Radiator NEW ZEALAND
February 2014 $8.00 + GST
Keeping the industry informed for over 90 years
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Keeping the industry informed for over 90 years
contents February 2014
NZ Radiator Magazine ISSN 1179-7800. Managing Editor: Ian Stronach Production Editor: Peter Woodcock Phone 04-381 8805, Email: peter.woodcock@mta.org.nz Advertising Representative: Cathy La Ville Phone: 09 413 8577 Mobile: 022 531 1638 Email: cathy.laville@mta.org.nz Published/produced by Motor Trade Association for MTA Members. PO Box 9244, Level 2, 79 Taranaki Street, Wellington. Phone 04-385 8859, Fax 04-385 9517, Email: mta@mta.org.nz, Website: www.mta.org.nz. Printed by Wickliffe Solutions, a Kalamazoo Group Company
Miles Marsden
Regulars 6 CEO Comment 24-25 MTA Advocate 29 Murphs Column 30-31 Mediation Matters 32-34 Bodywork - Collision Repair News 35 MTA Express 44-47 Statistics 50 H.R. Advice 54-55 Industry Training 58-59 Service Station News 60 Environmental News 61 Member Benefits
The Motor Trade Association (Inc) is not responsible for statements, opinions or factual matters published in the NZ Radiator magazine, nor do they necessarily reflect the views of the MTA, its Board of Directors or its advisory/specialty committees, unless expressly so stated and does not endorse advertisers. NZ Radiator magazine is available free to all members of the Motor Trade Association. Information on products and services contained in the editorial and advertising pages of this magazine is published as a service and no responsibility will be taken for inaccurate information. NZ Radiator magazine does not imply the endorsement of any product or service. The publisher reserves the right to refuse advertising and editorial at any stage. Copyright: No part of the NZ Radiator magazine may be reproduced in part or in whole without the written permission of the publisher.
Wellington Office Contacts Phone 04-385 8859
Fax 04 385 9517
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4WD Technology- Jake Venter
Features
14-16 Stopping Distances - Alistair Hill
18-19 Brake Developments- Jake Venter 22-23 4WD Technology- Jake Venter 26
Transmissions- Martin Brooks
36-37 Industry Comment - Dave Bodger 38-39 Road Test - Ford Fiesta ST 40-41 Mergers & Aquisitions - David Linklater 48-49 MTA People - Fullerton Motorcycles 56-57 Diagnostics - Peter Leijen 64-65 Member Profile - North End Motors 5 • Radiator February 2014
Dave Bodger- Gull NZ
Road Test
- Ford Fiesta ST
MEMBER FREEPHONE 0800 00 11 44 www.mta.org.nz
comment Rob MacGregor
MTA Chief Executive
The changing world we live in
First of all, my best wishes to all MTA members and their families for 2014. I sincerely hope that the year ahead will bring success, prosperity and good health to all. I would like to thank all members for the support I have received since joining MTA in November. I have been overwhelmed by the kind wishes and the level of support offered; I truly appreciate this. I have an extensive and varied business career, having worked in a range of different businesses across a variety of industries. Most recently, I have been concentrating on assisting organisations as they work through or plan for change to their organisations. Ironically, most businesses I have assisted over recent years have been in the position where they have been forced to make large-scale changes. This is due to a core reluctance and resistance to address the everchanging conditions of the environment that surrounds their business but more specifically, their lack of attention to the needs of their customers.
efi@petroject.co.nz • Tel: 09 448 1071• www.petroject.co.nz
You will have noticed the speed of change has increased significantly; things like technology, communication, travel, regulatory compliance and the cultural society we live in, to name a few, have all changed in recent times. I can recall when television was introduced to New Zealand in 1960, when fax machines and mobile phones (the brick) became available in the 1980s, internet, email and Txt all have had a profound impact and changed our behaviour and the way we go about everyday life. The future will see us travelling and holidaying in space, utilising robot assistance in our everyday life, and driving hydrogen cars, to name a few. We certainly are faced with a revolution in technology that will change our lives significantly. Our customer needs are also moving at pace as the range of choices expand and access to products and services is now at their fingertips. One thing that is certain in life (apart from taxes and death) is change. Change is inevitable, and over the next decade we will see significant change occurring. Our challenge is to keep up with the pace of change and not to be left behind. This will require a great deal of skill, agility and the ability to move at speed to flex our businesses to meet the ever growing requirements of The challenge we all our customers and the industries we work in. face in times of great
change, is how to reinvent ourselves continually to stand out in the “sea of sameness” and be an attractive proposition for customers to stay connected with.
As things stand today, MTA and their members face a range of challenges. Foremost amongst these are the effects from the changes to WoF and CoF frequency, where some, but not all members face some significant pressures. Pending changes to consumer laws will have an
effect on many members, as will the recent challenges facing the collision repair sector with a tightening of margins and the consolidation within the insurance industry. While these pressures are, to a degree, outside our control, how we react to these changes is entirely within our control and identifying opportunities and implementing the appropriate actions to counteract these changes must become a priority in the coming months for us all. Waiting for change to happen is not an option for us to explore. Taking a proactive stance and providing members with the tools required to create sustainable business advantage will be the focus of the MTA Support Office, in the future. MTA is are currently reviewing how we can best support our members in the future. We recently have undertaken a review of the business structure to identify ways to reorganise ourselves in a more effective and efficient manner. To that end, I have invited all MTA members to provide feedback on the specific requirements of each industry segment that MTA represents and would sincerely appreciate your individual and collective assistance in helping me reshape the business to meet those specific needs. Through experience, I’ve found organisations that implement a continuous business improvement process and explore options to improve the products and services they
6 • Radiator February 2014
offer to customers are often industry leaders in their own right - therefore attracting and retaining more customers than any other business. The challenge we all face in times of great change, is how to reinvent ourselves continually to stand out in the “sea of sameness” and be an attractive proposition for customers with which to stay connected. I am taking a fresh look at the MTA value proposition to ensure it meets the current need and is focused on adding value and sustainable business advantages to our members.
welcome
To the following members who joined the MTA team during the last month
Advantage Cars Penrose
Auckland
Arawa Panelbeaters Ltd
Auckland
Automotivated Ltd
Tauranga
Browns Bay Panelbeaters Ltd
Auckland
Bush Road Panelbeaters Ltd
Auckland
Cooper Automotive Company Ltd
Lower Hutt
Emerson Panelbeating 2009 Ltd
Auckland
Firestone Porirua
Porirua
Forbes Panel & Paint
Blenheim
There are very positive signs for the New Zealand economy for 2014, with a wave of business activity predicted to sweep across the country. Business confidence and optimism across all the major sectors are running very high. We are experiencing increases in new and second-hand car sales which are all very good indicators for our industry and for our members.
Fortis Cars Ltd
Auckland
Gavin Shute Auto Services 2013 Ltd
Lower Hutt
Gillespie Panelbeaters
Dargaville
Giltrap Audi
Auckland
Kumeu Huapai Panelbeaters
Kumeu
Lexus of Auckland City
Auckland
Matipo Garage
Christchurch
I look forward to meeting with you all very soon and discussing the opportunities and challenges ahead.
McMillan Panel and Paint Ltd
Waikanae
Mechanics 2 U 2007 Ltd
Auckland
Mike Jackson Vehicle Servicing
Auckland
Mobil Walmsey Road
Auckland
Mobile Vehicle Tuning & Servicing
Auckland
Mt Albert Automotive
Auckland
Night 'n Day Victoria Avenue
Wanganui
Northland Toyota
Whangarei
Porirua City Towing NZ Ltd
Porirua
Repco Albany
Auckland
Repco Johnsonville
Wellington
Repco Kelston
Auckland
Repco Matamata
Matamata
Repco Mount Roskill
Auckland
Repco Northwood
Christchurch
Repco Papamoa
Papamoa
Repco Te Kuiti
Te Kuiti
Repco Warkworth
Warkworth
Richardson Motors
Auckland
Sargent Motorcycles - Polaris and Can-Am
Carterton
Sargent Motorcycles - Yamaha
Carterton
Super Service Station
Te Awamutu
Top Town Tyre Centre
Hamilton
Total Towing Ltd
Wellington
Turangi Marine Ltd
Turangi
Tustins Panel & Paint
Wellington
Over the next month I have plans to spend time visiting the various MTA branches around the country to obtain a clear understanding of the current, and future, needs of MTA members. I’m personally looking forward to meeting with members to obtain their feedback.
Rob
NOTICE OF MEETING The MTA Guild Executive welcome MTA Guild members and their partners to attend the
2014 MTA Guild AGM and dinner on Friday, 28 February 2014 as follows Schedule: 3 – 3.30pm Networking afternoon tea 3.30 – 4pm MTA Guild AGM (partners welcome) Followed by dinner – Private dining room,
Z Huntly
Huntly
Osteria del Toro, 60 Tory Street (pay your own)
Z Ngaruawahia
Ngaruawahia
5.30 – 7.30pm Dinner topic: Meet the Executive and
Z Ngatea
Ngatea
hear about future plans for MTA Guild
Z Paeroa
Paeroa
Please RSVP by 14 February 2014, to:
Z Pukete
Hamilton
Jennie Mills – MTA Guild Secretary:
Z Te Aroha
Te Aroha
Email: jennie.mills@mta.org.nz Ph: 04 381 8820
Z Whangamata
Whangamata
Z Whitianga
Whitianga
7 • Radiator February 2014
Stephen Matthews
steps down you would like to climb. You set out with passion and a plan, of course, making some changes on the way, communicating with others and so forth, only realising that when you get to the top that you see another mountain range with new opportunities and challenges ahead. At MTA we are not short of opportunities, and I hope that this will always remain the case. In truth I joined MTA thinking that I wished to give back something to New Zealand. I thought that three to five years might be more than adequate. However it consumed me and my colleagues, and like most people it is hard to see half a job done. I was determined however to conquer one or two things, with VTNZ partial divestment being a key initiative. It is time for me to find a new pathway for my future. If you like, a new valley, and I am looking forward to climbing new mountains.
Radiator: How did MTA change during your time?
After 15 years as MTA CEO, Stephen Matthews stepped down late in 2013. Radiator magazine took the time to ask Stephen about his time with MTA. Firstly I would like to thank all those that have worked alongside me for the last 15 years. Together we have made significant advances for the Motor Trade Association. For the most part it has been a pleasure and without the support of key staff, MTA members and the Boards, the advances during my time as CEO could not have been realised. It has truly been a team effort. It is difficult in a few words to articulate 15 years of my involvement with the organisation. I can say that while I have thoroughly enjoyed the challenges, the people and industry it is now time for me to move on. I appreciate the friendships that have arisen from discussion and involvement with others. It is true that you can not please everyone, however change does mean that we had to reach consensus on what most would agree have been beneficial advances for the organisation and its members. I leave MTA with a sense of pride in the achievements we have all made.
Radiator: 15 years is a long time why move on now?
Running a trade association is not easy. This is amalgam of delivering varying solutions to members with limited resource. Just like any government, the demands are greater than supply so we need to prioritise and allocate. Most organisations had limited funds, therefore limited resource to deliver benefits. When I joined MTA, my predecessor and others had just got the organisation back on its feet. I had a more expansive view for change; while supported by staff and the board, this was not an easy pathway for some. A major consideration in my view was that for most of MTA’s post World War II era, it had operated in regulated economy. Members were looking for more tangible reasons why they should belong. The open economy meant that we had to address our purpose. Interestingly when we researched for our 90th anniversary we realised that much of what we do today is consistent with the foundation ideas of our founder members in 1917. Perhaps a view that I still most strongly hold today is that MTA needs to professionalise the industry. A starting point is that the MTA organisation needs to be professional in every respect. This means understanding what we need to achieve through clear policy objectives and then martialling the resources. The basis for professionalism is the need for standards and process. With this in mind we have changed so many things; MTA now drives more and more for members in a complex world. Outcomes however are typically measured in years rather and weeks. A more important consideration was that without financial means MTA could only deliver a few strategic objectives. Without members supporting this strategy it was likely to fall over, too; hence the need to step up strong communications with stakeholders.
Actually I am surprised how fast 15 years went by. There was always another project that I wanted to see completed that spurred me on.
In short, MTA now has excellent standards and processes, and is in a significantly better financial position and is much better understood by stakeholders.
I often commented that working for MTA was like being a serious mountain climber. Starting in the valley, you look at the mountain
I consider that the staff at MTA have been exceptional and would match many private organisations. The restructure of MTA in 2009
8 • Radiator February 2014
took the organisation from being generalists to specialists. That transition was not totally supported though and therefore not fully implemented.
Radiator: Which changes stood out for you? MTA has effectively evolved over time under a plan for growth and diversity. The mission statement around building sustainable member value changed little during my leadership. Perhaps the core changes were to start to ensure that MTA had more financial capability and a more secure footing. The success of Gift Vouchers was relatively understated and had scope for growth. In quick succession, opportunity arose to purchase VTNZ and then move from Kent Terrace to the current building. The acquisition of VTNZ has been a challenge for some members, however with out doubt it has been a significant strategic investment that allowed for capital growth and it funded important MTA strategies. Different owners from ourselves would have had a significant negative impact on MTA members. WOF issuing Members will recall that we jointly owned MotorSafe with industry partners, however the company had lost its contract to the LTSA as the WOF certifying agent. This was the catalyst for me to consider that we needed to focus on MTA standards rather than the industry as a whole. Our purpose was for members. When I joined MTA the MTA brand was tired and lacked substance. Prior to 2003 we had completed significant work on standards and what would be needed to support a professional association. It was this foundation work that lead to the brand being remodelled from the ground up. With the deregulation of the Licensed Motor Vehicle Dealers (LMVD) Act, the opportunity arose to put the MTA family back together with the Motor Vehicle Dealers Institute (MVDI) merger. This was a challenge for the MVDI Board, however it legitimised that the opportunity for industry that through diversity and scale we would succeed. Many of our members had the diversity of the different industry segments (for example car retailing) as being the purpose for their existence as an organisation. In contrast the MTA strategy was to bring together commonalities such as resource and brand. A single purpose organisation would struggle. Many though saw any new organisation as one that needed to be aggressive and built around personalities with a conflict driven style with stakeholders. Again a more inclusive style was likely to yield better results in a deregulated economy.
