revolutionizing the “last-mile” logistics business, where private registered users get paid to deliver items that are on their route anyway. The problem is that while companies need to be stable and remain profitable, they need systems and processes that enable fast flexible responses to changes - it’s a very difficult balance to achieve. Fail fast, learn quickly and adapt to new opportunities is the message.

Dassault Systèmes’ unique 3DExperience Platform with Fujitsu’s industrial computer kiosks - with built-in track pads and palm vein user authentication, all neatly packaged as part of T-Systems’ extensive value-added solution - result in a unique set of end-to-end PLM products and service offerings. The partnership will also offer Dassault Systèmes’ 3dExperience Platform from the cloud, a first in the PLM space locally. At the same time, T-Systems will make access to High Performance Computing available to the local market. This is the first real “Simulation-as-a-Service” offering in South Africa and is aimed at the local engineering and manufacturing industry. The paperless solutions enable organisations to manage their products and services from design and engineering to the customer environment – making it ideal for the needs of the automotive and manufacturing industries. Clients such as Bosch and Airbus are already using solutions delivered by the Dassault T-Systems and Fujitsu alliance that enables their PLM as a service offering, to deliver solutions to the manufacturing floor and allow the collaboration across the business that allows for the rapid adjustment. SA however, has unique problems, where artisans who have 30 years of valuable input in manufacturing companies, may still not have been afforded the opportunity to learn to read properly. The minimum for factory workers will now be a matric, but utilizing more graphic instructions to these workers is essential in making sure they remain employed and relevant to the business. T-Systems feels that the systems they are putting in place address these unique local needs SA industries face.

PAGE 30

PAGE 31 73516 Continental Auto ad 276X96_Autoforum.indd 1

2016/05/05 8:45 AM

INDUSTRY NEWS

AutoForum - July / August 2017

Automotive industry to phase out environmentally-unfriendly refrigerants In line with the latest legislation in Europe, which came into effect at the beginning of the year, the automotive industry is required to phase out current environment-damaging refrigerants being used, and replace these with green alternatives. Automotive air-conditioning systems currently run on R134a refrigerant. However, HFO1234yf has been introduced as the next-generation gas for car air-conditioners, according to speciality chemicals and gas supplier A-Gas South Africa. R134a, or 1,1,1,2-tetrafluoroethane, is a haloalkane refrigerant with thermodynamic properties similar to R12 (dichlorodifluoromethane), but with insignificant ozone depletion potential, and a somewhat lower Global Warming Potential (GWP) of 1 300, compared to 2 400 for R12. HFO1234yf, or 2,3,3,3-Tetrafluoropropene, is the first in a new class of refrigerants with a GWP rating one 335th that of R134a, and an atmospheric lifespan about 400 times shorter. HFO1234yf has similar cooling properties to R134a, which has been used as an automotive refrigerant since it was introduced way back in 1994 to 1995 as a replacement for R12. While R134a contains no chlorine, which is harmful to the ozone layer in the upper atmosphere, the problem is it does retain heat well, and therefore has an unacceptably high GWP. While chlorofluorocarbons (CFCs) were common in the past, these were phasedout by the Montreal Protocol in the late 1990s, paving the way for the advent of HCFCs (hydrofluorocarbons). Now the latest Kigali Amendment to the Montreal Protocol, ratified in October 2016, is looking to the future phase-out of the latter, and their replacement with HFOs (hydrofluoroolefins), the fourth generation of fluorine-based gases. According to the United Nations Environment Programme (UNEP), the Kigali Amendment includes specific targets and timetables to replace HCFCs with more environment-friendly alternatives; provisions to prohibit or restrict countries that have ratified the protocol or its amendments from trading in controlled substances with states that are yet to ratify it; and an agreement by developed countries to help finance the transition of poor countries to alternative safer products. African countries opted to phase down the chemicals faster than required, citing the grave threats the region faces due to climate change. “We have been able to meet our target of reducing our HCFC consumption by 10% in 2015, and are committed to ensuring we meet all of our targets,” South African Minister of Environmental Affairs Bomo Edna Molewa commented.

PAGE 32

The Kigali Amendment has divided the world’s major economies into three groups, each with a target phase-down date. The most developed countries, including the US and the European Union, will reduce the production and consumption of HCFCs from 2019. Most of the world, including China, Brazil, and all of Africa, will freeze the use of HCFCs by 2024. A small group of the world’s hottest countries, such as Bahrain, India, Iran, Iraq, Kuwait, Oman, Pakistan, Qatar, Saudi Arabia, and the UAE, only have to halt HFC production and use by 2028. With many international automotive manufacturers represented in South Africa, there will not only be a burgeoning demand for the new HFO1234YF refrigerant in future, but these systems will soon require servicing or recharge as well, necessitating both supply of, and training in, the latest refrigerant. “That is ultimately where the aftermarket comes into the picture in the long term,” A-Gas South Africa sales representative Werner Terblanche points out. “Slowly but surely, as more and more of these vehicles are sold in South Africa, they will ultimately need to be serviced. Therefore, it is important for the industry to not only be knowledgeable about these gases, but also why there has been a need for this phase-out, and the ultimate benefits thereof.” Furthermore, quality refrigerants are key in ensuring systems operate accordingly. Refrigerants that do not meet specifications can result in system failures. For example, a high moisture level will increase the acidity which, in turn, will corrode the system, leading to insufficient cooling or failure of the compressor, which can be costly to replace. “Inferior refrigerants have surfaced in South Africa in recent years, sold by unethical importers, and often in generic disposable cylinders,” Terblanche highlights. Therefore, it is recommended that all repairs and servicing be carried by trained technicians and well-established automotive air- conditioning service centres that use quality, branded refrigerants. “This is critical in terms of preventing equipment breaking down. Vehicle owners should further also be aware of which refrigerant their vehicle requires, to ensure that the correct refrigerant is charged into the vehicle’s air-conditioning system. Should the incorrect gas be used, it could ultimately result in costly damage.”

What SA's ratings downgrade means for the auction industry According to Fanie Bielderman of Aucor, South Africa’s auctioneering market is poised for a shift as auctions grow in popularity over traditional retail sales platforms against a backdrop of credit ratings downgrades and news that the country has slipped into a recession While there is a lag effect in the impact of the country’s downgraded status by international agencies, South Africans can expect the maturing auction sector to expand as an accelerated sales platform option. Economists are predicting greater pressure for consumers if credit becomes more expensive, but given that interest rates have not changed since the downgrade announcements, Aucor has not yet seen a surge in assets available for disposal. In fact, stock levels have remained fairly consistent. “We believe that a greater range and scope of assets will become available on auction as companies and individuals adapt to changing market conditions. In addition, we are seeing a surge in the number of people attending vehicle auctions looking for value purchases - a trend which we predict will translate into greater numbers of qualified and cash buyers at auctions,” says Bielderman. In cash-scarce times, the speed and finality of auctioneering is a major draw-card for corporates. Auctions offer a market platform with a number of potential buyers bidding for assets at a single point in time. Once the hammer falls, settlement takes place within specified periods and there is no room for any further negotiation by buyers. This much-needed certainty, coupled with greater agility, is an attractive benefit.

South Africa’s auction industry has proved to be robust in both economic booms and downturns. This is because corporate asset disposals are initiated for a variety of reasons, including when assets become redundant or there are surplus assets held. In such cases, the role of experienced auctioneers and valuers is pivotal to realising greater value for corporate assets through a simple, transparent and auditable process. Online auctions are growing in popularity. With 83% share of unpaid online traffic in the market, Aucor’s website attracts over 150 000 hits per month and we anticipate further growth as buyers look for greater convenience. However, consumers are warned to do their homework in terms of the credibility of auctioneers. This includes checking that they are CPA compliant, affiliated to professional bodies (Estate Agents Affairs Board and SA Institute of Auctioneers) and whether users are easily able to view goods on auction at bricks-and-mortar facilities. With a commitment to transparency and corporate governance, an auction through credible auctioneers is a high value/low risk proposition.

PAGE 33

INDUSTRY NEWS

AutoForum - July / August 2017

New report: Dealers should tap into tech to attract younger customers Car dealers who provide internet and text messaging options to customers for scheduling service appointments and getting service updates, have higher customer satisfaction among younger customers. That is according to the J.D. Power 2017 UK Customer Service Index (CSI) Study. And although the study was conducted in the UK, the trends for youth engagement can be extrapolated to SA. “Car dealers who aren’t prioritising technology options are missing out on an opportunity to connect with a younger generation of customers,” said Dr. Axel Sprenger, managing director of J.D. Power Europe. “As these consumers begin to account for a larger number of vehicle sales and service visits, it’s important for dealers to be able to cater to their needs to differentiate themselves from competitors and drive loyalty.” Among highly satisfied customers (overall satisfaction scores of 900 and higher on a 1,000-point scale), 88% say they “definitely will” return to the same service facility for future warranty work (work they do not have to pay for), and 81% say they “definitely will” return for future paid service (work they do have to pay for). When satisfaction declines below 900 (between 700 and 899), intended loyalty slips to 66% for warranty service and 49% for paid service. Following are some of the study’s key findings: • Technology key to satisfaction: Just 15% of customers schedule service appointments via the internet/app and their service initiation score (how the service was booked) of 779 is slightly lower than the industry average (781). However, customers who schedule via text message or messaging app (3%) have the highest service initiation satisfaction (808), which presents a lucrative opportunity for dealers to attract younger customers.