9 • Radiator February 2014
Radiator: Does the automotive industry get enough credit for it’s contribution? No. The Motor industry does a lot for the consumer and should be recognised more for what it does. I cannot think of another industry that provides such a comprehensive service for such a modest return. However it was the poor reputation that created the opportunity for MTA to differentiate itself around standards and a customer promise to the public. Generally small business in New Zealand has little political support for its issues. To change this MTA and other small business agencies need to sponsor more legislative support that enables small business to achieve. I do not recommend any handouts, rather more efforts should be made to facilitate commerce for small businesses. I think that business to business legislation would be a win/win for all parties. MTA has pioneered some of this thinking, yet in other countries it is mainstream. In the meantime MTA has made progress with a number of changes through benchmarking and surveys that have allowed industry to communicate with stakeholders. This in part has affected the performance of many. Generally I find the motor industry people hard working, honest folk. True a few
let the rest down, but they are a small exception. MTA members’ reputation has changed and now delivers value. MTA research shows that over time the value to membership has grown through recognition of the brand as this is something that the public values highly.
Radiator: Is the automotive industry a good place for young people? The automotive sector is a large employer and the demands on staff are
likely to increase through compliance requirements, standards and consumer expectations. Employees will need to be more conversant with running a business. The opportunities for employees will continue to be there, however the industry is likely to change. The significant change may well be the closure of many smaller businesses as baby- boomers look to retire in the next five to ten years. Technology will be the other key driver of change. In the technician area, the motor industry will be competing with higher paid sectors drawing upon the same skill-sets around computer technology. A trade qualification is still an excellent avenue for a career and I am sure that the motor industry through sales and service will be a rewarding career. The skills of trained staff who further take on more knowledge and experience need to be rewarded well if we look to retain them. MTA can assist in professionalising staff and businesses with the requisite skills and competencies.
Radiator: What were your guiding principles? My principles were clearly family formed. The factors that I have relied upon are trust, integrity and willingness give things a go. Values are very important to me, I believe the values or culture of an organisation outweigh strategy, every time. MTA has values which do assist the organisation to stay true to its mission statement.
Radiator: What about the MTA brand? Early in my time at MTA I recognised that the brand needed rejuvenation. The MTA brand story has in part been explained earlier is this article, but I do consider that the work undertaken some 10 years ago is the key factor why members now join and belong.
Stephen and Dave Harris with Martyn Payne at GetAway Pahia 2013 a memorable achievement
I do recall the member debate about the levy that was introduced at the time, but also that after quite some debate it was supported and now is history. Interestingly, the public continue to place a high value on the MTA brand and members need to maximise the benefit of this.
Radiator: Do you think MTA will continue to prosper? MTA has great foundations and should continue to prosper. The Board has chosen to take the organisation in a new direction. I expect there will be some changes in the near future that are essential to match the needs of the market. I consider that membership is likely to decline through industry rationalisation. However the market share of business will grow for those that remain members. I expect that in the future MTA members will be the profitable businesses in the industry. Accordingly MTA will continue play a vital role in assisting members. My own view is that the organisation
should continue to concentrate on assisting members to become highly professional business people thus leading to a highly profitable business.
Radiator: What do you see as the major challenges in the future? MTA must stay relevant to members needs, and therefore the value of membership will be sustained. Promoting safe motoring through use of safer more efficient vehicles will add to the economy and public interest. Also, and I am repeating myself, but the need to remain highly professional will be key. These issues are difficult to speculate on, however I am extremely confident that there is a place for MTA within the industry. As I mentioned earlier, some things have stayed true since the foundation years of 1917.I am confident that MTA will continue to meet members’ needs and wants and it will stay relevant in the future. My best wishes for a prosperous future to you all.
MTA Auckland Branch Awards Dinner Saturday 15 March From 5:00pm - late Bruce Mason Centre A formal dinner will be provided Dress is formal black tie
$
2014
95
*
*+GST per person
Contact: Stacey Pirrett at MTA on 09 478 0930 or stacey.pirrett@mta.org.nz
10 • Radiator February 2014
MTA finally catches up with award winner Ben Unger, this year’s recipient of the Services to MTA Award, was unable to be at MTA Get Away in the Bay of Islands to pick up his award, so he had to wait until a recent visit to Wellington to actually put his hands on his welldeserved award. A long-time business associate of MTA through his work with Cardlink, Ben was instrumental in helping both MTA and members deal with the rapid rise in fuel costs over the past few years. His knowledge of the sector, combined with a preparedness to work with industry to find solutions, meant he was able to ‘smooth the way’ during a particularly turbulent time for the service station sector. Although Ben is no longer directly involved in the service station and fuel sectors he keeps a very active watch on the state of the industry and told Radiator he was "very surprised and flattered to have been given this award", adding that he thought what he did was "pretty much unnoticed". As it turns out, Ben’s work was very much noticed and appreciated over the years, and the industry is better off for it.
Ben Unger (left) receiving award from Stephen Matthews former MTA CEO
Technology with Vision
MTA member gets top award Locally owned strategic energy company, Western Gas Ltd., has been recognised for its leadership and innovation at the Westpac Auckland West Business Awards. MTA congratulates the Western Gas Ltd. team for their impressive achievements. The West Auckland company, which has 11 Z service stations from Hillsborough to Kumeu, took out the top spot, winning the 2013 Westpac Supreme Business Excellence Award. Managing director John Lambert and his team also won the award for Best Medium – Large Business and were named the Employer of Choice for 2013. Western Gas Ltd. was set up eight years ago, originally to manage Shell service stations in West Auckland. It became a Z franchise in 2011 and continues to be committed to supporting community initiatives. They also work with community groups and address youth unemployment by creating job opportunities – as well as supporting their staff to reach full potential. The awards are run annually by Auckland Tourism, Events and Economic Development (ATEED) to celebrate the success and innovation of local businesses.
11 • Radiator February 2014
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MTA - media matters While others spent summer near the beach, bach or boat, New Zealand’s journalists still had news bulletins, papers and websites to fill. To help them, MTA provided some intelligent analysis of what was happening with the motor industry for the 2013/14 summer season. This summer’s top motoring stories included sales analysis, road safety messages and information for consumers to avoid getting ripped off by illegal traders. The final road toll for the year was 254, the lowest it has been since 1950 – no small feat, with about six times as many cars on New Zealand roads. Particularly positive is the huge decrease in road deaths since the carnagefilled year of 1973, when 843 people died. Factors contributing to this decline include the huge improvements in the technology and engineering of vehicles, how our roads are built, and changes in culture, and police enforcement around drink-driving. MTA also released the findings of crash-data analysis by region; we found New Zealand’s most populous regions reported noticeable increases in road deaths in 2013 compared to the year before, despite the lowest
12 • Radiator February 2014
national road toll in more than half a century. The number of road deaths in the Canterbury region increased 51 percent to 50 deaths. In the Auckland region they were up 17 percent to 48 deaths. In the Wellington region they increased 63 percent, to 18 deaths. Outside of the major population centres, only two regions experienced an increased road toll: Northland, where the toll increased 16 percent to 21 deaths, and the West Coast, where deaths increased 28 percent to nine deaths. Looking for a different spin on usual holiday road safety messages, MTA contacted some of New Zealand’s most skilled drivers. If you want to know, ask a pro – and who would know better than Kiwis who drive for a living against the world’s best? V8 Supercar driver Greg Murphy, Grand Prix circuit racer Mitch
Evans and drift champion “Mad” Mike Whiddett gave tips for those on four wheels, while superbike champion Andrew Stroud and six-time New Zealand Enduro Champion Chris Birch provided tips for motorcyclists. Reporting on a record year for vehicle sales, MTA’s detailed analysis generated a series of well-received stories. A review of the top-selling (combined new and used import sales) models over the five-year period between 2009 and 2013 shows sales during this period were dominated by smaller, four-cylinder models. This sharply contrasts to the results of the previous five-year review (carried out in 2011), where there was a much wider spread in the most popular types of vehicles. Between 2009 and 2013, smaller capacity engine cars were the order of the day. Toyota’s Corolla continued to dominate the market, both as a new vehicle and as a
used import, with volumes almost evenly split during that time. It was a clear leader over the Suzuki Swift, Toyota Vitz/Yaris and Mazda Axela/3. In fact, the only non-four-cylinder model to make it into the top 10, was the 10th placed Holden Commodore, almost entirely on the back of its sales as a new car. Our continued warnings for vehicle buyers to be careful of illegal and unlicensed vehicle traders also generated positive media discussion, following the Ministry of Business, Innovation and Employment’s conviction of six illegal vehicle traders. We also commented on the Consumer Law Reform, which brings significant changes to the Consumer Guarantees Act and the Fair Trading Act. All in all, a busy end to a very busy year – setting the scene for an even busier 2014.
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viewpoint Alistair Hill comments
Vehicle braking has always been heavily influenced by regulation, for obvious reasons, but recent new legislation in North America has been introduced with the aim of reducing the severity of incidents. For many decades the difference between stopping cars and stopping heavy trucks has been taken into account but in 2005 the US National Highway Traffic Safety Administration (NHTSA) stated that while large trucks operate on the same roadways as significantly lighter passenger vehicles, they may take twice as long to stop in instances of panic stop braking.
Reducing heavy truck stopping distances After extensive studies NHTSA decided on a 30 percent reduction in braking distances, announcing its final rule in July 2009 with compliance dates finalising in August 2013. A variety of solutions are available to accommodate the level of reduction required and are the result of intensive brake system development, testing, and validation efforts that began years before the final rule was announced. The 30 percent reduction, decreasing the maximum stopping distance for the vast majority of large commercial vehicles from 355 feet to 250 feet, brings US heavy trucks more in line with passenger cars and other parts of the world. The evolution of commercial vehicles has resulted in increased demand on foundation brakes. For example, design changes have made trucks more aerodynamic; significantly reduced drivetrain losses, and tyre technology has improved considerably. As such advances occur, foundation brakes need to do more work. Furthermore, as demand for retardation using foundation brakes increases so does the demand for ways to offset the higher costs of more brake power. These include measures such as lighter weights, reduced maintenance times and longer service intervals. Furthermore, while heavily used in Europe, air disc brakes are now seeing significant growth across all the major markets for general use beyond niche applications.
Average Total Stopping Distance AT 55 MPH* Passenger car (193 ft) Tractor-Trailer With Cool Brakes (296 ft) Tractor-Trailer With Hot Brakes (430 ft) Tractor - Trailer, Empty (249 ft) Tractor Unit Only (243 ft)
Figure 1:
0 100ft 200ft 300ft 400ft * Distance based on a study of average braking distances by the Insurance Institute for Highway Safety plus reaction distance recommended by the National Safety Council
Typical car and truck stopping distances
The Physics of Foundation Brakes To fully appreciate foundation brakes, it’s useful to understand braking physics. The role of the foundation brake is to reduce the velocity of the vehicle. The heavier the load and higher the speed, the greater the kinetic energy that the brakes must dissipate to reduce velocity. Kinetic energy is defined by the equation: KE = ½MV2, where KE is kinetic energy, M is mass or load, and V is velocity or speed. From this two things become clear: • the impact of vehicle weight on braking demand is significant, but linear; and, • the impact of speed on brake demand is exponential. The Law of Conservation of Energy states that the kinetic energy of the moving vehicle must somehow be transformed as the vehicle slows and eventually stops. In the case of the braking system, this energy is transferred into work and heat. The ability to generate the required torque to slow the vehicle – and then dissipate this heat into the atmosphere – is the most important function of any vehicle braking system. As the brake system converts energy into heat in an amount the system can retain, the thermal capacity and the rate at which it
14 • Radiator February 2014
releases that heat into the atmosphere, the heat dissipation rate become critical. If the dissipation rate is smaller than the thermal capacity the brake system gets hotter, resulting in brake fade, and ultimately failure.
S-Cam Foundation Drum Brakes The most common type of foundation drum brake is the S-cam drum brake, and the pneumatic system is linked by an airline to the air service chamber, spring brake chamber, or both. The chamber is then connected to the arm of a slack adjuster by a push rod and clevis. The slack adjuster is installed on the spline of the forged brake camshaft. The slack adjuster acts as a lever, converting linear force of the chamber push rod into a torsional force needed to apply the brakes. In most markets around the world, all air brake equipped vehicles have been required to use automatic slack adjusters, which keeps the brake in constant adjustment by advancing the camshaft forward as the friction material wears. When cam-actuated drum brakes are applied, the friction material contacts the brake drum. The friction between the lining and drum effectively converts the kinetic energy of the vehicle into thermal energy, heating up the brake drum and lining. The friction material and brake drum must be capable of withstanding the heat until it is dissipated. It takes the right combination of ingredients to provide all the desirable characteristics of having a torque output sufficient to stop the vehicle, long lining life, long drum life, and quiet operation. Selecting the ideal friction material is dependent upon how the duty cycle and vehicle load, among other factors, and various formulations are designed to meet the different needs of these conditions. For example, a vehicle performing heavy-duty operations on rugged terrain will likely be built with a friction material engineered to handle high loads and the needs of severe service applications instead of a “standard” material designed for lighter-duty operations.
Figure 3: Typical air disc brake
Air Disc Brakes Air disc brakes convert air pressure into braking force. When the foot brake is applied, air from the vehicle brake system enters the service brake chamber through the supply port, applying pressure to the diaphragm. The pressure pushes the diaphragm, moving the pressure plate and pushrod against a cup in the lever. The lever pivots on an eccentric bearing and transfers motion to the actuating beam. Moving against return spring force, the actuating beam moves threaded tubes and tappets, forcing the inner brake pad into contact with the brake rotor. Further movement of the actuating beam forces the calliper, sliding on two stationary guide pins, away from the rotor, which pulls the outer brake pad into the rotor. The clamping action of the brake pads on the rotor applies braking force to the wheel. Releasing the foot brake releases pressure in the service brake chamber. With no pressure in the service brake chamber, return springs force the air disc brakes into a neutral, non-braked position. The non-braked position is mechanically controlled by a brake adjuster mechanism in the calliper.
Figure 2: Typical S-Cam brake (Meritor)
It is recommended that only original equipment or approved replacement disc pads and rotors be used to prevent performance and durability problems (e.g. cracked rotors) or premature or uneven pad wear, which can adversely affect braking performance and safety.
Advances in Braking Technology Today’s brakes look like their predecessors, but in reality technology has changed dramatically. This is especially true of friction materials. Of all the developments in brake technology during the last 25 years, the most significant is the friction material used in brake linings. When the use of asbestos ended in the mid 1980s, the challenge began to find other suitable materials. The industry has become adept at understanding lining formulations and the interactivity of ingredients. Engineers also learned more about the duty cycle of friction materials and what they are exposed to on the road, so longer-wearing solutions could be developed. Soon after the transition away from asbestos linings, drum brake linings lasted less than 250,000 miles for a typical line haul application. Today, it is very common for line haul tractors to go 600,000 miles before the linings wear out. Air disc brake linings are performing even better and it is common for line haul tractors to go 1 million miles between pad changes.
15 • Radiator February 2014
continued from page 15
Other significant braking technology advances have occurred with drum brakes. High performance drum brakes, engineered to develop the increased torque necessary for shorter stops, feature several enhancements: •
When compared to drum brakes, air disc brakes offer a number of advantages, including:
larger chambers – 24-square inch diaphragms with long stroke (3 inch stroke) vs. 20-square inch standard stroke (2½ inch stroke).
•
precision camshaft journals, an improvement of the brake’s geometry that helps reduce variation and improve overall braking performance.
•
greater width for increased braking surface, improved heat dissipation, reduced fade, longer life, and lower cost per mile.
•
more wearable lining for longer life.
The stopping distance for high performance drum brakes equipped with high performance friction is 35 feet less than the mandate requirement of 250 feet, demonstrating the ability of these brakes to far exceed the new reduced stopping distance standards.
Air Disc Brakes Optimise Vehicle Safety The idea behind the new stopping distance law in the US was to make heavy trucks safer. Converting to larger, more powerful drum brakes meets the minimum requirement. But for the greatest stopping power in all conditions, and optimised vehicle safety, the clear choice is air disc brakes.
•
no exaggeration of friction coefficient differences. This results in improved side-to-side consistency between left and right brakes.
•
reduced fade. Consistent contact between the friction surfaces remains, even in the new lining condition and as the disc heats up and undergoes radial expansion.
•
heat dissipation is efficient for internally vented brake discs. As such, it is possible to maintain high braking performance, even in demanding conditions.
•
minimal and consistent hysteresis due to the high efficiency of the actuating mechanism. Hysteresis is the lag in response between brake actuation and functioning.
•
servicing ease when changing brake pads. When compared to drum brakes, disc brakes require only 1/4 of the service time once wheels are removed.
The ability of air disc brakes to resist fade is particularly important. The thermal capacity of the system is critical and the thermal capacity of drum brakes is a fraction of the thermal capacity of air disc brakes. The hotter a drum brake gets, the less efficient it is, and the more it can exhibit brake fade. Air disc brakes, on the other hand, are much less prone to brake fade.
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16 • Radiator February 2014
Brake master cylinder – is replacement really necessary? The brake master cylinder needs replacing. Yes? Maybe. The humble brake master cylinder is so often misunderstood, it’s a wonder they don’t have an inferiority complex – and this for such an important part of the motor car. Too often, a brake master cylinder is replaced and the mechanic finds he (she) still has the same problem! Two faulty master cylinders? I don’t think so. Generally, the problem is “long pedal”, ie excess pedal travel. Very often, this is subsequent to other work having been done on the vehicle, or in the case of a fresh import, nobody knows the history. A fading pedal, ie a pedal that goes all the way to the floor, can be because of a leak. This situation will be relatively easy to diagnose: find the leak! Sometimes the leak is not immediately obvious if the fluid loss is out the back of the master cylinder into the booster. A good indication will be continuous loss of fluid from the reservoir, not to be confused with a low fluid level because of disc pad wear. Pedal travel equates to travel of the piston inside the brake master cylinder; Ok so far. Now we have to distinguish between two possible scenarios: master cylinder bypass or excess pedal travel.
1. Master cylinder bypass This is the situation where fluid can travel internally between sections of a tandem cylinder without developing pressure or leaking out, or a single master will push fluid back to the reservoir. This can be due to worn or damaged seals, or a worn, scored or corroded cylinder bore, and allows fluid to escape backwards inside the cylinder, rather than moving forward in the direction of piston travel and out to the brakes. If the cause is worn seals, the problem is most often encountered when using the pedal very lightly, such as holding the car or gently slowing for traffic lights, and the pedal can creep to the floor. In this scenario, if you hit the brake pedal hard and fast, you can get a good high tight pedal. This is because, as the cylinder develops pressure, this hydraulic pressure pushes the lips of the seals against the walls of the cylinder making them seal and preventing bypass. This cylinder requires replacing or overhauling.
2. Excess pedal travel If there are no leaks, then how do we know if the system is bypassing and, if not, what else could it be? If the master cylinder is Ok but the pedal is long or spongy, then the fluid being displaced from the master cylinder is going somewhere. • In the case of drum brakes it may be due to an out of adjustment condition – the pistons in the wheel cylinders have to move the shoes a long way to make them contact the drums. This requires fluid displacement from the master and hence piston travel. • It may be because of air in the system. Air is compressible but brake fluid is not. So, as pressure increases, any air bubble will get smaller and fluid is required to take up the space. • Brake hoses swell under pressure, so fluid is required to fill the increased internal hose volume. • A seized caliper slide will give rise to uneven pad wear and can cause the caliper to rock or flex. This movement requires fluid. • A loose wheel bearing will allow a disc rotor to wobble and knock the pads back in the caliper. This requires extra piston movement to bring the pads into contact next time the brakes are applied.
17 • Radiator February 2014
By Oliver Midgley, Sterling Clutch and Brake
To determine if you have bypass or a problem requiring excess fluid displacement, the simplest method is to do a clamp test.
Fig 1 Hose clamp
• Obtain four brake hose clamps of the bar type (see Fig 1). • Clamp off all four hoses (or three, if vehicle has only one rear hose). NB it is not possible, or advisable, to clamp braided hoses. • Sit in the vehicle and pump the pedal to exhaust the booster – the pedal should now be rock hard. Keep your foot on pedal and start the engine. The pedal will “suck down” slightly under the assistance of the booster – do not take your foot off the pedal. • Now is a good time to check that your clamps are not bypassing, as this would invalidate your test. With your foot still on the pedal, your assistant should be able to turn all the road wheels. • While you remain in the vehicle (with engine running and foot on the pedal), have your assistant take the clamps off – one by one. You will feel the pedal drop with the release of each clamp. The biggest drop will tell you which wheel(s) have a problem. This test is very dramatic and will very quickly lead you to the problem area.
In the case of some vehicles with high vacuum and a double diaphragm booster many 4WD diesels have a vacuum pump running off the back of the alternator that can produce over 24” hg mercury vacuum. The huge amount of servo assistance will enable you to push the pedal a long way down towards the floor. However with clamps in place you should have a rock hard pedal. Many people will sit in the stationary vehicle, with the engine running, gripping the steering wheel and standing on the brake pedal with their size 14 boots and complain they can push the pedal almost to the floor. Of course they can, but try to use that much braking effort out on the road and you will put yourself through the windscreen. A road test will confirm just how little effort is required to produce good braking. Back in the workshop, get your assistant to work the brake pedal up and down while you observe the booster/master cylinder – you will see the whole assembly move and flex. Put your hand on it, you will feel it move. This movement is the firewall flexing. All this flex is often perfectly normal. Sometimes, you may see a bracket (usually aftermarket) between the cylinder and the suspension tower. This sort of bracket is to stiffen up the
assembly and improve pedal feel. Having performed your clamp test, confirmed the problem is not the master cylinder, and found no problem at the wheels, then you may need to consider the possibility that the problem is in the ABS system (providing it is an ABS-equipped vehicle!). A faulty solenoid in an ABS module can leak down to the accumulator (drain) chamber - this fluid comes of course from the master cylinder and causes pedal travel. To check if an ABS fault is the cause of your long pedal: during your clamp test, after the initial big suck down of the pedal, quickly take a second stab of the pedal. If the pedal comes up hard and short, this may confirm an ABS problem (even if there is no fault light showing). If a solenoid is bypassing and filling the drain chamber it will take some time for the drain chamber to empty; thus, with the second quick application of pressure, there is nowhere for the fluid to go so the pedal comes up firm. These tests may not take much longer to perform than it took to read this article, and you owe it to your customer to diagnose correctly and to avoid unnecessary expense – not to mention protecting your own professional reputation.
AN OVERVIEW OF BRAKING DEVELOPMENTS By Jake Venter
When did you last make an emergency stop? Did you manage to retain car control? If your car was NOT equipped with ABS brakes there’s a good chance that you either lost control or came close to doing so, but if your car had ABS brakes you would have stopped in a straight line. Emergency braking is considered to be one of the most difficult tasks a driver can be asked to perform because it is easy to lock one or more wheels when braking hard, especially when the car or the tyres are old. Brakes are now so good that even inexpensive cars often exceed more than 1,1 g (more than 10 m/s2) during braking. This has been achieved by combining disc brakes and ABS technology. This article aims to summarise brake development over the last 20 years.
BRAKE THEORY Brakes should be capable of stopping a vehicle within the shortest distance possible under various motoring conditions. The most important ones are the condition of the road surface, the amount of load the vehicle is carrying, the gradient and the vehicle speed. The system should also be reliable, deteriorate as slowly as possible, work under all temperature conditions and require little maintenance or adjustment. Ideally, the deceleration created should be uniform and always be the same for the same pedal effort and not require undue effort from the driver. The response time should be as short as possible, and the vehicle should not deviate from its path as a result of braking. In addition, the brakes must not interact with the suspension or steering, and the brake assembly should also be as light as possible to minimise unsprung mass (the parts that move upand-down with the wheels) and be free from vibration and noise. This is a tall order, and two natural phenomena play a major role in making the task almost seem impossible. Heat build-up in the brake system can increase temperature to a level that will cause brake fade. A large variation in frictional coefficient between the tyre and the road surface can occur not only on the same surface under different conditions, but even more so when the surfaces change.
DRUM BRAKES These brakes are still very common on trucks and at the rear wheels on some of the less expensive cars. They have the advantage that many people are familiar with them, and they can be designed to exhibit a certain amount of self energising action so they don’t necessarily need a servo. Parking brakes (hand brakes) normally operate on the rear drums, and
18 • Radiator February 2014
when disc brakes are fitted all round there are often separate drums at the rear just for these brakes. A modern trend is to employ an electric motor to tension the hand-brake cable so it can be activated by a button. Some designs employ the rear discs and attach a small electric motor to each rear brake calliper. Some manufacturers go even further and engage the parking brake automatically when the engine stops and release it when the throttle is touched.
DISC BRAKES Disc brakes offer a better stopping performance than drum brakes because the ratio between pedal pressure and vehicle deceleration is nearly constant, whereas with drum brakes this ratio changes with braking effort so that emergency braking is less controllable with drum brakes. They also come into action slightly quicker because the pads are normally only about 0.15mm from the discs. Disc brakes tend to cool-down quicker than drums, and this makes them less prone to fade. The pads are easier to replace than replacing shoes on drum brakes (in most cases, but not all!) especially now that more people have become familiar with them. They’re easily affected by spray from wet roads and wind-borne grit, but frequent light braking even when braking is not necessary will soon restore their efficiency. Most disc brake designs have no self-servo effect so that they can only be used in combination with a servo.
ABS BRAKES ABS brakes were developed to help a driver maintain control during an emergency stop. Also, it often will result in a shorter stopping distance. It does so by largely eliminating the wheel locking that normally occurs. The idea comes from a technique
developed by experienced drivers - it is called cadence or threshold braking. To stop quickly on a dodgy surface, the brake pedal is pressed and released with such timing that the brakes grip and release without causing wheel rotation to stop. ABS brakes are electronically controlled to perform this action automatically with the result that the car stops without loss of control. A basic ABS system includes an electronic control unit, wheel speed sensors at each wheel, and electronically-controlled valves inside the hydraulic system. The ECU uses signals from the wheel sensors to compare wheel speeds. Each wheel will rotate at a slightly different speed, especially during cornering, but the ABS software is designed to only take note of the large differences in wheel speed that occurs when one (or more) of the wheels are spinning, or on the point of locking up. When spinning starts, that wheel will be braked, to achieve wheel-spin control. (see below). When locking up is imminent, the brake pressure in the line going to that wheel is released via the electronic valves inside the ABS unit. The wheel will now rotate faster again, but will be braked until it is nearly stationary. The brake/release cycle is applied over and over again (well over ten times per second) to ensure that the particular wheel does its share of braking without locking up. The driver simply has to brake as hard as he can, and the electronics will take over.
MODERN BRAKE DEVELOPMENTS ABS brakes, on their own, are a great safety feature, but the presence of a computer on board has given engineers an incentive to add the following refinements: 1. Electronic brake-force distribution. The first ABS systems operated on the front or the rear wheels together. Modern
systems are able to distribute the braking power to each wheel individually in such a way that the highest pressure goes to the wheel with the most grip. 2. Brake assist monitors brake pedal speed so it can sense emergency braking. It will then brake with maximum effect. 3. Electronic stability control utilises the wheel speed sensors as well as a steering wheel angle sensor and a yaw sensor (yaw = rotation around the vertical axis through the centre of gravity), to detect when a car is on the point of sliding out of control during cornering. It corrects under-steer by braking the left rear wheel and corrects over-steer by braking the right front wheel. In each case this will produce a rotation opposite to what the car is experiencing at the moment. Some designs also reduce the throttle opening to prevent the driver losing control.
FUTURE BRAKE DEVELOPMENTS The 2014 S-class Mercedes-Benz utilises video cameras with three different ranges to scan the road ahead and warn the driver about moving objects, such as pedestrians and animals, that may suddenly appear from a side turning. The system is also able to brake the car to a standstill if the driver doesn’t take action.
MAGIC BODY CONTROL
6. Some luxury brands use the adaptive cruise-control information to determine when an accident is imminent. It will then tighten the seat belts and prime the air bag and brakes so they can come into operation immediately if it becomes necessary.