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Additionally, offering digital amenities such as computers with internet access, Wi-Fi access, tablets, video games, and workspaces to plug in personal devices, tends to lead to higher service facility satisfaction compared with dealers who do not offer them. • Digital amenities help drive service facility satisfaction: Offering the use of computers with internet access significantly increases service facility satisfaction (+82 points), as does providing workspaces to plug in personal devices (+82 points) and providing Wi-Fi access (+81 points). • Wireless internet can generate higher CSI: Premium brands are more likely than volume brands to offer wireless internet (41% vs. 27%, respectively), but only 55% of all service customers say it is “very easy” to connect to their dealer’s network. Those who say it is “very easy” to connect to Wi-Fi express much higher satisfaction with their service facility (832) and their overall CSI is 848. To maximize the Wi-Fi offering, dealers need to make it easy to use by posting instructions and passwords in the waiting room, and making networks easily identifiable. • Phone calls aren’t obsolete: While 24% of vehicle service customers prefer to schedule future visits via the internet, only 15% actually scheduled their most recent visit using the internet. Two-thirds (66%) of customers still prefer to schedule an appointment over the phone. Service initiation satisfaction is much higher when dealers confirm appointments via phone (805) compared with email/text (748).

Toyota expands research for safety in self driving vehicles Toyota has committed US$35 million in what it describes as “a comprehensive new programme that will expand research into safety challenges and opportunities related to autonomous and connected vehicles.” The new investment in the company’s Collaborative Safety Research Centre (CSRC) in the US will also involve co-operation with leading academic, health and research organisations. The automaker explains that previous CSRC programmes have yielded important advances in safety technology, which include systems that can predict and detect serious illness in drivers such as heart attacks. It can also monitor the performance of drivers with insulin-dependent diabetes. In addition, CSRC research has led to the use of intelligence that is helping develop and refine international standards. The new investment, CSRC Next, will support research over five years and follows four themes: • The potential integration of active and passive safety systems, using advanced pre-crash sensors to improve and personalise crash protection; • Building advanced vehicle-user experience models for individuals and society to improve usability and strengthen the relationship between driver and vehicle;

• Improving mobility by studying how to detect the driver’s personal condition, using physiology and health metrics; • and Applying big data and safety analytics techniques to develop algorithms and tools to study naturalistic driving data. The new research portfolio includes eight projects to be conducted in partnership with six academic institutions. It includes work with the Massachusetts Institute of Technology’s AgeLab to develop perception and identification of objects, and their interactions in traffic. Others focus on deployment of safety systems, the relationship between future mobility and broader social trends, emergency medicine and real time health monitoring.

FCA statement on U.S. independent emissions testing FCA US recently released a statement to the media in which it said that it had been made aware of on-road emissions testing conducted on two of the company’s diesel-powered vehicles by West Virginia University’s Center for Alternative Fuels Engines and Emissions (CAFEE). Based upon court filings and discussions with CAFEE, this testing appears to have been commissioned by a plaintiffs’ law firm for purposes of litigation. “FCA US has asked CAFEE to discuss its testing methodology and share the resulting data for the Company’s understanding, and to determine which on-road test results could conceivably be compared with results from U.S. Environmental Protection Agency (EPA) laboratory procedures. CAFEE has been unwilling to discuss the report.” The CAFEE report implies it would be appropriate to compare its on-road test results with those of one of five required EPA test procedures – each of which is conducted off-road, under laboratory conditions. However, CAFEE’s reported on-road results fail to consider that its tests were conducted: • at average speeds more than 50% greater than those in the EPA test procedure • with 600-700 lbs. more payload than is used in the EPA test procedure • under road conditions (e.g., grades) that are not representative of those in the EPA test procedure FCA says that each of the above conditions may increase emissions readings, therefore rendering invalid a comparison of on-road and off-road test results. Further, the aggregation of these variations makes any comparison misleading.

“Despite the report, there is no regulatory protocol for conducting on-road emissions testing. The report also indicates that the vehicles were modified by CAFEE prior to testing ostensibly in an effort to replicate a prior recall.” FCA US has formally filed an application for diesel vehicle emissions certification with the EPA and the California Air Resources Board (CARB) for its 2017 model year (MY) Jeep Grand Cherokee and Ram 1500 diesel vehicles, the latest model year of the same vehicles apparently tested by CAFEE. FCA US has updated the emissions software calibrations in this MY 2017 certification proposal. The updated calibrations are the result of many months of close collaboration between FCA US and EPA and CARB, including extensive testing of the vehicles, to clarify issues related to the Company’s emissions control technology. FCA US continues to discuss improved software calibrations with the agencies. Subject to the permission of EPA and CARB, FCA US intends to install the same modified emissions software in 2014-2016 MY Jeep Grand Cherokee and Ram 1500 diesel vehicles. FCA US believes this will address the agencies’ concerns regarding the emissions software calibrations in those vehicles.

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INDUSTRY NEWS

AutoForum - July / August 2017

Checking and repairing CV Joints When checking, servicing and repairing Constant Velocity joints it is imperative to use the highest quality replacement components. Aftermarket Solutions distributes the Vortex brand of CV joints and components - which are manufactured to OE specifications and comes with a satisfaction guarantee (subject to some T’s & C’s). As any auto professional understands, CV joints are a critical component in a vehicle’s drivetrain geometry. Vortex supplied us with this handy step by step guide to checking and servicing CV joints. To appreciate the constraints and fundamentals of CV joints it is advisable to categorize the functions into primary and secondary categories. The primary function of the CV joint is to transfer torque from the transmission to the drive wheels at a constant speed in a transverse and longitudinal engine configuration. The secondary function of the joint is to simultaneously accommodate the vertical travel of the suspension during the operation of the vehicle – and even more importantly the joints are required to also adjust to the large angles that the front wheels go through. These angles of articulation, ranging between 45-48˚, occur when the wheels are turned by the steering system and require consistent transfer of torque throughout this movement.

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Identifying damage on a CV Joint Generally the vehicle operator will experience or have complained about a distinctive audible clicking noise when engaging the vehicle in forward motion with the steering rotated beyond a 30˚ angle. The clicking noise often also indicates an offset in the drive train geometry - which may be caused by worn or damaged suspension components or worn CV joints. CV Joint rubber boots Another means of gaining an indication of the condition of the CV joint is by looking out for tell tale signs on the rubber boots. To perform a visual inspection rotate the steering to full lock in a clockwise direction to allow for a good view of the right hand side CV joint boot. Check for cracks or grease seepage then rotate the wheel to inspect the opposite side. With the vehicle supported on a trestle or lift hoisting the wheel will enable the service technician to feel for excessive play or backlash while rotating the wheel in both directions.

Fig. 1

Fig. 2

Fig. 3

Inspection and disassembly

CV joint reassembly

1. Remove the clamp that anchors the boot to the CV joint.

1. If it can be established that there are no worn ball grooves or latent hairline cracks in the spherical cage, you can prepare for reassembly by firstly adding a light film of grease all over the internal joint components.

2. Retract the boot exposing the internal area of the CV. Joint housing. This will allow of removal of the grease. 3. Secure the driveshaft in a bench vice, and tap the edge of the CV joint housing. This will dislodge the anchoring snap ring on the drive shaft from the groove and will allow the CV joint to be removed. Wipe off any excess grease. 4. Mark the housing in relation to the spherical cage and inner ball race. FIg. 1 Above. 5. Swivel the inner ball race and spherical cage to allow of remove of each ball from the race. Fig. 2. 6. Swivel one segment of the inner race into one of the cage openings, to allow of removal of the race form the cage. Check the ball groove and cage for signs of excessive wear and any pitting or seizure. Fig. 3.

2. Align the marked area of the housing, spherical cage and inner race. 3. Reverse the action used to extract the inner race by slotting it into the spherical cage window and then rotating it 90. 4. Once the race is securely inside the spherical cage place the assembly into the CV joint housing. Rotate it by 90Ë&#x161; to allow the assembly to slide into position within the housing. Next gently move the spherical cage sideways to expose the window. Now install the Chromalloy steel balls into the ball grooves. 5. Apply a high lithium-based grease into the ball grooves. Ensure that the grease is evenly dispersed between the spherical cage, steel balls, housing and inner ball race. 6. Wipe the side shaft spline and lightly apply a film of grease over the splines. With the small diameter first, gently push the rubber boot over the splines. Align the drive shaft splines into the CV jointâ&#x20AC;&#x2122;s inner race splines. Tap into place, using a rubber mallet if need be, until the CV joint is bottomed against the drive shaft splines. Ensure not to damage the thread on the stub shaft. Ensure that the snap ring is locked into position by lightly pulling the CV joint backwards and forwards.

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COMMERCIAL

AutoForum - July / August 2017

Brake and Tyre Watch provides a wake up call to fleets Hino South Africa was once again a major partner of a Brake and Tyre Watch event - a joint venture with Hino Pinetown and the project’s traditional partners, which took place at the RTI Pinetown Testing Station in KwaZulu-Natal. The event once again proved a revelation regarding the roadworthiness of trucks, particularly for the staff from Hino Pinetown and some of their fleet customers who attended the two-day event.

stopped and put through a brake roller test, while all trucks were checked in the pit for trailer defects and other faults on the truck itself, such as faulty lights. Four of the six vehicles checked were taken off the road as being unroadworthy.

The first day was spent in a classroom session at the eThekwini Electricity Training Centre, where traffic officials were trained. “Training is the key of this initiative,” said road safety champion Patrick O’Leary, of Fleetwatch magazine.

This latest event commemorated the 38th occasion that O’Leary and his team, in conjunction with partners from the industry, had staged a Brake & Tyre Watch roadside safety check. “

“It is very difficult for these officials to evaluate a vehicle’s brakes and tyres when they are stopped in a roadblock if they do not know what to look for and how the various braking systems work.” “New braking systems are continually being introduced into the latest model trucks coming onto the local market so traffic officials need to be updated on an ongoing basis. Training is provided free of charge by our partners from the industry,” explained O’Leary. The second day was a hands-on test day at the weighbridge. Randomly-selected trucks were

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This was the second time that Hino and its dealers have given direct support to the Brake & Tyre Watch project and we are pleased to be involved in this initiative to make our roads safer,” said Ernie Trautmann, the Vice President of Hino SA. “It was certainly disturbing to learn that four of the six trucks checked were unroadworthy and we believe that the authorities need to be far more proactive in conducting their own roadblocks linked to brake and tyre checks. The praiseworthy Fleetwatch programme, by its nature, cannot be a national watchdog, but is rather a dipstick to highlight the high number of unroadworthy trucks on our roads.”

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AutoForum - July / August 2017

COMMERCIAL VEHICLES

Eicher is the new trucking brand on the block - Dave Scott

When it comes to animals, corporate logos and branding favour eagles and prancing horses. It may be a flash-back to our historical roots when the rulers of the Roman Empire were pictured charging into battle on chariots and horses with an eagle gripping the leader’s wrist. And that’s what is happening with Eicher, a new truck brand with a logo depicting a speeding horse, charging in to do battle with an over-crowded South African truck market. The introductory TruckEx re-launch of Eicher at Kyalami did not spare the horses either. Eicher made a bold statement for their truck range, which will ride in on the back of the UD truck dealer network who have only just also launched their new Croner truck range. The reveal of Eicher’s Pro 3008 model was executed in professional style with a strong PowerPoint message, industrial theatre, dramatic music, smoke, dancers and canapes… Together with soccer performers keeping the ball bouncing while contorting themselves - in line with Eicher’s “non stop performance” message to the market.

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Positioned with UD for sales and service To kick off, 14 UD dealers will now include the Eicher brand on their buildings and paperwork. It’s multi-franchising but all under the Volvo Group umbrella because Eicher is the outcome of a JV with Volvo trucks and UD is a Volvo subsidiary. The Volvo/Eicher joint venture is represented under VECV South Africa (Pty) Ltd. A new medium to fill the gap UD does not have a truck model in the medium truck class at present – 3,500 to 8,500kg gross vehicle mass (GVM) – so Eicher’s Pro 3008 at 8,500kg GVM fills a gap. But the racing horse logo is not stopping there! Eicher heavy models are also under test – over 200,000km – at present with a possible launch of the Eicher Pro 6000 series before the end of 2017.

Both brands are part of the Volvo Group and this will compete directly with UD Croner models. Perhaps that’s why UD Croner models are relying heavily on Allison automatic transmissions to differentiate their range from the Eicher models which will sell under UD sticker-prices? Increased perceived value The Eicher Pro 3008 is fully packed with perceived value-add specs. Electric windows, air-conditioning, audio system, full-air S-cam braking systems, fog lamps, a 190 litre fuel tank, Volvo Group 3.0 EMS (engine management system), and all the safety that one expects as a standard – ABS braking, exhaust brake, battery isolator switch, tubeless radial ply tyres and more. It might be from India but is certainly equal to, and in some aspects superior to, Japanese specs while giving the Chinese a run for their money as well! Volvo EMS 3.0 in charge Power comes from a turbocharged (it’s not intercooled), 3770cc common-rail, Euro 2, diesel mill that develops 400Nm between 1400-2200rpm. Waste-gated turbo-charging ensures the same power between coastal operations to any altitude above sea-level.

The Volvo EMS 3.0 includes engine protection that automatically shuts down the engine to limp mode and power off in the event of low oil pressure or excessive coolant temperature – identical to UD Croner! Will Eicher offer a model equipped with automated manual transmission (AMT). Surender Singh – Vice President and Country Head of VECV South Africa – points out that 60% of the truck market still favours manual transmission and this is the segment that Eicher focus on. It’s a good start to have 14 live service outlets represented by the UD dealers from big dealer groups. Parts will be serviced through Bidvest Logistics. Singh concludes: “South Africa is a ‘BIG STEP’ in Eicher’s export drive and Eicher’s global vision to produce 100,000 trucks annually.” Price & package What does an Eicher Pro 3008 cost? Eicher are aiming to be the lowest price product in the Volvo Group. The recommended retail is R349,900 Ex VAT – and it includes a 2-year 100,000km service plan with a 2-year full warranty that extends to three years on the driveline.

Clockwise from opposite left: The Pro 3008 on reveal, a cutaway display of the drivetrain system; Vice President and Country head Surender Singh introducing the brand history; The outdoor display area; Antonie Bekker, director for Aftermarket, Singh and Marketing Director Mark Diab.

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COMMERCIAL VEHICLES

AutoForum - July / August 2017

Does your driver have the right licence? Morné Stoltz,

If your business involves the transportation of people, ordinary goods or dangerous goods, it is critical that your driver/s have a Professional Driver’s Permit. Without it, your insurance will not provide cover and you risk damaging liability claims. One of the basic conditions of any vehicle insurance policy is that the driver has the relevant qualification. When it comes to the conveyance of people and goods, it is essential that the driver has a Professional Driver’s Permit or the insurance cover will be repudiated. So if your business has any element of logistics involved, or you are involved in transporting passengers and goods, it is essential you ensure all your drivers have these permits. This would cover Uber drivers, as well as taxi drivers. Without the permit, driver, passengers, vehicle and goods would all not be covered in the event of an accident. Many South Africans see transport as a viable sector in which to start a small business. However, I suspect that many of them forget this particular angle, and thus make themselves ineligible for insurance. The lack of proper licensing could also mean that if they are involved in an accident, they might be unable to claim against the other party’s insurance even if they do not have insurance. Of course, anyone facing a damages claim for negligent driving and who did not have a permit would find their case considerably weakened.

been certified by an approved training body for certain kinds of vehicles. They must not have been convicted of driving under the influence of alcohol, or of reckless or negligent driving, within the past five years. The application needs to be registered with the police, who will also take fingerprints. Of course, it goes without saying that a Professional Driver may not allow an unqualified person to operate his or her vehicle on a public road. Another important issue for business-owners to note is that fraud is a significant challenge. Fake Professional Driver’s Permits are rife. Agencies exist who will provide assurance that a Permit is genuine, or the business must itself make enquiries. The best advice I can give to any business involved in transportation is to make sure your drivers have a Professional Driver’s Permit, and know when each one expires. There is no grace period as there is with a normal driver’s licence, so validity lapses immediately on expiry, and this would mean the insurance cover would also be compromised. Insurance is a key survival tool in this sector: make sure your business benefits from it when the chips are down.

To obtain a Professional Driver’s Permit, which replaces the old Public Driver’s Permit, an individual must meet certain criteria. Applicants need to have a normal driving licence and be certified medically fit by a doctor. They might also need to have

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Morné Stoltz is the Head of Business Insurance at MiWay

JMC Boarding EURO IV an affordable workhorse option Chinese brand Jiangling Motors Co (JMC) has introduced their new Boarding EURO IVsingle cab bakkie to the South African market. This newcomer with an upgraded 2.8-litre diesel engine that conforms to Euro IV emissions standards and modern looks is amongst one of the most affordable one-ton bakkies available. The standard 4x2 version starts at R194 880 whilst the LX model we tested includes key-operated central locking, a radio/CD audio system and electric windows, aircon and mock leather seats at approximately R10 000 extra. Unfortunately airbags are not included, even as an optional extra. An ABS braking option is offered across the range and will cost an additional R5 000. Ergonomically, we found the cab to be comfortable and the layout and styling of the dashboard modern. The height adjustable steering column assisted in assuring the larger driver is accommodated. Although appearing durable, we found the driver’s side foot-well to be “slippery” and although we suspect this was contributed to by the cleaning of the vehicle prior to delivery, possibly with a silicon based product, it gave us cause for concern in terms of the loose mat becoming a hazard. With an understanding that this is designed to be a workhorse and should spend its time moving the loads, the typically harder suspension will be dampened considerably anywhere near its full one-ton payload.

The new 2.8l diesel motor delivers 88kw and 235Nm via a 5speed manual gearbox, which is less than the majority of its peers with smaller capacity engines and seems a little noisier than usual. The EURO IV’s pricing certainly contributes to keeping this vehicle competitive in its sector. Our test vehicle pleasantly surprised, with good torque delivery it easily achieves and holds the 120km/h speed limit whilst exempt of any load and manufacturer claims of consumption figures of 8l/100km appear to be achievable, however, full loads will have an impact on these figures. We found the Euro IV to be more than capable and considering its heritage based on the previous generation Isuzu and competitive pricing, we believe this bakkie, complete with its 3 year /100 000km warranty and optional service plan is a viable option for moving your goods and products.