Reservoir
Control Unit Spring Strut
4. Wheel-spin control works by either braking the wheel that’s rotating significantly faster than the others or by reducing the throttle opening and sometimes even retarding ignition timing. 5. Adaptive cruise-control is a system that automatically keeps a car a certain distance away from the car in front. It uses either radar or a laser beam to monitor the car in front and involves the throttle or brakes to maintain the speed set by the driver. The early systems were set to brake up to a particular g-level but then warn the driver to take over if further braking was needed. The latest systems are able to brake a car to standstill without driver intervention.
Spring Strut
Stereo-Camera
Valve Block RA Hydraulic Lines
Leveling Sensor
Acceleration Sensor
Oil Cooler Pump
Valve Block and Reservoir FA
Pump
HYBRID AND ELECTRIC CAR BRAKES The brakes on these cars have a fairly easy time because the electric traction motor is configured to become an alternator during coasting or braking. This is done in order to capture kinetic energy from the slowing-down vehicle in order to charge the traction battery. When driving such a car one soon learns to slow down early and capture energy, rather than braking late and being forced to use the vehicle’s brakes. Some hybrids are not even fitted with disc brakes.
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19 • Radiator February 2014
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ADVERTORIAL
The latest system set to improve motorcycle safety Courtesy: MIM magazine UK
ABS braking systems designed specifically for motorcycles have been around for more than 25 years. In fact the first anti-lock braking system for motorcycles came onto the market in 1988. The first ones were variations of the car systems, which had appeared some ten years earlier, and were quite large and weighty items. Eventually, systems have become compact, light and motorcycle-specific, and for 2016 it will be compulsory for all bikes over 125cc to be fitted with an ABS system. One of the pioneers in braking technology was Bosch, whose units were offered as an optional extra on BMW’s K 100 series in 1988. Since then, things have moved on rapidly as technology has evolved, with Bosch still being at the forefront of things. Hence their latest system, which is now capable of supporting the rider during braking and accelerating, both while upright and cornering. Called the Motorcycle Stability Control System or MSC, it is a combination of ABS and a Traction Control System (TCS), all working towards preventing the rider losing control. The new system uses an extensive array of sensors to register the various riding dynamics of the machine. Traditional wheel sensors measure the rotational speed of the front and rear wheels, while an inertia sensor module computes the vehicle's lean and pitch angles at more than 100 times per second. The information from the various sensors
20 • Radiator February 2014
is compared to stored data on things such as tyre sizes and then the ABS control unit calculates the physical limits of brake force on the basis of lean angle. From then on, if it recognises that a wheel is starting to lock, the ABS control unit activates the pressure modulator in the hydraulic brake circuit in the normal manner, releasing and applying the brakes as required.
Reducing risk While the ABS unit may be the basis of the new system, Bosch claims it has many other benefits. “Almost one in two fatal motorcycle accidents occurs on a bend,” says Gerhard Steiger, president of the Bosch Chassis Systems Control division. “The Bosch MSC motorcycle stability control can help further reduce the number of accidents.” How it does this is quite complex and it is the various new sensors linked into the system and the programming that help improve stability in all situations. Braking on a bend will normally result in rider and machine parting company, but this new system will help alleviate that problem and help reduce the ‘lowside’ crash.
MSC counteracts lowside by detecting the risk and limiting the maximum brake force. The eCBS function distributes this maximum available brake force between the wheels, ensuring the best possible brake performance under cornering conditions. Also, if you brake hard mid-corner, the bike tends to sit upright and tries to go straight on. Bosch claims the MSC reduces the motorcycle’s tendency to return to an upright position thanks to the eCBS electronic combined brake system deciding on the best possible distribution of brake force between the wheels, and therefore stabilises the bike during cornering. The same function ensures optimum distribution of brake force even if only one of the brakes is used, or too much force is applied to a lever. Despite the obvious benefits and safety features of this new system, Bosch is at pains to point out it cannot suspend the laws of physics. So, if a rider does not continue to ride appropriately for the conditions and gets things too badly out of shape, they will still crash. This system will only help save things in a borderline situation.
Toyota exceeds 1 million in hybrid sales worldwide. hybrid sales the year before; in 2012, Toyota’s global hybrid sales nearly doubled. That surge was fuelled by Japanese subsidies on eco-cars and by an increase in supply, as plants came online after the earthquake. With subsidies phased out for 2013, Toyota’s sales of hybrids in Japan - long its most profitable market, accounting for half its global volume – limped along. Hybrid sales in Toyota’s home market climbed by just 1,100 units to 679,100 vehicles. Toyota even recorded a larger sales improvement in North America where sales rose by 13,600 units, or 4 percent, to 358,100. Toyota recorded global hybrid vehicle sales of more than 1 million units for a second time in 2013, however annual growth in sales slowed to one of its lowest levels in almost a decade. Global sales of Toyota’s petrol-electric cars climbed to 1.279 million vehicles in 2013, the company said recently. That compares with 1.219 million in 2012, the first year Toyota sold more than 1 million units annually. The additional volume of 60,000 units was the smallest increase since 2004, except for 2008 when global sales were flat and 2011 when they fell in the wake of Japan’s earthquake and tsunami. The slowdown was due in large part to weakening sales rates in Japan and to a comparison against unusually high
“Among the new hybrids introduced in 2013 or at the very end of 2012: The Crown Hybrid, Avalon Hybrid, Lexus IS 300h, Corolla Axio Hybrid, Corolla Fielder Hybrid, Crown Majesta Hybrid and the Lexus GS 300h. Toyota now sells 24 hybrid models and one plug-in hybrid in about 80 countries worldwide. It plans to launch 15 more hybrids in the next two years. In total, Toyota has sold 6.073 million hybrids since August 1997, when it introduced its first -- the Coaster Hybrid EV bus. It followed with the Prius in December of that year. The Prius, which has since notched cumulative sales of 3.167 million vehicles, accounts for more than half the global total.
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21 • Radiator February 2014
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4WD
More complication, less fun? Jake Venter
The last few years have seen the emergence of a number of new 4WD technologies. Here are the best of the new ideas. Most people associate four wheel drive (4WD) with off-road motoring, but an increasing number of high-performance vehicles built for main roads are also fitted with a drive to each wheel. These vehicles offer superior traction on icy roads because the engine’s torque reaches the road via four wheels instead of two. Both applications have similar limitations and share similar devices to deal with the lack of traction that sometimes occurs. We’ll start with the old technology because the new can best be appreciated by looking at the disadvantages of the old.
OLD TECHNOLOGY 1. Full-time 4WD Any vehicle equipped with permanent 4WD must have a differential between each set of wheels, plus a differential between the front and rear axles to avoid transmission stress arising from the different wheel speeds that occur when cornering or when wheels start to spin. These differentials consist of gears that allow the wheels to transmit torque to the road, even while they rotate at different speeds. Each wheel gets half of the torque delivered by the drive-train, but the actual amount depends on the traction existing at the wheel with the least traction. This can be explained by applying the pencil test. Take a pencil in one hand and try to rotate it with the fingers of the other hand. You’ll soon discover that the maximum torque you can transmit through the pencil depends on how hard you grip the other end, ie the resistance at the output end determines the input. Any shaft behaves like that, with the result that any car with a normal (ie not limited slip or locked) differential unit comes to a stop if one wheel is on a slippery patch. Each wheel
22 • Radiator February 2014
The engine’s torque reaches the road via four wheels instead of two.
gets half of almost nothing. To counter this drawback, many vehicles are fitted with either limited slip differentials (LSDs) or lockable differentials.
2. Differential locks When a driven wheel starts to lose grip, it spins. An LSD uses cones or clutch plates to provide a friction coupling between the shafts attached to the road wheels. This slows the spinning wheel and transfers more torque to the other wheel ie the one that still has some traction. Geared LSDs employ a combination of helical and spur gears arranged in such a way that as more torque is applied to the gears, they are pushed against the walls of the differential housing, thus creating friction. The Torsen (ie torque-sensing) differential, used on some products of the VW-group, falls into this category. Locking differentials are able to lock the two wheels together,
Lexus RX450h hybrid, fitted with an electric motor at the front, coupled to a petrol engine and an independent electric motor at the rear so that they have to rotate at the same speed. This is either done manually or by some automatic device. Most people think this means each wheel will get half of the torque delivered by the engine. Unfortunately, this is not so; each wheel will get a supply of torque that depends on the grip between its tyre and the road. If one tyre has no grip, that wheel will get no torque, but the other wheel will get all the torque. This is often enough to damage the transmission or even break a drive shaft, and explains why most vehicles equipped with diff locks carry the warning that the mechanism should not be used on a hard surface.
PART-TIME 4WD These vehicles mainly fall into two categories. Some designs are based on a rear-wheel-drive light delivery vehicle chassis. In this case, there will be no central differential consequently 4WD should only be engaged when the vehicle is on a soft surface. Other designs are based on front wheel drive floor pans. Rear wheel drive is usually engaged automatically as soon as the front wheels start to spin and ceases when wheel spin stops. There is again no central differential but the front and rear axles are coupled via a multi-plate clutch. Such a clutch consists of (for example) nine thin plates coupled to the input shaft of the unit and ten thin plates coupled to the output shaft. If the clutch contains a silicone-based fluid that thickens when the coupling plates heat up due to the spin it is called a viscous coupling. An alternative is to employ an oil pump that only operates in proportion to the amount of wheel spin to control the clutch pressure. Many of the latest part-time vehicles operate the clutch electronically as soon as the wheel sensors detect wheel-spin.
NEW TECHNOLOGY 1. Electronic wheel spin control Many modern 4WD vehicles use the ABS wheel sensors combined with ESP electronic software to brake a spinning wheel. With a traditional 4WD vehicle you’re always trying to avoid wheel-spin, with an electronic control you have to create wheel-spin in order to get the system to take over. This is a mixed blessing because the system doesn’t always respond the way you expect it to.
2. Other electronic aids Electronic processors are also used to provide steady lowspeed braking when descending a hill as well as a slow reduction in vehicle speed when a caravan starts to sway.
23 • Radiator February 2014
3. Electronic front-rear torque split control An example of this would be Land Rover’s Terrain Response system. On the Discovery 4, this system employs a full-time 4WD system plus an electronically controlled LSD to offer the driver a choice of selectable modes. These are: General (fulltime 4WD), Grass-Gravel-Snow, Mud-Ruts, Sand and RockCrawl modes.
4. Torque vectoring Torque vectoring differentials, also known as active differentials, are able to exercise some measure of individual control over the torque being sent to each driven wheel without having to wait for wheel spin to occur. The body of a cornering car rotates around a vertical axis through the centre of gravity. This movement is called yawing, and it results from the forces generated by the four tyres in response to the steering wheel movement. The total torque produced in this way around the vertical axis is called the yaw torque. Each wheel contributes a different torque to the total because each wheel carries a different vertical load. For example, on a front-heavy car the outside front tyre carries the heaviest load, and on a rear-heavy car, the outside rear tyre carries the heaviest load. A torque vectoring differential not only curbs wheel spin but also introduces additional yaw torque to improve stability during cornering. It comes into action as soon as the hardestworking tyre has reached its traction limit. For example, if the outside front tyre is close to the breakaway point the system applies more torque to the outside rear tyre and less to the inside rear tyre. This supplies an extra turning torque in the right direction. It increases stability by not asking the outside front tyre to generate more cornering force than it is able to. The system is controlled by a computer that uses the ABS speed sensors as well as a yaw sensor to keep track of what the car is doing. There is a planetary gear set on each side of the differential, and when intervention becomes necessary the normal ratio of 1:1 is changed to 1.25:1 on the side of the wheel that needs more torque with the result that the other side gets less torque.
5. Hybrid 4x4s These vehicles are coming onto the market in increasing numbers. One example is the normally front wheel drive Lexus RX450h hybrid, fitted with an electric motor at the front, coupled to a petrol engine and an independent electric motor at the rear. The latter comes into action automatically when wheel spin is detected at the front.
advocate Dougal Morrison
This column gives an update about law changes, MTA lobbying and training activities.
email dougal.morrison@mta.org.nz or 04 381 8816
Law changes New HSNO code of practice for used oil The Environmental Protection Authority (EPA) has published a new hazardous substances code of practice for the management and handling of used oil. Used oil was previously a waste material and outside the scope of the Hazardous Substances and New Organisms (HSNO) Act. Changes in the requirements for sites and tanks are now covered by HSNO. Underground storage tanks of 250-litre capacity or above need also to be certified. See www.mta.org.nz/usedoilcode for more information.
Consumer Law Reform Bill is now Law After what seems like an eternity, the long promised Consumer Law Reform Bill has finally passed the political process and has become law. Some of the new provisions took effect immediately (18 December 2013), while the majority of changes, which will impact the motor industry, take effect six months later – 18 June 2014, to be exact.
2. Effective 18 June 2014
New criteria for business-to-business contracting out – in both the CGA and the FTA Sale by auction or tender will be subject to CGA.
This is expected to have a big effect on dealers. Dealers will need to reconsider their "trade-in" practices because ‘quitting older unwanted trades’ through the traditional ‘public auction’ may no longer be viable given the potential liabilities.
Delivery guarantee – If you arrange to deliver goods to your
customers by mail or courier, the guarantee of acceptable quality will start from when your customer receives the goods (you will have to provide a remedy if goods arrive damaged or don’t arrive on time).
Extended warranties – your warranty policy provider will need to define any terms of coverage that are over and above those provided within the CGA. Also, extended warranties will be subject to a five-working-day cool down period.
Unsubstantiated claims – You won’t be able to make any claims about a product or service if you don’t have supporting evidence or reasonable grounds.
Uninvited direct sales (formerly door-to-door sales) –
More detailed advice will be provided in the months ahead, but in the meantime, here is a brief ‘heads-up’ on the most likely impacts on the vehicle retailing industry:
1. Immediate effect •
Collateral credit agreement - If you organise finance for goods or services, which your customer rejects as faulty under the Consumer Guarantees Act (CGA), you could also be liable for this credit agreement. This change essentially reflects what already occurs in Motor Vehicle Dispute Tribunal decisions.
New powers for the Commerce Commission •
Compulsory interview powers – the Commission will be able to compel somebody to give evidence.
•
Enforceable undertakings – if you agree a remedy with the Commerce Commission, it could be enforced by a court if necessary.
•
Management banning orders – if you breach significant provisions of the Fair Trading Act (FTA) at least twice in a 10-year period, you can be banned from managing a business for up to 10 years.
New consumer product safety requirements •
Product Safety Officers – the Ministry of Business, Innovation and Employment (MBIE) will have new officers with new powers to inspect goods and business premises.
24 • Radiator February 2014
when a trader initiates contact with consumer at their home or place of work, in a personal capacity or via telephone, and that approach was uninvited, the resulting sale (of goods or services) will qualify as an uninvited direct sale and, will therefore, be subject to a five working day cool down period. Vehicle Offer and Sales Agreement forms (VOSAs) will need to be updated to reflect these new consumer rights. Dealers would be wise to track contact events to ensure an evidence trail exists if required. If in doubt, dealers would be wise to delay the delivery process.
Online selling – You will need to identify yourself online as a trader when your business sells via online auction. Oddly enough the obligation does not exist if selling via online list advertisement. Difficult to understand the rationale, but it is what it is! Infringement notices and fines – the Commerce
Commission will be able to issue infringement notices and fines of up to $2,000 for clear-cut offences (eg failure to display CIN cards).
Unfair contract terms – the Commerce Commission may seek a court order declaring that a term in a standard form consumer contract is unfair. This provision will take effect 15 months after the Bill is passed, to give businesses extra time to review its contracts. An "unfair contract term" is a term in a contract that causes one party (usually the consumer) to be disadvantaged. This term is also not needed to protect the interests of the other party (usually a business). A ‘standard form contract’ is a contract created by a business ahead of making an agreement with a consumer. The terms in the contract are not negotiated separately with each consumer. Examples of consumer contracts that are typically standard form contracts include rental car agreements, electricity and gas agreements, gym memberships and retirement home contracts. MTA will be seeking to update our VOSA form to accommodate the Consumer Law Reform Bill provisions. We will also seek legal opinion on where the VOSA sits in relation to ‘standard term contracts’.
Consultation
Training
MITO review of automotive qualifications
Provision of WoF and CoF training
MTA has supported work undertaken by MITO towards developing new automotive qualification pathways under the Targeted Review of Qualifications (TRoQ). The Automotive Technology Committee and Heavy Vehicle Advisory Group provided input to the MTA submission. Both committees supported work done to date by MITO in redeveloping the automotive qualifications to ensure there are nationallyrecognised qualifications.
MTA is currently reviewing how we deliver our WoF training. This includes the opportunities to deliver training in different ways, including online training. Training for new inspectors and update training is available to at least the end of June 2014. Please go to the Jobs and Training section on the MTA website to book a course.
The proposed qualifications have been submitted to NZQA for approval. There will be significant industry consultation in 2014 as part of the further development of the qualifications, including a review of the unit standards.
With the introduction of the new CoF model, we are working with NZTA and MITO to find ways to deliver training for CoF inspectors working in repairer businesses. NZTA has convened workshops to consider:
Vehicle Licensing Reform
WoF frequency changes came into effect on 1 January 2014 and the CoF market will be opened to repairers from July this year. MTA will be working with NZTA on a number of follow-up actions, including: •
WoF inspection process
•
WoF/CoF audit process
•
Training of WoF and CoF inspectors
•
WoF and CoF fee review
•
how training can be provided that covers the range of competencies required of an inspector
• •
how to assist in increasing the supply of inspectors
•
the potential for inspectors’ access to recognised qualifications an improved career path and continued professional development.
providing greater consistency in inspection processes and outcomes
WoF and CoF fee review In December, NZTA released a consultation document covering future fees to be paid by agencies under the “Land Transport (Certification and other fees) Regulations 1999”. These include fees for making an application to be an inspection organisation and for the ongoing audit and review. The fees collected for WoFs are proposed to go from 72cents to $1.55 and CoFs from $2.13 to $6.50. MTA provided feedback to NZTA that it would have been preferable to determine what the new audit system was before reviewing fees. We also are disappointed the WoF 28-day fees expiry period was not considered as this is part of the fee review. This will be a key item in MTA’s submission. A joint meeting of the MTA Automotive Technology and Heavy Vehicle Advisory Group is being held in early February to discuss the issues with NZTA and consider our response.
IAG seeks clearance to acquire Lumley In December, the Commerce Commission received an application from IAG (NZ) Holdings Limited (IAG) seeking clearance to acquire 100 percent of the shares in Lumley General Insurance (NZ) Limited (Lumley). IAG supplies a range of personal and commercial insurance products throughout New Zealand, with the majority of its products sold under the AMI, State and NZI brands. Lumley, owned by the Australian company Wesfarmers Limited, offers a range of personal and commercial insurance products, all of which are distributed through independent brokers and other intermediaries. The Commerce Commission will prepare a “Statement of Preliminary Issues” paper and seek feedback from MTA. The points we have initially raised with the Commerce Commission are:
• •
what share of the market will IAG have? the Motor Vehicle Account loss ratio has gone from 75 percent to 65 percent over the last five years; only 65 percent of the premiums collected is paid out – indicating the need to review the premium increases for IAG companies over the last five years.
25 • Radiator February 2014
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Torque Converter Lockup
transmissions Martin Brooks
In this article and the one following, we are going to look at torque converters, or more specifically the lockup function that is a common source of concern whether it be shuddering, incorrectly applied or inoperative. Probably, a good place to start is why there is a lockup function in the torque converter at all. Torque converters fitted to early automatic transmissions were of the simple three-element design where the fluid was the driving medium and there was no mechanical connection between the engine and the input of the transmission. There were a couple of exceptions to this, such as the Borg warner DG, but most torque converters were of this design. With this design there was always a small amount of slip and loss of efficiency within the converter but with the cheap plentiful fuel of the day this was not too much of a concern to the manufacturers. However, with the oil shocks of the 1970’s, fuel economy became a much more important consideration and the transmission designers started to look at ways to improve torque converters. The first step was to install a clutch plate that effectively mechanically connected the turbine to the impellor, thus making a direct connection from engine to transmission. These early units were of a simple on/off design and often would only be applied when cruising in top gear. With the introduction of overdrive transmissions, the lockup became even more important as the higher gearing could mean the converter would remain in the torque multiplication phase and cause overheating. Control of this type of on/off converter was relatively simple, it was just a matter of having a shift valve that could be controlled, either by hydraulic pressure or a solenoid to apply and release the clutch. However, this design had some drawbacks - the shift into lockup could give an unpleasant feel to the driver and as the clutch was only applied at highway speeds there were no gains to be had during city driving.
Lockup plate Front cover
Stator
Impellor
Turbine
To overcome these shortcomings regulated or progressive application converters were introduced. This means rather than just a simple on/off clutch the clutch application is now controlled so that the application is progressive. The result of this is during the application there is a controlled slip as the clutch applies. It is fair to say, some of the early attempts at regulated application were not 100 percent successful and converter shudder was a common complaint
ACEOMATIC TRANSMISSION SERVICES LTD Automatic Transmission Repairs and Service Electrical Repairs and Diagnosis Torque Converter Specialists
27 Stanmore Road, Christchurch
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26 • Radiator February 2014
with some transmissions. In fact, one manufacturer actually deleted the converter clutch from some models to get over the problem. However, with better fluids, friction materials and controls, the systems have become reliable.
Of course no system is without possible faults. We can split lockup faults into three categories - No lockup, Unintentional lockup and Shudder or harshness on application. In each case we need to have an understanding of what is going on to apply the lockup. Obviously there are many different ways that lockup is controlled so we are just going to use an example rather than a specific vehicle or transmission. For our example we will use a two path converter, rather than the three path units that we are seeing in later model transmissions. To diagnose converter lockup faults it is necessary to have an understanding of the actual operation of the unit. Firstly, we need to know something about the construction of the torque converter. The main parts are shown in the accompanying picture. Converter charge oil is present under pressure in the area between the impellor and the turbine this has the effect of pushing the lockup plate onto the front cover therefore applying the lockup. Lockup release fluid is fed through the input shaft of the transmission into the area between the front cover and the lockup plate this has the effect of pushing the plate away from the cover therefore releasing the lockup. In simple terms to apply the lockup we just need to exhaust the release fluid. Of course, it is not quite that simple as a sudden release would give a harsh unpleasant shift. To control this release, oil is regulated by a valve or valves in the transmission. These valves in turn will be controlled by a solenoid that regulates the pressure. Once lockup is commanded, release oil is exhausted progressively to allow the smooth application of the lockup clutch. Now that we have a basic understanding of the principle of lockup torque converters we will look at some diagnosing and possible causes of problems but as room has run out it will be in the next article.
I am happy to receive feedback on this or any other subject and can be contacted at martin@aceomatic.co.nz.
John Knowles steps down Members of the boards of Motor Group Investments Ltd (MGIL) and Vehicle Testing Group (VTG), MTA staff and other key stakeholders gathered in Wellington late in 2013 to farewell former MGIL Chairman John Knowles. John’s retirement from the MGIL Board represented the last in a long and distinguished series of representative roles he had held stretching back 25 years. Starting with Motor Vehicle Dealers Institute (MVDI) back in 1998, John rose to become MVDI National President and was instrumental in the 2003 merger between MTA and MVDI. He later went on to become MTA President before taking on roles on the Motor Trade Association Investments Ltd (MTAIL), VTG and MGIL Boards. John was accompanied at the function by his wife Lea, whom he credited with providing the key support he needed during his time on the various boards. A number of those present also took the opportunity to thank John for his contribution, with his clarity of thought, courteous approach and single-minded determination often being mentioned. John remains an MTA member and continues with his successful Christchurch based business, Economy Cars. John Knowles and his wife Lea
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From where I'm standing... Well, what a busy old time these last few weeks have been. I ended the year by moving back to New Zealand, permanently. We’d always planned to re-locate back to New Zealand, and this seemed the right time factoring in everything from family to race schedules. To start with, I’ve gone back to my original home-base, Hawkes Bay. I still have strong connections to the region, family wise, so it makes sense to at least start back there. While I am already missing the Australian climate, the one thing I won’t miss is the constant flying between the two countries. Looking back I was averaging around 25 trips a year back and forwards; if you’ve travelled that route, you’ll know there’s not a lot to see on the plane, and I won’t miss all the rigmarole that these trips involved. Of course, one of the real plusses out of all of this is that I will be a bit more available for local activities; flying to Aussie effectively takes a day out of your schedule, so it’ll be real handy not losing so much time travelling around and sitting at airports. I used to think that the Aussie V8s had a quick turnaround between seasons, but it’s nothing compared to what we are doing locally here with V8 SuperTourers. The final race of last season was December 1st, but there’s barely more than seven weeks until the first round of this season at Highland Park in Cromwell. By the time you get to read this, Round 1 will have been well and truly over, with Round 2 set for Manfeild just a fortnight later. This hasn’t given anyone much time at all to either push ahead with development of their cars, or to put in place all their other arrangements for the season. It takes quite a bit of work to organise a full schedule of sponsors, so I’ve been busy over these past few weeks. At this stage though, things are coming together nicely, and the team are looking forward to defending the Championship.
Best wishes
29 • Radiator February 2014
While there has been quite a bit of grumpiness between the organisers of NZV8s and SuperTourers over this last little while, progress is being made. So much so, that both will be acting as support classes to the Aussie V8’s at Pukekohe in late April. Three different V8 classes over two days should be enough for even the keenest revhead, and I know everyone is looking ahead to what looks like it could be one of the biggest dates on any New Zealand motorsport calendar ever! Another plus, if that’s the right word, to emerge over the last little while has been the fall in the road toll. The fact that it was the lowest in more than 60 years has been well covered, but there were a couple of aspects that deserved greater scrutiny. Like many ‘stories’, the real news can be found in the detail. For example, the group that I’ve tended to spend most of my energies on, the 15-24 year olds, fared poorly. In an overall road toll that was down 17 percent, this group actually saw fatalities increase. They are still the most likely group to be involved in an accident, and we need to continue to focus on them. One of the other things that seems to have escaped much attention is that the toll in the Auckland, Canterbury and Wellington regions all actually increased. The big ‘improvers’ were the provincial regions, especially in the North Island, but the regions where the bulk of our people live all turned in a poorer result than the year before. I’m not sure what the reasons are behind that, but it has to be a concern. On the same topic, why did the Canterbury region record the highest total for road deaths? It has only around a third of the people in it that Auckland does and yet there were more people killed on the roads in that area. I don’t have the answer to that but hope that transport groups are taking on board these exceptions to the overall trend. If we’d been able to get the reductions we saw across the rest of the country in these three regions, then the toll would really have shrunk. There’s still a big job to do. In the meantime, I look forward to catching up with you over the course of the year.
mediation Alan Barr
MTA Mediation Advisor
Within our articles, you will have read many times about thorny issues and arguments of unauthorised work or customers who say their vehicle just wasn’t worth spending good money on. While this can sometimes be an excuse for payment resistance, there can be justification if a customer simply didn’t authorise you to carry out repairs. So how do you avoid this argument? When assessing and quoting a repair, use your own judgement and ask customers what they perceive the value of the vehicle to be. If you think they are somewhat unrealistic, without being too unkind, give them the benefit of your valuable experience and tell them! If they don’t like what you are saying, it may be they are not the sort of customer you should encourage – but, of course, that has to be a decision for you at the time. This situation came to our attention: a customer took a recently purchased TradeMe “cheapie” to a workshop for a post-purchase evaluation and assessment to see if it would last the limited time that was planned for its use. In the TradeMe sale, the cambelt was claimed to have been recently changed.
Is the vehicle worth the repair? The consumer requested the repairer verify that by a simple visual inspection, as well as remedying a few obvious minor items, with a maximum repair budget of $600. Some time longer than the consumer anticipated, the vehicle was ready, but came with a repair invoice for $1,600. This included a new cambelt and water pump. The now astonished and annoyed consumer sought an explanation. The repairer believed because he made a damage discovery in his cambelt investigation, he had carried out a responsible job. The consumer argued the decision of a responsible repair was not his because without consultation of the discovered damage, he had exceeded the contract expectation. The invoice total was more than twice their expectation and was in excess of half the vehicle’s value. They reminded the repairer they had discussed the assessment and repair cost ceiling for that reason and as such they had no intention of paying for work they were unaware had taken place – and importantly, had not authorised.