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COMMERCIAL VEHICLES

AutoForum - July / August 2017

Lack of servicing and training major causes of SA truck accidents According to the Road Traffic Management Corporation, 36 major crashes involving trucks were investigated last year (2016). 143 fatalities and 136 injuries resulted from these incidents, which involved 49 trucks, 35 light motor vehicles and 11 minibuses. Mike De Lange, owner of the Mike De Lange Service Centre and a member of the Motor Industry Workshop Association (MIWA), believes these accidents can be attributed to a lack of maintenance on trucks and negligence. De Lange, who specialises in the servicing of trucks, says he often sees trucks owners trying to save on expenses and not doing regular inspections. “Trucks are not being serviced as regularly as they should be and to a standard that is good enough for our roads,” he says. Along with that, De Lange believes that stricter laws should apply to who should be allowed to own a truck. “Anybody can buy a truck and put an underpaid and unskilled driver behind the steering wheel. This is resulting in major risk on our roads. The industry is also being compromised due to some players hiring and repairing on the cheap and then offering the cheapest quote possible for their services undercutting other players.” “Drivers should be receiving special training besides the requirements needed to get a code 14 license. I don’t believe this is being done or done properly. Drivers also do not seem to understand the importance thereof,” he says. Vishal Premlall, Director of MIWA, agrees saying the number of truck accidents each year is unacceptable. “You just need to drive on any of our major highways to see that many trucks are not roadworthy and not being maintained. Besides the obvious accident risk these vehicles present there is also the pollution

PAGE 44

factor and potential loss of cargo and damage to property when accidents happen. The answer is regular maintenance and better training,” he says. Premlall says regular maintenance is also the only way to guard against major repairs. “Truck owners may believe they are saving by avoiding regular servicing but it ultimately costs far more when a major component needs replacing because it wasn’t properly maintained. The key is to watch the mileage and months and to refer to the service booklet for when services are required. There are accredited workshops around the country who specialise in truck servicing at affordable rates. It pays to do your homework and find a workshop near you,” he says. Another worrying trend is the number of truck drivers that drive in the fast lanes, despite their trucks being limited to lower speeds. “Young and inexperienced drivers often don’t fully understand the mechanical condition of the truck nor the safe braking distances needed to stop the truck in the event of an emergency.” He adds that there needs to be a clamping down from authorities on unroadworthy trucks and reckless drivers. “Trucks are a major risk factor on our roads and authorities need to be stricter on how these vehicles are being policed. Handing out fines and releasing dangerous vehicles and drivers back on to our roads is not good enough,” he says.

Eqstra Training Opportunities As part of its Learning and Development programme, Eqstra Fleet Management and Logistics has introduced the Eqstra Bursary Programme. The latter is an accredited NQF level learnership bursary to assist family members of employees who are looking for qualifications and work experience. After receiving more than 50 applications, 12 suitable candidates were selected for the first bursaries. The candidates chose the area in which they wish to study – that is finance, marketing, and so forth. Alternatively, they are able to rotate freely through the business until they find their preferred area of expertise. The programme lasts for a period of 12 months. The candidates spend three days of each month on theory and practical courses, after which they are requested to provide a portfolio of evidence to assess their competency levels. During the rest of the month they are allocated to a project to gain on-the-job training and new skills. At the completion of the course, candidates receive a Business Administration NQF4 certificate, accredited through SETA and are assisted to find permanent employment. “Our first group of candidates achieved a significant success rate,” says Kayt Naicker, transformation specialist at Eqstra. Other programmes offered by Eqstra include a three year Apprenticeship Programme in which suitable candidates are chosen from one of the company’s Social Economic Development Programmes - “Eqstralution”. This was implemented to focus on disadvantaged technical schools, namely the Pretoria or the Rhodesfield Technical High Schools.

Candidates study to become qualified Diesel Mechanics at the Eqstra Training Academy situated on the East Rand and are assisted with academy costs, meals and accommodation, transport and uniforms. In addition and as part of the training course, Eqstra funds the costs relating to obtaining a Code 14 drivers licence. To gain practical experience, the apprentices work at Eqstra workshops based in Durban, Clayville and Germiston. Eqstra also offers 18 month long internships to external candidates during which they can gain work experience and on-the-job training in any field of business including human resources, marketing, finance and business, aiding them to achieve their qualification. Other Youth development opportunities offered by Eqstra include sponsorships through the Theo Jackson Scholarship fund (Eqstra is currently sponsoring 4 learners from Grade 8 through Grade 12 at Jeppe High School for boys and then onto university next year) as well as aiding additional learners from Rhodesfield Technical High School with tuition and residence fees. Once the learners obtain their qualification they are employed at Eqstra for two years to attain work experience. All programmes see successful candidates paid a stipend to cover their living and transport costs. Interested persons should contact Kayt Naicker at 011 458 7555 or email her at knaicker@efm.co.za

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COMMERCIAL VEHICLES

AutoForum - July / August 2017

Volvo Trucks opens US$10 million Zambian dealership Volvo Group Southern Africa recently announced that it had launched its new dealer facility in Zambia’s capital, Lusaka, in partnership with Titanium Motors Limited. With a complete sales, parts and service offering for Volvo Trucks and UD Trucks customers, the US$10 million investment is highlighted as an indication of the importance of Zambia as a regional transport hub and a vote of confidence in the Volvo Trucks and UD Trucks brands in the country.

He added that transport, and especially trucks are essential to the region’s growth, and to drive development and progress. According to Bharuchi, the team is committed to ensuring that fleet operators’ vehicles stay productive and on the road by providing quick service and first-class technical solutions.

The 7 500m² dealership boasts a one-of-a-kind showroom, as well as a training facility available to enhance the skills of staff and local fleet owners. It has six work bays, trained and accredited technicians, mobile service units, parts warehouse, as well as dedicated sales teams for each of the brands.

“Safety is the cornerstone of everything we do; it is inherent in our vehicles, in the genuine parts that have been manufactured according to uncompromising standards, in our skilled and extensively trained workforce, as well in the innovative technology implemented to enhance Volvo truck operators’ productivity and efficiency” said Claes Nilsson, President of Volvo Trucks.

“Our team is passionate about customer service and providing a level of support that adheres to our customers’ exacting requirements,” said Farook Bharuchi, CEO of Titanium Motors Ltd. “We are committed to continue investing in the training and development of our staff to the ultimate benefit of our customers.” Torbjörn Christensson, President of Volvo Group Southern Africa, commented: “Zambia is a key African market for Volvo Group, as apart from its very central location in southern Africa, it also has exciting potential as a developing market with a growing economy and emerging infrastructure.”

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Gert Swanepoel. Managing Director of UD Trucks Southern Africa, said that the company is constantly looking to develop and strengthen their footprint across the region. “This partnership with Titanium Motors reinforces our commitment to not only provide world-class and sustainable support to our customers in Zambia, but also to fleet owners who run cross-border operations along the trade corridors of the southern African region.”

Fully Automated Transmission Increased Productivity

Product in photograph is for illustration purposes only and is subject to stock availability.

Talk to your UD Trucks Dealer to find out how they can make every moment count. Go to udtrucks.co.za, to locate your nearest dealer. Call our 24-Hour Roadside Assistance 0800 008 800 (in breakdown situations) Going the Extra Mile

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** Relevant to SA supplied product

AutoForum - July / August 2017

Showtime Automechanika JHB 2017 promises to be crucial for the African automotive sector Automechanika Johannesburg is rapidly gaining increased ground not only on the African continent, but also on the international automotive aftermarket scene.

Showtime

This year’s show, taking place at Nasrec, from September 27-30, is the fifth Automechanika show to be staged in SA and is one of 16 in the world. As Konstantin von Vieregge, the CEO of SA Shows Messe Frankfurt, explains: “Messe Frankfurt views its only Automechanika trade fair in Africa as increasingly important not only for SA, but also for Sub-Saharan Africa where sales of new vehicles have plunged, making the need to keep existing cars, pick-ups and trucks on the road critical for both business and personal transport.”

PAGE 48

“Messe Frankfurt has set up a local subsidiary as an indication of the priority placed on growing our business in Sub Saharan Africa substantially. We are building the team to support our drive to increase our portfolio of consumer shows and trade fairs in the region. A recent addition to our management team is , who has been appointed Group Exhibitions Director. Low, who has many years of experience in the exhibitions industry most recently as Portfolio Director at Specialised Exhibitions for the past four years, is heading up the Automechanika Johannesburg organising team for this year’s event.” This year will see Automechanika Johannesburg co-located with three new, related shows: Futuroad Expo, an international truck, bus, and trailer show; Scalex Johannesburg, a trade fair for transport systems, infrastructure, and logistics solutions; and REIFEN, a trade fair for the tyre industry. “This four-shows-inone concept is a huge boost for businesses operating in the automotive and transport environments, not only here in South Africa, but also, as mentioned earlier, in Sub Saharan Africa,” says Philip Otto, Automechanika JHB’s Show Director. “This event will now be a particularly attractive offering for businesspeople north of our borders, as we offer four, specialised exhibitions at one venue over four days”. “Over the years, since the first Automechanika trade fair was held in SA in 2009, we have continued to grow the number of exhibitors and

visitors to these biennial events. We already have more than 500 exhibitors confirmed for this year’s co-located shows and are still taking bookings,” continues Otto. The Futuroad Expo replaces the JHB Truck and Bus Show which was previously co-located with the JHB International Motor Show and will be Sub Saharan Africa’s leading professional event for the truck, bus, and trailer industry, bringing together the suppliers and buyers in the region to see new products, innovations, technologies, and services, to share ideas and build business relationships. There are plans to stage a halfday conference for this sector of the transport industry. “There has been positive response to the Futuroad Expo as it is a B2B event and not a consumer/B2B exhibition as was the case in the past,” adds Low. The fact that it will be a four-day instead of an 11-day exhibition is also finding favour with exhibitors. The rapidly changing technologies and operating processes in the motor industry are having a profound effect on the way companies do business in this sphere, so the role of associations and organisations with similar focus are increasingly important. In light of this many of the relevant organisations are using Automechanika JHB as a venue for major conferences. These include the RMI, MISA, MIWA, FRA, SABOA, CRA, RFA, ERA, SADFIA and SAMBRA. In addition, the Autobarn retail stores network is meeting at the show, the Gordon Institute of Business Science will hold a conference on “Doing Business in Africa” and the RMI, together with its British associate, the Institute of the Motor Industry (IMI) is organising a skills conference in addition to having a joint industry breakfast with MISA. “Overall, I believe we are putting on a comprehensive show backed by a healthy programme of conferences, making Automechanika JHB a ‘must’ for those involved in the transport and motor industries,” concludes Low.

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PAGE 49

SHOWTIME

AutoForum - July / August 2017

JMC SA launches automatic Landwind and Changan Star 111 series Kloofzicht Lodge in Magaliesburg hosted JMC SAâ&#x20AC;&#x2122;s clients, dealers and the media as they launched new models into both their JMC and Changan brands earlier this month. In 2013 JMCSA took over the distribution of Chana in SA and diverted back to the original name of Changan, a company with a 154 year history that first became involved in the the automotive business producing small sized vehicles in 1984. Changan achieved a milestone of selling 10 million units worldwide within their first 30 years.

The manual Landwind 5 first launched in South Africa in 2015, however, the automatic version brings a fresh upgrade to the established 6 speed manual 4x2 edition. The new automatic derivative of the SUV delivers 250 Nm/ 2800 â&#x20AC;&#x201C; 4400 rpm and hasa claimed acceleration of 0-100in under 13 seconds featuring an 8 speed gearbox.

JMC SA have announced plans to establish Changan as the leading small business supplier with their range of single, double cab and Minivans incorporating modern design with larger and longer load beds on the derivatives of the new Changan Star III series.

The flagship model comes equiped with an electric sunroof, leather seats, multi- functional steering wheel and AT cruise. Both the manual and auto Landwind have a standard 5 Year/ 100 000 Km service plan, and 3 Year/ 100 000 KM warranty, including 24 hour roadside assistance.

The new Star III series design is improved for a better load capacity, other enhancements include a more powerful 72kw engine, 3 year/ 100 000 Km warranty and larger tyres. With a load bin of 2.75 m, the Single Cab is now claimed to have the biggest load bin in its class. The Minivan edition will cater for a broad spectrum of small business owners wanting to transport loads without exposure to the elements. The Double Cab allows for extra passengers, still carrying a load in the 2,06m bin. The Lux models offer air con and central locking.

PAGE 50

Clockwise from top: Single cab, Double cab and mini-van versions of the Star III. The automatics Landwind also on display

Automechanika JHB's Africa Roadshow The South Africa Automotive Export Manual 2017 compiled by Dr Norman Lamprecht on behalf of the AIEC confirms that South Africa’s total automotive exports into Africa exceeded R31Billion in 2016. Outstanding in this statistic is that SADC member countries in addition to Kenya accounted for R24, 82 Billion of SA exports into Africa and of further interest is that automotive component exports to these countries totaled R11, 73 Billion. The relatively ease of access by road or rail, geographical proximity and the formation of a free trade area within SADC, help promote the South African automotive industry as a preferred supplier and location from which to access the region.

Both the Namibia and Zimbabwe events in the format of a business breakfast briefing have already been held successfully with a lot of interest being shown by attendees and both exhibitors and visitors, including an official delegation from the Motor Industry Association of Zimbabwe confirming attendance. The Kenya and Zambia road shows will take place on August 2 and 17 respectively as a continuation of Automechanika Johannesburg’s strategic marketing program to the region.

Senior management of Automechanika Johannesburg embarked on an Africa Road Show in early July in recognition of this significant market as a growth opportunity for exhibitors at the show in September. Having listened to the feedback from the 2015 exhibition in terms of the market potential of our African neighbours and exhibitors desire to interact with these countries, Automechanika JHB identified Kenya, Namibia, Zambia and Zimbabwe as venues for their Africa VIP Road Show. This road show provides Automechanika Johannesburg’s management the opportunity to promote the September show to potential visitors and exhibitors within the region.

Clockwise from top: Josh Low and Konstantin von Vieregge in Windhoek; MIAZ Visitors at the Harare event including Sarudzai Masoka - Executive Director, Lucksom Gwara - President and Simplicio Shamba - incoming President. Industry representatoves in Harare. Attendees in Windhoek.

PAGE 51

Aftermarketplace

AutoForum AutoForum - July / August 2017- July / August 2017

Federal-Mogul filtration range for truck and bus fleets

and debris. By removing abrasive debris from the air entering the induction system, and entrapping particles in oil filters, the lifespan of the engine is prolonged significantly.”

Federal-Mogul Motorparts offers a full range of oil, air and fuel filters for a large percentage of the vehicle park in South Africa, packed under the Champion brand. It is also currently busy extending its filtration range to cater for truck and bus fleets. There is a large drive behind the Federal Mogul Motorparts service line, which offers a full solution to these fleets, so explains Albertus Steyn, Senior Technical Advisor. Champion filters have been developed specifically for African operating conditions, which differ markedly to those in Europe, for example. “Fleet owners must realise that preventative maintenance assists in reducing breakdowns. The filtration system on any vehicle is the first line of defence against foreign particles

Even the latest-generation diesel engines depend on a good filtration system as the foundation for life expectancy. The next-generation diesel engines running in Europe are far more efficient than some of the older generation engines in operation in Africa. This is due to lighter materials and smaller tolerances between dynamic components, with higher compression ratios and high pressure fuelling systems. Thus filter media have also had to evolve fitting the incorrect technology filter to these engines can prove lethal. Steyn adds that these latest-generation engines are expected to arrive on the South African market in five to seven years, which means they will have to be maintained properly. “We are already preparing for this, undertaking constant research and development on engine components and filtration media to assist us in offering the best solutions to our customers,” he concludes.

Textar Aftermarket Brake Pads Textar brake pads have been scored tops at a recent AMS braking test. OE friction manufacturer TMD Friction, distributed in South Africa by Torre Parts and Components, participated in the internationally recognised AMS braking test, which used Audi A5 and VW Passat Variant test vehicles loaded to the permissible gross vehicle weight, along with two passengers. The cars were brought to a standstill by braking from a speed of 100 km/h ten times in a row. The first and the tenth braking applications were evaluated to provide information about the characteristics of the brake pads when they were cold and hot. Textar competed against three competitor brands and the respective OEM material, with both test vehicles equipped with ex works. Overall, Textar achieved the best results compared to the competitors’ products. The internationally accepted AMS test was originally developed by automotive magazine, Auto Motor Sport.

PAGE 52

Body repair insight in association with BodyShop News International JULY / AUGUST 2017

THE NATIONAL GRADING PROGRAMME

OEM Training GETTING The MOST OUT OF IT & WHAT The OEMS WANT

Contents CHALLENGING THE SUPPLY THE WAR ON WASTE BODY FILLER PROCEDURES

AutoForum - July / August 2017

BODYSHOP NEWS

Challenging The Supply

- Andrew Hooker

Thatcham Research commits a lot of its research resource to ensuring good, safe and efficient repair. This always starts with a review of the vehicle manufacturer repair information, and this must of course include a review of how the replacement panels are supplied. The reason for this is simple – if the supplied panel does not enable the repair procedure to be carried out, then the procedure is not valid. The repair procedure and the supplied part must be relevant to each other. A recent example was for a popular car that is very successfully sold in the Americas, Asia, and Australasia. The replacement side rocker/sill panel provided was not large enough to enable the vehicle manufacturer’s own repair procedure to be achieved successfully. Thatcham Research was able to produce a repair procedure that could be safely and efficiently achieved with the supplied panel. This is not a unique occurrence. Currently we are developing a number of repair procedures for two popular SUVs that should enable safer and less intrusive repair, while also preventing the vehicles becoming total losses in many instances. On this occasion the supplied panel

Thatcham Research checks to ensure that

is too large and would create too many risks to the

where specific consumables such as adhesives or rivets

efficiency of the repair, if fitted in its entirety.

are mentioned in the vehicle manufacturer data, these are correct and available. Or that fasteners are available,

Of course, where a panel is too large, and consequently

separate to the component, so that it can be efficiently

too expensive, it may result in the car being deemed a

removed and refitted correctly.

total loss as the cost is too expensive, even if just a small section of the panel could be effectively used to repair the

Thatcham Research has a long history of training and

car. Large structural assemblies provided for a small city

educating the automotive repair industry that a strategy

car would represent such an issue and this is something

of “Man, Methods, Machine and Materials” is the safest

we see too frequently. Just last month we had a number

and most efficient way to repair a car. A highly trained

of panels supplied which were mislabelled and were for

and specifically qualified technician, using repair data

the opposite side of the vehicle we were researching.

for that vehicle, using maintained and calibrated tools and systems, using repair procedures appropriate to

We frequently find panels and component parts that are

the specific materials and consumables used for that

not listed by the vehicle manufacturer and are therefore

vehicle, is the best way to ensure a successful repair.

unavailable. Obviously, were a body shop to come across

The body shop invests in training its staff, providing

these issues in a real repair there would be delays,

repair information, providing and maintaining tools

resulting in a potentially unprofitable job and an unhappy

and equipment. We understand that investment, so we

customer. So, whilst the work we carry out to alert and

strive to ensure that this is not compromised by a poor

support the manufacturer in resolving these issues is

materials supply for the job.

often unseen, it can be extremely valuable to the repairing body shop, the insurance company, and the vehicle

We have more than 40 years’ experience helping insurers

owner.

and repairers around the world repair cars safely. Today,

There is more to efficient component supply than just the

with advances in materials, joining techniques, electrified

body panel service conditions, with mechanical and trim

powertrains and assistance systems, this work is every bit

supply being just as important in many cases.

as vital as it has ever been.