Were they right? Yes they were! How do you get around this? You’ve got two choices; put the job back to where it was before you
began on your initiative to replace things, which includes taking the replaced parts out, putting the old parts back in and crediting the labour costs. This is usually not the best option for you – a double labour loss and likely an irreversible repair. Alternatively, you can convince the customer, despite your enthusiasm, their vehicle is worth it – the benefit from your work will extend its life and make it a good prospect at the end of their intended use. Either way, you are in no position to argue and you’ll have to agree on a fair settlement. Resistance and a trip to a judicial process will see you on the wrong side of a referee. Our advice is simply to just settle.
The moral here is simple: Remember to consider the overall value of customers’ vehicles and if, after the benefit of your advice, they want a repair and you take the job on, get their authority for the recommended work before you begin.
If you are not sure of any challenge or situation you may find yourself in, call the Mediation Team on 0508 682 633 to discuss your particular circumstances.
MTA debtor statements and gift voucher remittance advices by email;
faster, cheaper, less hassle
MTA now offers members the capability to receive their monthly debtor statements and weekly gift voucher remittance advices by email. From February onwards, you can receive your monthly debtor statements and weekly gift voucher remittance advices digitally, by following the link at the member section of the MTA website, or email finance@mta.org.nz, or call Nicki Menzies at MTA on (04) 381 8810. If you already get your MTA gift card invoices by email, we will automatically extend the digital service to monthly debtor statements and weekly gift voucher remittance advices, too. If you don’t sell MTA gift cards and don’t want us to email these documents, do nothing; we’ll keep sending you all your monthly debtor statements and weekly gift voucher remittance advice by post. Why are we doing this? It’s much more efficient and cost effective for MTA – so we can better use in bringing you more value. It’s a pretty good deal. You save shelf space and get them quicker. It help saves the planet. Everyone saves time, hassle and trees.
30 • Radiator February 2014
The Motor Vehicle Disputes Tribunal 2013 In the Mediation Centre, we track and review all Motor Vehicle Disputes Tribunal (MVDT) decisions. We do this to help us understand what is, in effect, a very grey law – the Consumer Guarantees Act 1993 (CGA) – and to better advise members who find themselves in this forum. Here are a few facts from the MVDT you may find interesting or even helpful.
The cases In 2013, 111 traders found themselves at the MVDT: there were 136 individual hearings, several traders appeared three times, one appeared four. It was notable that some of the traders making multiple appearances were quite new to the industry. Of the 136 cases, 80 were in favour of the purchaser. However success can be relative. Some purchasers received a different outcome to what they were after, and sometimes it was less than what the trader had offered to settle the dispute in the first place. MTA members were involved in18 cases – 10 of those were assisted by MTA and of those, nine were successful. Of the eight cases where members didn’t seek assistance from MTA, two were successful.
The cars
mediation Julian McMullan MTA Mediation Advisor
cheapest was $1,400. Half of all applications involved vehicles under $9,000. On average, the distance travelled by the vehicles at the time of sale was 130,000kms.This is quite high; however, with the average age being 12 years, it is under the national average by about 15,000kms. The majority of complaints were lodged within 5,000kms and 6 months – within the “first WoF” period. It will be interesting to look back on this in 12 months’ time. The longest time period from purchase to complaint was 5.5 years and 80,000kms.
The reasons Engine failure was involved in15 cases. Nine had issues with a head gasket, and 13 with the transmission – all claimed as substantial. Success for substantial faults was about 50/50. There were 14 claims for multiple faults and these were mostly unsuccessful. The MVDT put responsibility back on the owners of older cars for maintaining their vehicles (or not, in these cases). This was good to see, but again depended on how the trader had represented the vehicle. Last year, 14 cases were heard under the Fair Trading Act (FTA) for misrepresentation. There were nine more heard under FTA sold at auction and most of these were successful. Don’t forget you are the expert and anything you say about the car can and will be used against you.
There were 10 manufacturers whose product appeared more than five times. Nissan was in the lead with 25 vehicles, followed by Toyota with 18. Not all cases involved a quality issue – many could be attributed to the age and mileage of the vehicles. There are a lot of vehicles from these manufacturers on the road and no one model stood out as the problem.
There were 48 cases involving section 18 (2)(b) of the CGA – “Failure to repair within a reasonable time”. The vast majority were successful and often for minor things. This is one of the few parts of the CGA that are black and white. If you fail or refuse to repair a fault covered by the CGA, the rights become the purchasers and one of those rights is rejection – a right over 60 percent of applicants opted for.
In various cases, five Mazda RX8s appeared. This is to be expected as they are getting older and cheaper – now falling into a price range where people purchasing them are not aware of the special care they require. Fantastic car, but be careful how you represent them.
In summary, the MVDT is a useful forum where problems can be sorted. In most situations, it is better to try and resolve matters without having to rely on the MVDT, but if that has been unsuccessful and you are summoned to attend, recognise you are going to have to defend your position.
The average age of the vehicles was 12 years – the oldest being 24 years old. Only three new cars appeared in the MVDT in 2013.
Do not assume “the truth” will emerge by itself – seek guidance from the MTA Mediation Team. It is often quite clear whether the dealer is in a strong or weak position. It is also not usually worth the time and energy trying to defend the indefensible.
The most expensive car, the Aston Martin, cost $93,995; the
Pegasus Golf Club Friday 14th
March
2014
Canterbury
golf tournament
Whether it’s a hole in one, or a day out with some great company, there’s something for everyone at this tournament.
• • •
Registration – 10:30am Briefing – 11:15am Tee off – 11:30am
Watch out for the flyer and registration coming out in February 2014.
31 • Radiator February 2014
bodywork Bob McCoy MTA Collision Repair Manager
How will you meet the looming challenges of 2104? There is a storm brewing on the horizon for the New Zealand collision repair industry you will all be aware off. No doubt there will be casualties after it passes through. The question you should ask yourself is what you are going to do to ensure your business is in strong position to come out the other side unblemished, or at least in a robust condition, that will allow you to rebuild the business you have worked hard for years to preserve? You need to act now. What measures are you going to put into place to recover and survive? Can you diversify? What other opportunities are out there for you to seek out, develop, and then implement, to ensure the future success of your business? Look outside the square and be creative. Are there other industries in your area you can team up with to develop, innovate and maybe even merchandise new products and services? Look to see what’s happening overseas; Google is a great tool for trawling the world wide web for ideas. What are some of the things you could add to your business that you’re not doing now? Are you flexible about when you are open? Would a loyalty or referral scheme work for you? Can you use your skills and facilities for things other than vehicles? Are there parts of your business you can outsource? Can you sublease underutilised parts of your premises? There are lots of things you can consider to make your business more resilient. How financially strong is your business? Make sure your financial institutions are kept informed of potential changes to your operating model – they will be keen to offer advice and help you move forward. How mentally strong are you, to pull you and your business through these changing times? Don’t be afraid to ask for help. Business Mentors NZ is a great organisation – and for $150 can provide you with outstanding mentorship for two years. MTA is working with a range of organisations right now to offer you with help and advice to try and get you through these difficult times. Further information on this will be available in the coming months.
32 • Radiator February 2014
Collision Repair
Update
NSW government to probe insurer/repairer relationship The NSW Government announced a Parliamentary Inquiry into the motor vehicle repairer and insurer relationship, contracts and smash repair work in NSW on Tuesday 19 November 2013. A statement issued by NSW Minister for Fair Trading Anthony Roberts set the scene for the inquiry by recapping that in 2011 Fair Trading began reforms in the motor vehicle sector in NSW, specifically examining the Motor Dealers Act 1974 and the Motor Vehicle Repairs Act 1980. The new consolidated and improved Motor Vehicle Dealers and Repairers Bill 2013, is currently before Parliament. Roberts said one of the issues raised by stakeholders during the consultation process, though not within its scope, was the relationship between motor vehicle smash repairers and insurers. “In April of this year, I asked my Motor Vehicle Industry Advisory Council to give consideration to developing the terms of reference for a possible public inquiry. “We have been working with stakeholders over the past six months to determine the key issues affecting the industry and how these impact on consumers.” The terms of reference for the Inquiry to examine and report on are: ·
Smash repair work and whether it is being carried out to adequate safety and quality standards;
·
The current Motor Vehicle Insurance and Repair Industry Code of Conduct, its governance structure and dispute resolution mechanisms and whether it is effective at regulating the relationship between repairers and insurers and in serving consumer interests;
·
Consumer choice, consumer protection and consumer knowledge in respect to contracts and repairs under insurance policies;
·
The business practices of insurers and repairers, including vertical integration in the market, the transparency of those business practices and implications for consumers; and
·
Alternative models of regulation, including in other jurisdictions.
“These comprehensive terms of reference will allow the Inquiry to determine whether the relationship between insurers and repairers meets the principles of consumer choice, transparent business practices, effective dispute resolution systems, a competitive marketplace and importantly, the safety and quality of repairs,” Roberts said. Source: Australian Paint & Panel
bodywork
BARRY BARRY DAWN DAWN
JORDON JORDON HENDLER HENDLER
INDUSTRY
GARY GARY WANO WANO
AARON AARON SCHULENBURG SCHULENBURG
FORUM2014 Newton International Marketing is pleased to announce that the popular Industry Forum is returning in 2014 with guest speakers/panellists from New Zealand and the USA joining their peers in Sydney to discuss and debate the vital issues in the industry that we face today and in the future. The panellists from the USA include Aaron Schulenburg, Gary Wano and Barry Dorn who have all been involved in previous forums plus Jordan Hendler who will be making a not to be missed ‘social media’ presentation.
Where: Crowne Plaza, Coogee Beach, Sydney When: Saturday 17th May, 2014 – 8.30am-4.30pm Who should attend: Repairers, service providers and suppliers, insurers and in fact anyone connected with the industry Investment: Early bird rate $175.00 plus GST (For bookings prior to April 17th, 2014). After April 17th 2014 – $200.00 plus GST (Includes morning and afternoon tea, lunch and forum material)
Other panellists will include representatives from Insurers, Paint Suppliers, Equipment and Consumable Suppliers, Software Suppliers, Vehicle Manufacturers and of course Shop Owners. Jeff Hendler from the USA and David NewtonRoss will once again moderate the sessions and there will be adequate time provided for questions from attendees.
This workshop and forum is proudly sponsored by the following companies:
Sydney Automotive Paints & Equipment
33 • Radiator February 2014
For more information and to secure a spot at what will be a sold out event contact:
David Newton-Ross, Newton International Marketing Email: david@crsa.com.au Tel: (02) 9973 2298 Mobile: 0418 298 572 Fax: (02) 9973 1838
bodywork
Volvo outline safety aspects of Modular SPA Platform
Mild steel High strength steel Very high strength steel Extra high strength steel Ultra high strength steel Aluminium
Volvo is about to introduce a new modular platform called the Scalable Product Architecture (SPA) that will underpin all of its models sized from about the S60 up. The first model to be based on the SPA platform will be the all-new 2015 XC90, which thanks to the capabilities of its platform promises to be one of the safest vehicles on the market when it launches late next year. The SPA platform enables significant improvements when it comes to offering protection - either by offering protection through a strong and rigid structure or by avoiding impacts altogether. Starting with the structure itself, Volvo says the use of different steel grades in the design of the SPA platform, particularly boron steel, means vehicles will be stronger. The main image above shows the structure of the 2015 XC90 and lists the various materials used throughout. Then there are a myriad of sensors that help prevent accidents happening in the first place. Camera, radar and sensor technologies compatible with the SPA platform are extended to detect more objects around the car and to offer support at higher speeds and in more situations, such as at crossings.
34 • Radiator February 2014
One such system will be a lane keeping assist which will be able to autonomously steer a vehicle to keep it in its lane. The autonomous steering system also works with separate cruise control systems, allowing
future Volvos such as the 2015 XC90 to automatically follow the vehicle ahead in queues--even along curved roads. Furthermore, the SPA platform is also designed to accommodate the implementation of autonomous technologies all the way to selfdriving cars, which Volvo is currently working on. Other features include detection and auto brake for large animals and pedestrians also when driving in the dark. Inside the vehicle, there are safety features that can help lessen the impact of a crash. These include items such as safety belts, pre-tensioners, whiplash protection system, airbags and inflatable curtains. In cars built on the new SPA architecture, the smart belt pre-tension systems increase the retention of the occupants before and during the event of a collision. For example, the rearward-facing radar is used to detect a rear impact. This allows the safety belts to be tightened in advance in order to keep the occupants in place. Finally, Volvo is setting the SPA platform up to be ready for a world where cars are able to communicate with their surroundings, including to other cars. With this Car-2-Car and Car-2-Object technology in place, vital information, such as obtaining road conditions, advance warnings and detour options, and even empty parking spots, can be shared and exchanged. Source: Motor Authority
express
February Savings
PAD OF 50
$
Consumer Information Notices
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SALE INFORMATIO N
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PAD OF 50
11 .99 code: 157
314602_47513MTA Veh Offer_Sales
Offer_Sales 314602_47513MTA Veh
1/6/04
2:17 PM
RE-ORDER FROM P.O. BOX 9244, WELLINGTON. PHONE 0508-682 682 FAX 0508-801 www.mta.org.nz 837
Agreement Vehicle Offer and Sale MOTOR VEHICLE NEW OR SECONDHAND
To: Trader’s Copy
DEALER
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Chassis/Vin No.
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code: 312
40 .49 WOF Details
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I request delivery at THE ONon o’clock THE TERMS AND CONDITIONS Signed
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Signature of:
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Order online: www.mta.org.nz Stationery Hotline: 0508 682 682
35 • Radiator February 2014
code: 1222503
$
DEALER’S ACCEPTANCE
(Purchaser) Offer date:
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Summary Time and Manner of Payment Cash Payments
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DESCRIPTION OF VEHICLE TO BE PURCHASED
NEW TO BE PURCHASED Registration Plate No. Model DESCRIPTION OF VEHICLE USED
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$
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Re-order No. 311 (Pkts/200)
Re-order No. 311 (Pkts/200)
Vehicle Offer and Sale Agreem ent
www.mta.org.nz
PACKET OF 50
JUNE 2004
JUNE 2004
FAX 0508-801 837 N. PHONE 0508-682 682 BOX 9244, WELLINGTO RE-ORDER FROM P.O.