PAGE 54

Andrew Hooker is Advanced Repair Projects Manager at Thatcham Research Images: (Top) Large structural assemblies for small city cars present a challenge.(Bottom) Material-specific repair procedures.

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the international participants amongst 1200 exhibitors

AutoForum - July / August 2017

BODYSHOP NEWS

The War on Waste

- Lori Lorenz

A few weeks ago the ABC in Australia ran a three-part series called the War on Waste, focusing on how we as a nation could reduce domestic waste. Whilst I doubt that the programme was much discussed during smoke breaks in our panel shops, to my surprise it had quite a ripple effect on the general public. Reducing waste is the current flavour, so why don’t we

But actually, it is a popular unit with my apprentices

cash in and make this craze work for our industry? In this

and all of them report that it has changed their view on

month’s article, I explore ideas to exploit this trend and

environmental issues. Fundamental to the success is that

how it could help our hip pocket.

no one needs to change their beliefs. Whether they belong to the ‘Tree Huggers Society’ or ‘Octane Lovers Fraternity’,

As an industry trainer, I have the ability to see the industry

or whether they believe that global warming is man-made

from the outside, yet still have a good understanding

or does not exists at all, they can believe what they like –

what it looks like from the inside too. When we are

it really doesn’t matter.

working on the coalface we are concerned with deadlines, repair challenges and perhaps some staff issues, but

These are just beliefs and opinions and there really is no

improvements get very little attention, Workplace Health

need to get wound up about it. However, there are far

and Safety only gets looked over if one is threatened with

more important issues to consider and oddly enough, once

a hefty fine and God forbid environmental issues – there is

pointed out, there is very little disagreement.

definitely no time for ‘greenies’. We are all aware that our industry is not very One of my pleasures is to teach a subject called Follow

environmentally friendly, mainly because of the refinishing

Environmental and Sustainability Best Practice in an

process and the associated fumes and solvents. However,

Automotive Workplace. In other words, a pathetic attempt

we are doing our fair share to address this with spray

to make ‘greenies’ out of ‘petrol heads’ and you can

booths, fume- and dust extractions, waterborne paint

imagine how popular this can be.

and an array of recycling bins for a variety of waste

PAGE 56

products. Recycling is very popular because the waste

outweighs the benefit, so it often ends up in landfill. But

can be turned into something good and it makes us all

what is the problem with that you might ask?

feel better, right? For a while now, rumours have been circulating that many recycling bins end up in landfills

It doesn’t leak into the waterways and neither does it

rather than actually being recycled. The ABC’s War on

contaminate the soil or cause holes in the ozone layer, so

Waste programme has now confirmed that some of the

what is the problem? After all it is just cheap plastic.

recycled plastic bags in shopping centres end up in a

To understand this better, we need to look at the

landfill pit.

process for how plastic parts are made. It all starts with crude oil that is pumped out of the ground somewhere (don’t forget that oil supply is not endless). From there it is transported to a developing country to produce the raw plastic product. Why a developing country? Simply because environmental laws are not as strict as in the developed world and you may read into this what you like.

From there it is transported again to countries like Germany, the USA, Japan and others, where they make a bumper bar out of this product. Then, packed in a huge, almost empty cardboard box, the This is outrageous – people went out of their way to do

new bumper bar is sent to Australia and later trucked all

the right thing and then the operators just dump it. I

the way to your workshop.

can understand the frustration, but I can also see that recycling is not always a feasible option due to transport

Just for a second, try to imagine the energy required

and energy costs.

simply to produce and freight this one replacement part to your shop… and all because we don’t like to repair a little

What is the point of recycling a plastic bag when it costs

scratch on a bumper bar. It is insane when you look at it

twice as much in energy as producing a new bag? The

from this perspective and it is also the moment when my

reality is that recycling is not the preferred option; if you

apprentice looks at me with this strange look on his face

are serious about the waste issue, you have to produce

that only a mother can love.

less waste. The solution of course is to repair more and in doing so The waste from our industry is insane. Just look at how

we produce less waste, less plastic, less packaging and

many bins we collect every week. There is the industrial

use significantly less energy. I call it an Environmentally

bin which is generally not too bad, but then we have the

Responsible Repair. There has never been a better time to

metal, the plastic and of course the biggest of them all,

hop on the ‘repair bandwagon’ when the whole nation is

the cardboard bin.

talking about the War on Waste.

The cardboard waste is from packaging and I can only

Repairing more is a win-win situation. Less waste is

imagine how many more damaged parts we would have

what the clients like about it. Lower repair cost is what

if packaging was reduced. Although cardboard itself is

insurance companies like about it. And all the repair

not harmful to the environment, there is a lot of energy

money stays in your pocket and I am sure that is what you

required to make it and a reduction could be beneficial,

will like about it.

but how? Let’s make the War on Waste work for us – promote it and Then we have plastic waste – lots and lots of it. Some

ride it to success.

areas recycle plastics, but often the transport cost

PAGE 57

BODYSHOP NEWS

AutoForum - July / August 2017

Getting the most out of your OEM training investment - John Yoswick

Shop owners often have a bit of a love-hate relationship with automaker collision repair training. They love having access to the latest repair techniques and information, the improvements in repair quality and productivity it enables in technicians, and the label of being an “OEM-certified shop” that the training helps them earn. They sometimes hate, however, the costs that training can

owners and automaker trainers offer a variety of tips for

entail, which can include not just “tuition,” but often travel,

making that happen.

re-testing fees for techs who miss the mark, and perhaps most critically, lost production while technicians are away

Choosing whom to send

at training.

One of the most common questions shop owners have about OEM training is how to best decide which

“It’s the number of people we have gone in a given month,

technicians would be their best choice to send, particularly

training somewhere, [that’s expensive]” said Barry Dorn of

since some of the programmes have first-time failure rates

Dorn’s Body & Paint in Mechanicsville in the U.S. a shop

of 60 percent or higher.

that has earned certifications from Porsche, Audi, Tesla and Jaguar-Land Rover. “And it’s not just that technician;

James Carvino of RoJo Collision in Brooklyn, N.Y., a shop

it’s what he generates for every other department. Your

certified by about 10 automakers, said that unfortunately

painters aren’t producing paint labour because they’re

he doesn’t think there’s much rhyme or reason as to who

not getting those cars that [the body technicians away at

will succeed in the OEM training and testing.

training] would be producing. That is [revenue] that you cannot get back.”

“I’ve sent younger guys who seem to take hold of it better, but they’re just not as experienced so they have more

So if your business is going to invest in automaker

problems,” Carvino said. “We all have our top techs, the

training for your technicians, whether as part of earning

guys who we think are going to go down there and do it,

OEM certification or just to make sure you’re repairing

only to find out they wanted to walk out of class because

increasingly complex vehicles correctly, how can you

they didn’t want to hear that the way they were doing

make sure you get the most out of that investment? Shops

things was the wrong way. But I also had another guy who I thought was a lost cause, but who came back from

PAGE 58

First published by Commitment to Training in partnership with NACE Automechanika and Auto Body Repair Network. John Yoswick is a freelance writer based in Portland, Ore., who has been writing about the automotive industry since 1988.

Mercedes-Benz school with a new life as far as how he

was going to training to become the shop’s aluminium

wanted to repair cars. I thought I might be wasting my

technician even though that wasn’t the type of work the

money sending him, but he had a changed outlook.”

technician wanted to do.

OEM trainers themselves are sometimes surprised by the students shops send.

“If they’re passionate about something, they’ll learn it,” agreed Rick Miller of Jaguar Land Rover. “They’ll really get

“The main thing that I notice is technicians who come

engaged.”

to training who don’t have basic computer skills,” Mike Kukavica of Porsche says. “They really need to be able to

“Based on my experiences, send someone who will take

get to the workshop manuals. It’s not a paper book any

it seriously,” Kelly Logan, technical manager for Tesla

more. They have to be able to use a computer. They need

Motors, said. “I’ve seen some techs who spend more time

to be able to look things up.”

on their phone during their welding test and ended up failing.”

Shawn Hart, a trainer with Audi of America, said some students show up with little understanding of even why

“They should have a thirst for knowledge and be there

they are there. “They’ll say: ‘My manager just said here’s

to learn,” agreed Jason Bartanen, director of industry

your ticket, you’re going to training,’” Hart said. “That

technical relations for I-CAR, which conducts the Jaguar-

happens quite often.”

specific training for the automaker in the United States. “Those are the ones who succeed. It could a Millennial

He said shops should make sure technicians are really

with a thirst for knowledge. Or it might be that seasoned

interested in the particular training being offered; he

technician who wants to continue to learn more. But it all

recalled one student who was told by his employer he

starts with attitude.”

OEMs: Annual Body technician training is severely below what is needed - Krista McNamara

The average technician in the US is receiving roughly 11

up to speed on current vehicles. According to the North

hours of training per year, almost two full work weeks

American OEMs, the average steel structural technician

less than what they should be. At the Collision Industry

needs 27.5 hours of training annually — per brand.

Conference in Pittsburgh in that country, the Education & Training Committee presented findings from recent surveys

European OEMs said these technicians needed 76 hours

that outline a major training deficit in the collision repair

per year per brand; and the Asian OEMs said 20 hours of

industry.

training per brand is needed annually.

“Our industry has a training issue,” said Jeff Peevy,

The OEMs varied in which methods of training they found

president of the Automotive Management Institute and

most effective, with US OEMs selecting online courses;

committee member. The point of the presentation was

European OEMs choosing hands-on courses; and Asian

to share technician and OEM input on training received

OEMs says classroom training is best. Peevy gave an

versus that needed, and show the large difference between

example of a potential training gap that may exist with this

the two numbers.

example:

According to the committee’s survey, which continues to

The reality is that the 11.7 hour average annually for

still be administered to collision technicians, the average

body techs most likely represents the top one-third of the

body technician receives 11.7 hours of training annually.

industry. The bottom third is closer to two hours annually

The most common reasons more training is not pursued is

per year. (Where SA fits into this we have yet to find out).

because the shop owner won’t pay for training, or training is not available in that shop’s area.

Peevy stressed the importance of continuing the conversation on training to take steps forward to correct

US, European and Asian OEMs were also interviewed to

the difference.

give their perspective on the training necessary to keep

PAGE 59

BODYSHOP NEWS

Body Filler Procedures

AutoForum - July / August 2017 - Larry Montanez and Jeff Lange

Over the years, OEM’s have been making stronger, thinner outer body panels from a variety of substrates. Outer panels have been constructed Mild Steel or High Strength Steel, Aluminium, Composite material, or some sort of combination of materials and depending on the material used repair procedures differ from easily repairable to unrepairable. In this article we will talk primarily filler applications on steel panels. “Bondo” as plastic filler has been referred to over the

The first step is to prep the surface to ensure proper

years, is in actually a brand of body filler from 3M, but it’s

adhesion. Let’s look at the generalized steps:

also the generic term that makes many body technicians

1. Prior to straightening the vehicle must be washed for

cringe as many think they are sculpting the panel.

any water-soluble contaminates, if the vehicle was not already washed during the damage analysis.

Anyone who has ever restored an old car knows many techs start working on the damaged panels only to find themselves salves of the stuff on damaged

2. The damaged area is now cleaned with wax and grease remover. 3. After straightening the metal with hammer and dolly

bodywork. Many times, they trowel multiple layers on a

techniques, you may need to use a few weld-on

panel body to “sculpt” it to get a car straight quickly. Well,

dent removal pins in areas inaccessible from the

it is time to clear up that way of thinking and make some

backside. Make sure to check with the OEM to find

changes.

any foam or adhesive applications in the areas where you will be welding the pins on, as you would not want

Body filler is not designed to cover over poor metal

to degrade or set the material on fire. Remember most

straightening techniques. The panel should be as straight

filler manufactures and OEM’s state that filler should

as possible and then the filler should be applied in a thin

not exceed 3mm in thickness. (Hot tip: use a non-

coat. Properly used, filler can assist in smoothing out

aggressive sanding disc such as, a 3M Green Roloc

a panel and generally, an application is required when

disc to clean the repair area followed by a dual action

finishing sheet metal in areas that were sectioned and

sander with P80 grit. Only use 50 grit on any highly

welded.

deformed areas. You do not want to reduce the metal thickness). 4. Feather edge the repaired area using 100, 120, and 150 grit paper. 5. Scuff the area with a Red Scotch-Brite pad. 6. Re-prep the area by cleaning the panel with wax and grease remover. 7. Mask off the panel for application of acid-etch/wash primer on bare metal areas and epoxy primer to the repair area. 8. After the epoxy primer is fully cured, scuff the surface with a Red Scotch-Brite pad, so the filler will adhere properly, by leaving enough scratch in the substrate. 9. After the area had been scuffed, use a vacuum system to remove all dust particles. 10. Before applying any filler, wipe the surface with wax and grease remover and a tack rag to ensure a clean and lint free area. 11. Now it is time to mix up some filler. Rule number one is that you never mix filler on cardboard. Two reasons: one, cardboard contains a wax like substance to make it somewhat water repellant and two, the chemicals in the filler and hardener easily seep into the pores of the cardboard, both causing adhesion and quality issues with the filler.

PAGE 62

17. As you sand check the panel for evenness and flatness, periodically with your hand and a non-lint cloth. This will assist in preventing oils and grease from your hand transferring on to the panel. As the filler takes shape and becomes smooth, you may want to use a guide coat so you can see the high and low spots while final sanding. Basically, it is sand and check, sand and check. 18.

In some rare instances, you may

need to apply another coat of filler to assist in leveling out the panel. However, if the area is level generally you will need to apply a coat of high quality polyester putty to fill sand scratches and any small imperfections in So either use a pallet made of steel, Plexiglas, or filler

the filler surface. If a second coat of filler or putty in

mixing paper can be taped to any type of surface. The

needed you should reapply epoxy primer to the area

idea is that you don’t want it to be porous or contain

to ensure proper corrosion resistant properties are not

chemicals.

compromised.

12. Read the product instructions, as each filler maker has slightly different mixing procedures. Lay out the amount of filler material you have estimated you need and add the proper ratio of hardener, on the pallet. Now you will need two plastic applicators (squeegees) or putty knives, one to mix the material

19. You will mix the putty the same way you mixed the body filler and apply the putty in a similar manner to the filler. 20. When the putty cures apply guidecoat and sand the panel. 21. Hot tip: when sanding filler or putty, always keep an

and one to apply the material. Plastic filler material is

eye on how dull your sandpaper is getting. When the

generally whitish gray or yellowish and the hardener

paper gets dull, it won’t sand any longer and you’ll

is blue or red in color. Never stir the material as you

be working for nothing and in some cases scaring the

create air pockets, which in turn create air holes

area. Always use a fresh piece of paper on the sanding

(pinholes) in the leveled filler. Flip and chop the

board, especially when doing finishing sanding with

material repeatedly until the color is uniform. Make

finer grit paper.

sure to clean your squeegee or putty knife as you mix, so you do not change the mixing ratio.

22. After final sanding the area with 150 grit paper you will be ready for the feather edge, priming and block

13. Using a plastic squeegee, apply the mixed filler to the

sanding process, which is not included and needs to

straightened area. Apply the material in long linear

be calculated for each repair area (see the article on

strokes, medium pressure, avoid adding too much

the Feather Prime and Block process and calculations

material and in only one direction. You will also need

in the June 2011 Hammer and Dolly – www.

to follow the contours of the panel. In some cases, you

collisionhub.com).

may use masking tape to prevent material to getting on to bodylines, or adjacent areas. 14. After applying the filler, while waiting for the filler to cure, clean your tools. 15. In cold temperatures a heat lamp may be needed to

When it comes time to apply the high-build filler primer ensure that each coat flashes over properly to avoid shrinkage later. If the proper flash time is not adhered to, sometime after the vehicle is finished sand scratches

assist in the curing process. Generally, this can take

and imperfections can become visible and will require

about 10-15 minutes.

re-repairs.

16. Once the filler is cured, you will sand the area. Generally, you will start with a pneumatic sanded, 8 inch, 6 inch or long board with 80 grit or 100 grit paper, depending on the size of the repaired area. This will usually be followed by hand sanding boards using 100 grit and 120 grit and finishing with 150 grit. This article first appeared the Collision Hub website and is reprinted here with thanks.

PAGE 63

AutoForum - July / August 2017

BODYSHOP NEWS

National Grading Programme: Bureau Veritas Audit Process You may already have read the news regarding the accepted minimum Industry Standard for Motor Body Repairers and National Grading Programme either through the SAMBRA Newsletter and Website, or through communications from Bureau Veritas / Waidler. • The accepted minimum Industry Standard for Motor Body Repairers, as recognised by Industry - which includes Insurers and MBR’s - has been finalised and will remove barriers to entry. • The implementation of the Industry Standard commenced on 1 July 2017 and will be applicable to ALL Motor Body Repairers, irrespective of which MBR Association you are affiliated to, or whether your Company has OEM approval or not. This is an Industry Standard and not an Association Standard. • Bureau Veritas (South Africa) (Pty) Ltd were appointed collectively as the auditors for this process, and the Standard is based on SAMBRA’s Grading Criteria. • It is important to note that this audit will be conducted every two years, the audit certificate will therefore be valid for two years, as opposed to the annual audits conducted up until now. SAMBRA’s independent grading will no longer be conducted. • The cost of the Bureau Veritas audit will be a minimum of R1,900.00 + VAT, excluding travelling costs. Please contact your regional SAMBRA office in order to verify any additional cost. The audit certificate will be valid for two years, thus effectively reducing the grading fee previously paid. • Sambra Members will be invoiced directly by Bureau Veritas for the cost of travelling. • Please go to: www.bureauveritas.co.za for more information. PLEASE NOTE THE NATIONAL MBR GRADING PROCESS 1. Questionnaire

2. Self–Assessment

• Visit the Sambra.biz website to download the Bureau

• Use the check list and guide (both available on the

Veritas questionnaire to complete and return to:

Sambra website) to assess your readiness for the

enquiry.standards@za.bureauveritas.com, along with

actual audit (a Bureau Veritas Inspector will support

all required documents to commence the process.

you during Self Check).