N o
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Industry comment
Dave Bodger General Manager, Gull NZ
You have been involved in the industry for some time. How have things changed and what trends do you see for the future? You have made me think and count – 25 years, I guess, is a long time. The last seven have been at Gull and have been awesome fun. Throughput of service stations has grown significantly over time. Staff numbers have remained the same, or fallen, making the operator’s business a much busier place. When “experts” guess oil prices or exchange rates, I often then guess the other way as future predictions are never easy. I do believe however, is the future New Zealanders want (demand) their own vehicles for transport and liquid hydrocarbon is the best way to power that vehicle for at least the next two decades. So, Gull and Radiator readers have a reliable business for a long while yet. Petrol stations in New Zealand will unfortunately not be allowed to sell alcohol, and tobacco. Sales will fall. Sugar and fat will be next on the list (then coffee?). So the industry needs to continually find new avenues of earning revenue.
Your strategy of using more unmanned sites differs from others focusing on delivering more service; what do you think today’s fuel consumers really want from their service station? I don’t agree we are turning away from service. Our growth in site numbers is about 50 percent independent dealers who own their outlets and choose to change the brand of their site to Gull, and the other 50 percent are unmanned sites. The best service is given by the person who operates the business also owns the business – that is why we are growing our dealer-operated businesses and our drive with any of our leased sites is to have long term operators with skin in the game as again this leads to the best customer experience. The unmanned sites fill a hole in the market for people looking for the fastest service available at the best price. With our Drive Thru (unmanned) sites, in general we save a lot of development costs with smaller land area required and lower investment with no buildings.
What would you consider are the main challenges facing the fuel retail industry today? Falling sales and gross profit - primarily in the tobacco category; Overall, poor return for C Store sales against the cost of operation; Increasing rents/land value limit investment opportunities. (Interesting, I have not listed an item that is directly fuel related).
36 • Radiator February 2014
Gull has been selling some ethanol fuel for a while now; how do you see the future of bio fuels? Unfortunately, a poor outlook for industry-wide adoption. Gull supports biofuels in principle. As a family company, we see the industry needs to take action regarding carbon emissions. However, mineral-based fuels are the cheapest energy source on the planet and biofuels only exist in any country with government subsidy or quota to drive their adoption. Currently in New Zealand, there is no long-term certainty of the ethanol excise exemption. Large investments to be made by other players to market ethanol and biodiesel no longer attracts a subsidy for production. Gull will continue to use ethanol to boost octane in our premium grade Gull Force 10. We are close to maximum capacity for New Zealand-produced ethanol. With uncertainty of imported supply we stopped blending ethanol into our Regular petrol in February 2013.
Are you still exploring opportunities to expand into the South Island? Always, but there are many pieces to fit together. Our difficulty is access to fuel and the major cost of a new terminal.
Gull has invested heavily in infrastructure. Tell us about your experiences in this area. Our Mount Maunganui Terminal is our crown jewel. At 88 million litres, it is large for a refined product terminal. We understand it is third largest in the country, behind Wiri in South Auckland and the refinery in Whangarei. It is the key to our independence; it gives us the ability to import and break from the traditional New Zealand supply chain. It offers us a lot of flexibility and assurance by having control over our stock levels. It is a much longer time frame to get a return on an asset of this size, but I think that is a real positive as it notes that you are here for the longer term.
Are customers different across your network and, if so, how do you adapt to this? Compared to our opposition: •
We are petrol heavy in sales.
•
We don’t see the business customers as we do not focus as much as our opposition on the oil company card market.
•
I suspect our alliance with Countdown and accepting their grocery vouchers gives us a slightly greater female skew, and contributes to why we sell more petrol.
Long-term alliances and relationships are key with businesses of all sizes – from Tranzliquid, our transport operator, and Woolworths/Countdown, to relationships with individual customers and smaller day-to-day suppliers. The Gull approach is: What can we do that is different? How do we sell more? How do we do it better? In my last role with one of the majors, I was almost totally focused on the process of how you did things and how do I keep offshore "helpers" off my back. There was no opportunity or any encouragement to take an initiative. This fundamental difference in approach really assists Gull in the marketplace.
What would you like to see MTA do within the fuel sector? Add more value for the “petrol” operator. Many MTA members are compelled to join simply to deal in MTA Gift Vouchers. First step, which I see is happening is trying to get closer to the urban members who are not well represented on committees. What are their needs? Merchant service fees are something MTA could potentially drive reductions in.
What does future success look like for Gull? In 2010, Gull had 17 percent market share in Perth. At that stage, the business lost its family feel and moved away from its core values and it was sold. My guess is we are about 4.5 percent of the New Zealand petrol business now so 15 percent share sounds about right. It has taken us 15 years to get this far in New Zealand. On that basis another 30 years should get us to that number.
I don’t see it as an “adaption”; it is what we have and we are happy with it. We offer a Gull card but it is primarily to make business purchasing easier, not to chase major nationwide accounts. In general, the oil majors’ commercial card business is complex for the oil company, low margin for the oil company and low margin for the operator of the site. I’m not excited about chasing that type of business.
Why has Gull succeeded in challenging the dominant market participants when others have historically failed? Simple – experienced ownership with a long-term view. Not taking ourselves too seriously and looking to have fun. Being able to offer a brand that is consistently associated with the best value in fuel really helps gain public and media attention. Looking for and securing the best deals for our fuel from offshore refineries. Note that best is determined by price, quality and delivery efficiency to New Zealand.
37 • Radiator February 2014
The Gull approach is: What can we do that is different? How do we sell more? How do we do it better?
road test
courtesy of autotrader.co.nz
Words: David Linklater - Images Supplied
Ford Fiesta ST WHAT DO I NEED TO KNOW? 2013 was been the year of the hot hatch. In 2012 we’ve seen new pocket rockets from Ford, Peugeot and Volkswagen – all paying homage to their respective high-performance heritages, but also all reinterpreting the hot-hatch genre for the 21st century. The Ford Fiesta ST is arguably the one that comes closest to the spirit of the hot-hatch heyday. Actually, there’s nothing old-fashioned about it – the ST is powered by Ford’s latest EcoBoost engine technology – but the little Ford has an old-school attitude in the way it puts sheer entertainment above comfort and refinement.
38 • Radiator February 2014
WHAT’S IT LIKE TO DRIVE? If you’ve arrived here directly from the previous sentence, you’ll know the ST is an absolute blast to drive. This is not surprising given that the larger Focus ST is such a driver-oriented machine, but the Fiesta is an even cheekier and more chuckable car. The 1.6-litre EcoBoost engine strikes a great balance between ease-of-use and outright entertainment. It has linear performance when required, but there’s a huge punch available when you’re pressing in. And then a bit more when the powerplant goes into ‘overboost’ mode. No complicated dual-clutch gearbox technology for the ST and certainly no automatic option. It’s got a slick six-speed manual with three pedals and it’s a joy to use. Light weight and a lot of power give the ST a nimble attitude around corners. A torque vectoring system, which modulates the amount of power fed to each front wheel, prevents the high output of the engine from overwhelming the available traction. It works seamlessly and effectively.
IS IT EASY TO LIVE WITH?
The Fiesta ST comes at a very mainstream price, yet on a bang-for-yourbuck basis it’s one of the most entertaining and accomplished sporting cars on the market.
For a true enthusiast, nothing else but the Fiesta ST’s performance and chassis verve will matter. But there are some limitations in the base car. The Fiesta is brilliantly designed inside but certainly a car built down to a price, so the quality of materials in the cabin is nothing special. The touchpoints are right though, with a nicely shaped steering wheel and gearlever, as well as a fantastic set of Recaro seats. The Fiesta ST is of course a three-door model for our market – an ideal way for Ford to set it apart from the rest of the range (all other Fiesta models are five-door in New Zealand) but perhaps not the ideal choice for family buyers.
SHOULD I BUY ONE? You’d be mad not to. The Fiesta ST comes at a very mainstream price, yet on a bangfor-your-buck basis it’s one of the most entertaining and accomplished sporting cars on the market. Absolutely brilliant.
Tech Specs Base price: $34,990.
Powertrain and performance: 1.6-litre turbo-petrol four, 134kW/240Nm, 6-speed manual, front-drive, Combined economy 5.9 litres per 100km, 0-100km/h 6.9 seconds. Vital statistics: 3975mm long, 1453mm high, kerb weight 1163kg, luggage capacity 276/960 litres, fuel tank 42 litres, 17-inch wheels on 205/40 tyres. We like: Pretty much everything. We don’t like: Cheap cabin trim, five door option would be nice How it rates: 10/10 (not perfect but very close for the price
39 • Radiator February 2014
Renault/Nissan alliance
Acquisitions, mergers and alliances
Story and images by David Linklater
IS THE BIG THREE NOW THE BIG FOUR? The motor industry is one of the most competitive in the world, but no carmaker is an island. All have dabbled in alliances and/ or mergers at some time in their history – even the most fiercely independent brands. Sometimes, it’s about exploring new opportunities; others, it’s just a way to avert commercial disaster. Trying to keep up with acquisitions, mergers and alliances could be a career in itself. The deeper you look, the more questions seem to come up. Let’s take a look at some of the big ones in 2014. 40 • Radiator February 2014
American automotive brands are by no means the world’s biggest, but they are surely the most famous. General Motors, Ford and Chrysler have long been known as the Big Three. All have a history of partnering with other makers, but Fiat’s recent buyout of Chrysler has changed the American industry for good. Fiat emerged as part-owner of Chrysler following its Chapter 11 bankruptcy in 2009. Since then it has acquired shares from the American and Canadian governments, and the United Auto Workers (UAW) to take full control of Chrysler on the first day of 2014. What happens next? According to Fiat, the group will become a truly global maker of cars built on shared platforms and technology. That’ll presumably mean less grieving over the troubled European market, but also less emphasis on the uniqueness of American motoring. It’s certainly more honest than Chrysler’s former association with Daimler-Benz (19982007), which was famously billed as a “merger of equals,” but was closer to a German takeover. Company investors were unhappy and the two brands failed to integrate their product lines enough to take full advantage of the union. There is no sign that the Fiat and Chrysler brands will lose their individuality, but they are already sharing platforms and technology with an eye to the future and broader markets. Both Ford and General Motors are looking outwards as well – and pretty much going it alone. Ford was the only one of the Big Three that did not require government loans
following the financial crisis in 2008 – although it was hardly in good health - and it has pursued a world-car strategy (called One Ford) ever since.
Li Shufu Geeley Chairman
Once upon a time the Blue Oval was all about alliances and brand-acquisition. It had a very successful partnership with Mazda from 1970-2010, at one time owning a controlling 33 percent stake. It acquired Jaguar in 1989, Aston Martin in 1994, Volvo in 1999 and Land Rover in 2000 - all as part of its Premier Automotive Group (PAG). Today, Ford has all but divested its interests in those companies. It still shares some platforms with Mazda and still builds engines for Aston – although not for too much longer, as the sports car maker is linking up with Mercedes-AMG for its next-generation engines. Jaguar and Land Rover were sold to Indian giant Tata in 2008 and Volvo went to Chinese maker Geely in 2010. General Motors is a giant – the second-largest car maker in the world in 2012. It has held stakes in many other companies, including Fiat, Isuzu, Subaru, Suzuki and most recently Peugeot-Citroen (PSA). But none of the above are relevant in 2014; GM sold its 7 percent share in PSA late last year, prompting the troubled French group to seek a closer alliance with Chinese maker Dongfeng. GM also famously owned Swedish brand Saab from 1989-2010. It sold the company to Spyker, but later blocked the sale of Saab to a Chinese consortium because it did not want the GM technology in Saab cars being transferred. Saab collapsed, but was resurrected by National Electric Vehicle Sweden (NEVS) – another company with close ties to China. In fact, a big part of GM’s global sales success is down to its operations in China, where it has 12 joint ventures with domestic companies. But overall, the company seems to be in a consolidation phase: the American government sold its majority share in GM in December 2013 and the company is busy re-examining its operations all over the world. For example, it has announced the withdrawal of the Chevrolet brand from Europe in 2016 and the closure of Australian manufacturing in 2017.
WILL VOLKSWAGEN BECOME THE BIGGEST MAKER IN THE WORLD?
WHEN WILL CHINA TRULY BE IN THE CLUB?
started when Porsche began buying VW shares – claiming to protect the company from foreign takeover, but ultimately intending a full-blown takeover. Long story short: Porsche eventually acquired more than 50 percent of VW but racked up huge debts and failed to take control. The two agreed on a merger and VW proposed purchase of 42 percent of Porsche – but rapidly ramped that figure up to 49.9 percent and ultimately bought the lot. Porsche is now a lucrative part of the VW empire. The moral of the story might be not tomess with VW, but Suzuki did anyway. In 2009, VW bought 19.9 percent of Suzuki, with the intention of forming an alliance to produce small cars for emerging markets. By 2011, both parties were accusing each other of breaching the agreement and Suzuki ultimately demanded that VW return its share. The case is still subject to court proceedings – although rumours persist that the alliance may be renegotiated and continue.
Volkswagen is intent on becoming the largest automotive maker by 2018. It was, in fact, the largest maker of passenger vehicles in 2012, but fell behind Toyota and GM for overall sales. In addition to its own brand, VW Group owns Audi, Bentley, Bugatti, Lamborghini and Seat. From 2009, it was also involved in an automotive soap opera that
VW Platform sharing
The Chinese market is the largest in the world, and alliances are an essential part of the mix. Domestic brands account for less than half of production – the rest comes from foreign makers, all of whom are involved in joint ventures with local companies because they are not permitted to produce cars in China without such agreements. However, joint ventures at home are one thing. Having the credibility to tap into the international automotive sphere and link up with established makes outside China is another. Geely has come closest with its purchase of Volvo from Ford in 2010. However, the deal has not been without difficulty. Geely has been slow to move production to China, presumably for fear of damaging Volvo’s premium European image, but strong domestic sales (without the burden of import duties) are essential to Volvo’s future success. We’re also yet to see a brand-new model produced under Geely’s ownership and there are persistent rumours of culture clashes between Chinese and Swedish management over the future direction of the brand.