Please note where the Application Form refers to

3. Audit

attaching proof of Annual Turnover, our advice is that

• Once you feel you are ready for the Audit, Bureau

turnover information only be provided should the

Veritas/Waidler will set up a date for the audit. Once

MBR wish to apply for the SAIA funding as mentioned

the audit has been conducted, Members can expect

before as follows…

six weeks of assistance from Bureau Veritas to address

• SAIA has sourced funds from the Insurance Industry to pay for the certification process for qualifying blackowned MBRs of all Associations partaking in the MTSF

any non-conformity. 4. Payment • Once you have scheduled an audit date, SAMBRA will

[Motor Transformation and Sustainability Forum]. The

invoice you for the audit and will inform Bureau Veritas

qualifying criteria is:

to go ahead with the audit upon receipt of proof of

• the MBR must be black-owned

payment.

• the MBR must have a gross annual turnover of R2

5. Certification

million or less

• With all the above concluded, compliant Members can

• the MBR must be part of at least one insurer panel • the MBR must have been in operation for at least

expect to be awarded both the inspection results and a certificate/ letter of conformity (valid for 2 years).

two years

• When an MBR is found to have certain non-

• MBRs should be aware that SAIA has limited funds

conformities, Bureau Veritas will inform the MBR

to assist, therefore, those that contact Bureau Veritas

through their report. Bureau Veritas will then allow the

early, will be at an advantage to receive financial

MBR to address this within 6 weeks, along with their

assistance.

assistance. For further enquiries please contact Sambra regional management.

PAGE 64

This article first appeared on the Sambra.biz website and is reprinted with permission.

The need for new approaches to repair costs Thatcham Research recently delivered a call to action for vehicle manufacturers to urgently engage with the repair industry, in order to halt spiralling costs. The UK based organisation highlights that the average repair bill in that country has risen by nearly 32% in the last three years. It adds that concerns are mounting around core repair challenges encompassing ADAS (Advanced Driver Assistance Systems), new materials and a lack of skills. Coping with ADAS calibration

The Top 5 Repair Challenges

Peter Shaw, Thatcham Research CEO comments:

1. ADAS systems: maintenance, repair, costs, time and

“The average repair bill has risen by 32% over the last three years. This has been driven by the reparability

resource required for calibration 2. Complexity: new skills for Vehicle Damage Assessors

of parts such as headlamps, increasing complexity of

and engineer assessors, as multiple material types, as

vehicle materials and technology and the rising cost

well as ADAS and hybrid powertrains, become a regular

of spare parts, influenced to some extent by currency

feature of volume production vehicle construction

fluctuations. Vehicle manufacturers must bring these

3. Paint and panels: new technologies such as textured

costs under control. ”The cost for windscreen mounted

paint, or crystal finishes, and refinish on multiple

ADAS calibration spans from £0 to £700 – across car

materials. Panel repair is increasing in cost and

manufacturers and often across similar sensors and

complexity too – as a result of pricing anomalies,

technology. This is unacceptable. Unless urgently

missing repair data, intrusive repair methods and lack

addressed, these costs will challenge the current model

of correct stock

of a no-claims bonus being unaffected by a windscreen repair or replacement.”

4. Headlamps: LED and LED Matrix, Laser and soon OLED lighting continue to gain prominence, but often cost considerably more than a bulb headlamp and some

The average cost to replace a windscreen increases significantly with the fitment of ADAS technologies such

may be impossible to repair rather than replace 5. Electrified PowerTrains: diagnosis of electrified

as Autonomous Emergency Braking. For example, a

powertrains and electrical architecture. The diverse

windscreen replacement for a Ford Focus with ADAS can

range of technologies and tools required are not

increase by 123%, when estimated calibration costs are

acceptable investments to expect of a bodyshop

factored in. Bodyshop of the Future Costs for a VW Golf meanwhile, can increase by 78%.

All of this complexity creates a further challenge for

Thatcham Research estimates that there are over

bodyshops – attracting high calibre individuals who

two million cars on the roads in the UK currently with

see the repair industry as a career destination. “There

standard-fit AEB systems (equating to 5% of the UK car

is still much to be done to ensure that the right people

parc), and with the systems set to be more prevalent over

choose a career in this industry,” comments Dean

coming years, this issue will only continue to grow.

Lander, head of repair sector services at Thatcham Research. “Repairers need a new set of skills to meet

Lifting the bonnet on intrusive repairs

the demands of the Bodyshop of the Future. Technical

The increase in different material specification in new

expertise in diagnostics and calibration has become as

cars was another Repair Focus hot topic. Thomas Hudd,

vital as expertise in repairing and refinishing the physical

Operations Manager at the Thatcham Research Repair

hardware of a car. We must portray a fresh image to

Technology Centre added: “The rising use of a mix of

recruit the right people and help them to develop these

new materials in modern cars is leading to more intrusive

new skills for bodyshops, as well as developing leadership

repairs. This means that where we were once able to

skills to aid long term retention. This is a key focus of

partially replace a panel, we now need to replace it in

Thatcham’s new Leadership and management foundation

its entirety. This is especially true of aluminium panels,

programme, delivered in partnership with BSG, which is

which are challenging the repair industry as it is stiffer and

launching today at Repair Focus.”

harder to reshape than steel.” To learn more about the Thatcham Research Bodyshop of the Future programme, please visit: www.thatcham.org

PAGE 65

DIRECTORY LISTING

AutoForum - July / August 2017 Aftermarketplace Directory

To advertise your listing in AutoForum Aftermarketplace Directory contact us on 0861 222 878 or email: info@AutoForum.co.za

AUTO ELECTRICAL Auto Cosmos - Electrolog

Electronic Parts (Electrical) Catalogue

012 327 6210

Bosch

Parts, Accessories & Batteries

011 651 9600

AAAS - Parts Incorporated Africa

Automotive Components & Accessories

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Highveld Garage Equipment

Air Conditioning Specialists

012 330 0540

Snap-on Equipment

Diagnostics Equipment

0861 762 766

Aer-O-Cure

Spray Booths,Chassis Aligners, Compressors & Welding Equipment

011 444 6454

Hurricane

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083 628 2288

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Highveld Garage Equipment

Pressure Washers & Vacuum Cleaners

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AAAS - NAPA

Tools & Garage Equipment

011 879 6000

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Electronic Chassis Straighteners

011 444 6454

Beissbarth

Wheel Alignment Equipment

011 651 9600

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Highveld Garage Equipment

Engine Analyser & Diagnostic Scanners

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Diagnostics Equipment

086 176 2766

Tenneco - Monroe

Shock Absorber testers

011 574 5602

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Wheel Alignment Equipment

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Tyre & Lifting Equipment & Tools

012 330 0540

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Tools & Garage Equipment

083 628 2288

Ital Machinery

Brake & Clutch Machinery

011 483 3737

John Bean - Snap-on Equipment

Wheel Service Equipment

086 176 2766

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Tools & Garage Equipment

011 879 6000

Snap-on Tools

Tools & Garage Equipment

086 176 2766

Alfa International

Brake Drums, Discs, Linings & Pads. Clutches & Flywheels

011 608 0801/3

AUDI Parts

Genuine OE Parts

086 043 4838

Auto Magneto

Alternators, Starter motors, electric & electronic parts

021 531 8144

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Parts, Accessories & Batteries

011 651 9600

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Aftermarket Parts & Accessories

011 879 6000

Mahle

Engine parts, Filters & Thermal management

041 408 3598

AAAS - NAPA

Aftermarket Parts & Accessories

011 879 6000

AAAS - Parts Incorporated Africa

Automotive Components & Accessories

011 879 6000

Tenneco

Shock Absorbers

011 574 5602

VW Parts

Genuine OE Parts

086 043 4737

Auto Cosmos - Electrolog

Electronic Parts (Electrical) Catalogue

012 327 6210

Bosch

Automotive Training Courses

011 651 9600

Trade Show

+27 10 599 6165

AIR CONDITIONING

BODY REPAIR EQUIPMENT

CLEANING EQUIPMENT

DIAGNOSTIC EQUIPMENT

GARAGE EQUIPMENT & TOOLS

PARTS MANUFACTURERS & DISTRIBUTORS

SERVICES

Shows & EXHIBITIONS Automechanika South Africa

PAGE 66

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ANALYSES

Diagnostic Solutions from Bosch: BEA 750 www.bosch.co.za

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AutoForum - July / August 2017

‘17 Sepot.Centre h t 0 3 27- nesburg Exp Johan

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PAGE 68

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