ACQUISITIONS, MERGERS AND ALLIANCES: WHAT’S THE DIFFERENCE ANYWAY? Sometimes it’s just semantics: “alliance” is sometimes just another way of saying “we bought a chunk of a rival company” and “merger” can easily mean “we came and conquered”. Perhaps the best example of true collaboration by two carmakers is the Renault-Nissan Alliance. The two companies have had a crossshareholding agreement since 1999. Renault has a 44.4 percent stake in Nissan, while Nissan holds 15 percent of Renault. Alliance executives oversee common production and financial matters, but insist the two companies remain separate – the arrangement is not regarded as a takeover or merger. But it is regarded as a huge success.
41 • Radiator February 2014
Cars that made a mark
The VB and VC Commodores... a Kiwi favourite Long-time motoring writer Donn Anderson recalls road testing the first of the Holden Commodores on local roads in 1979... New Zealanders began a 35 year love affair with the Holden Commodore right when the government launched an illfounded carless days scheme in a vain effort to reduce the nation’s consumption of fuel. Car owners had to choose one day a week in which their vehicles stayed home, and the law was introduced late in July 1979 just as General Motors was importing the first batch of Australianassembled Commodores. Kiwis began thinking a lot more about fuel economy when the Iranian revolution sparked the second oil crisis that year, but the first generation VB series Commodore had already been unveiled across the Tasman in October 1978. It was a little smaller than the traditional family Holdens, while retaining the same 6- and 8-cylinder engines. What really captured the imagination of local buyers was the European influence with the Opel-inspired design. GM tempted the market by importing a few Aussie built examples before gearing up to locally assemble four versions of the Commodore - three 6-cylinder models and an up-market V8. Holden was keen to woo customers away from the then new XD Falcon and the initial response was staggering with dealers reporting 1,000 firm orders in the first month, with a further 850 orders swinging. We were supposed to be thinking small, yet the Commodore revealed just how good a large car could be. I test drove one of the first 5-litre SL/E V8 models, which came with a comprehensive specification and even had the optional air conditioning. It was the first time General Motors had offered air conditioning in a locally assembled car (6 cylinder models). The driving position was superb and the seat
42 • Radiator February 2014
height adjuster offered on all versions enabled you to select a perfect position, regardless of size. If anything, the 114kW engine had too much power for local conditions, with the car sprinting to 100 km/h in roughly 10 seconds and on to a 190 km/h top speed. The three speed GM automatic transmission was one of the best around, with silky smooth changes. On the road, the Commodore had impeccable manners, and was particularly good in the rough where its well-sorted suspension did a brilliant job. Riding qualities were above average, with minimal body roll, and the handling put it right up with the best money could buy. A run in the entry-level 3.3litre, 6-cylinder SL model proved it was also a great driver’s car, and the Holden seemed marked for success with prices starting at around $14,000, rising to $19,000 for the top-spec V8. At the time this was deemed a lot of money - but then this was a lot of car. And did it sell? Did it ever. In 1980, the first full year of New Zealand sales, it was the third top-selling model with 5,279 deliveries. They zoomed to a record 7,770 deliveries the following year, making the Commodore the second best seller, and in both 1982 and 1983 it was the nation’s third favourite new car. In answer to the fuel economy needs, a 2-litre, 4-cylinder version of the Commodore, with only half the power of the beefy V8, was introduced in 1980, but New Zealanders kept their love for the bigger-engined versions and are dismayed Holden has recently announced Australian production will soon end. And what happened to carless days? Unlike the Commodore, they disappeared in May 1980, less than a year after they were introduced.
CLEANS INSIDE FOR IMPROVED PERFORMANCE
• • • •
Shell Helix HX3 for older engines Shell Helix HX5 for reduced engine noise Shell Helix HX7 for extra responsiveness Shell Helix Ultra for maximum performance
For more information on how Orica and Shell Lubricants can help you, call 0800 673 375, or visit www.orica.co.nz
PROUD DRIVERS CHOOSE SHELL HELIX
43 • Radiator February 2014
statistics Tony Everett Dealer Services & Mediation Manager Ph: 04 381 8827
market overview 2013
tony.everett@mta.org.nz or: 04 381 8833 rochelle.reddish@mta.org.nz
More vehicle statistics are available on the MTA website www.mta.org.nz/dealer-stats Raw sales data on make, model and region of new passenger and new commercial vehicles are also available on the website in PDF format.
New market
New passenger and new commercial combined top 113,000 82433 new passenger registrations for 2013. This is 7 percent higher than 2012. New passenger sales have had the best year since 1989. 30861 new commercial registrations for 2013. This is 29 percent higher than 2012. New commercial registrations had the best year since records began. These two sets of registrations are a strong indicator of growth in the New Zealand economy..
New Passenger - Dec YTD
New Commercial Market - Dec YTD
90000 35000
80000 70000
30000
60000
25000
50000
20000
40000
15000
30000
10000
20000
0 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
0
Used vehicle market
1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
5000
10000
Motorcycles
Best year since 2007
On the up
98971 used import passenger registrations for 2013. This is a 26 percent increase from 2012. This is the best year since 2007.
7024 motorcycle registrations for 2013. This is an increase of 22 percent from 2012.It is the best year since 2009.
6094 used commercial registrations for 2013. This is a 73 percent increase from 2012 and the best year since 2008.
Over 60cc’ market: 4763 registrations for the year. This is up 19 percent from 2012.
The strong New Zealand dollar and increased levels of growth have helped the used vehicle market.
Under 60cc’ market: 2261 registrations for the year. This is an increase of 28 percent from 2012.
Used Import Passenger Market - Dec YTD
180000
New Motorcycle Registrations December YTD 16000
160000
14000
140000
12000
120000
10000
100000 80000
8000
60000
6000
40000
4000
20000
2000
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
0
44 • Radiator February 2014
0
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
statistics
brought to you by
Top 10 new passenger registrations by brand 2013
% Chg 13 vs 12
Toyota
16182
8%
Holden
9081
15%
Hyundai
7186
1%
Ford
7140
7%
Mazda
5830
13%
Suzuki
4732
11%
Mitsubishi
3988
24%
Volkswagen
3769
30%
Nissan
3645
1%
Honda
3130
4%
brand performance new vehicles The top 10 brands made up 79 percent of the market in 2013. Toyota held 20 percent market share for 2013 (it also held 20 percent of the market in 2012). Holden held 11 percent market share (up one percent from 2012). Both Hyundai and Ford held 9 percent market share for 2013. Other brands that did well in 2013 were Ssangyong and Chery, whose sales were both up 63 percent on 2012.
Top 10 used import registrations by model
top 10 used import passenger models
2013
Demio topped the used import passenger market for 2013, beating Tiida by 101 units. Suzuki Swift rounded out the top three with 4497 units. The top four were only separated by 441 units, the fifth model being over 1000 units behind fourth place Axela. Mazda MPV moved out the top 10 in 2013 and Toyota Wish made an entry into the top 10. There were other shuffles throughout the top 10 with big moves for Fit from 9th in 2012 to 5th in 2013 and Legacy moving down three spots, while Swift moved up three spots. Other models that had a good year were: Outlander whose registrations were up 181 percent from 2012; Auris up 87 percent; Outback up 80 percent on 2012 figures. Top 10 motorcycle registrations by brand 2013
% Chg 13 vs 12
Suzuki
1254
26%
Honda
949
43%
Harley Davidson
625
17%
Triumph
414
20%
Yamaha
406
32%
Kawasaki
316
8%
Piaggio
269
67%
KTM
223
96%
BMW
219
40%
Hyosung
181
8%
45 • Radiator February 2014
% Chg 13 vs 12
Demio
4752
43%
Tiida
4651
25%
Swift
4497
71%
Axela
4310
24%
Fit
3261
65%
Corolla
3218
7%
Atenza
2741
13%
Legacy
2619
1%
Vitz
2486
6%
Wish
2428
71%
top 10 on-road motorcycle brands Suzuki retains the top spot for the year with an impressive 305 unit lead on the second place Honda. Honda and Harley Davidson also retain their 2nd and 3rd positions from 2012. Aprilia drops out of the top 10 in 2013 and Hyosung comes into the top 10 in 2013. The top six in 2012 are the same in 2013. Other brands that did well in 2013 include: TGB up 73 percent from 2012; Vespa up 59 percent.
Top three new models by segment 2013
Top new models by segment
Light
Swift
Yaris
2968
2384
Jazz 960
Small
Corolla
Cruze
Mazda3
5993
2116
1607
Medium
Camry
Mondeo
Mazda6
1352
1330
999
Commodore
Falcon
Aurion
The top selling model for 2013 was the Toyota Corolla beating the Hilux by 952 units. Toyota has both the top selling new passenger model and top new commercial model for 2013.
Large/upper
2786
895
455
MPV
Journey
Imax
Carnival
539
165
117
The dominance of SUV’s in the market continues with 30,478 SUV’s sold across private, business, government and rental markets. This is a 17 percent increase from the 2012 total of 26052. Light Commercial sector is second with 26,975 units, an increase of 30 percent from 2012. Small sector comes in third with 21,511 units (up two percent from 2012).
Sport
Toyota86
Veloster
Merc C
251
125
78
SUV
Rav4
Captiva
CX-5
2739
2262
2189
Van
Hiace
L300
Transit
2265
740
674
Pickup
Hilux
Ranger
Navara
5041
4923
2690
Heavy Com’l
Isuzu
Mitsi Fuso
Hino
729
528
500
Used import passenger market segmentation 2013
New passenger – market segmentation 2013 New Passenger - Market Segmentation 2013
Based on top (90- Market percent of Vol) Used models Import Passenger Segmentation 2013
Light Pass, 14743, 18%
(Based on top 100 models (90% of Vol))
SUV, 30426, 37%
SUV, 4336, 8%
SP, 1221, 2%
Lght, 14464, 25%
MPV, 9038, 16%
Lge, 1113, 2% Small Pass, 21571, 26%
Sml, 16764, 29% Med, 10267, 18%
Sports, 1163, 2% MPV, 953, 1%
Having a strong used import passenger market is fairly unique to New Zealand. This market brings about a different set of sales to the new passenger market. Over 90 percent of the used import passenger market is sourced from Japan. Small makes up the largest market share with 29 percent. Combined with the light sector, they account for over half the market. SUV’s make up a relatively small portion of used sales, while MPV’s sales make up a healthy portion of the used market. For both the SUV and MPV this is the opposite to their trends in the new passenger market.
Upp Large, 270, 0%
Medium, 7886, 10%
Large, 5023, 6%
2013 has seen SUV’s increase their dominance, holding 37 percent of passenger market. The SUV has gained an extra 16 percent of the market in the last five years. Light and medium sectors have held their share of the passenger market from last year with 18 and 10 percent respectively. Small has seen a two percent decrease from last year.
New Passenger - Buyer Segment
New passenger – buyer segmentation 2013 The private market makes up 37 percent which is the largest share of the market the private sector has made since the global financial crisis (starting in 2008). Rental and Government sectors are identified separately even though they are part of the business sector.
50%
40%
% Share
The new market in New Zealand is lead by business purchasers (47 percent).
60%
Private Business
30%
Govt Rental
20%
10%
0%
2006
46 • Radiator February 2014
2007
2008
2009
2010
2011
2012
2013
statistics
brought to you by
Top 10 new and used passenger and commercial combined 2009-2013 This graph combines the top selling new and used models, both passenger and commercial over the last five years. Previously commercial vehicle sales were not included but have been added this year due to the increased volumes of sales particularly the Hilux 10 models - new and used import passenger and commercial which continues to dominate the new commercialTop market after many years. The Toyota Corolla sits well above the other models with a 2009-2013 combined total of 48,313 units 60000 sold. This outsells the nearest rival Suzuki Swift by 23,027 units. The Corolla encompasses 50000 the Japan domestic market model names (including Auris, 40000 Fielder, Runx, Allex). 30000 New and used commercial Used passenger
20000
New passenger
10000
COMMODORE
HIACE
LEGACY
2/DEMIO
6/ATENZA
HILUX
3/AXELA
VITZ/YARIS
SWIFT
0 COROLLA
Three Mazda models made it into the top 10 Mazda2/Demio, Mazda3/Axela and Mazda6/ Atenza. These models along with the Suzuki Swift are strong sellers within both the new and used import markets. The fact these models (bar the Mazda6/Atenza) sell so strongly in both markets highlights the continued shift to smaller vehicles within New Zealand.
Holden Commodore is the TOYOTA SUZUKI TOYOTA MAZDA TOYOTA MAZDA MAZDA SUBARU TOYOTA HOLDEN only model to make the top 10 that is has its sales made up predominately from the new market and that is considered a large car. The Ford Falcon has slipped from the top 10 over the last two years. The two people movers Honda Odyssey and Mazda MPV have both dropped out of the top 10 along with BMW 3 series, Subaru Impreza and the Nissan Primera.
Motorcycles The Motorcycle market is made up of three segments – On road, 2 wheel off-road and All Terrain vehicles (quads and side-bysides). The ATV/UTV segment sold the most units this year (7248) making up 37 percent of the market. Sales were down two percent from 2012. The 2 wheel off road segment sold 6416 units this year, accounting for 33 percent of the market. This is an increase of 8 percent from last year. The road motorcycle market sold 5918 units in 2013, making up 30 percent of the market, This is up 28 percent from last year.
2013 Motorcycle Market (reflects MIA member data)
New Motorcycle ATV, Off-road & Road Market 2013 (reflects MIA member data) 8000
2 Wheel OffRoad 33%
7000 6000
Road 30%
5000 2013
4000
2012 3000 2000 1000 0 Road
47 • Radiator February 2014
ATV/UTV
2 Wheel Off-Road
ATV/UTV 37%
MTA people - Fullerton Motorcycles By Rachelle Oxnam MTA Communications and Marketing Coordinator
Speedway champion, motorcycle mechanic and fix-it man of everything: Mike Fullerton is making the most of having his family business back up and running after 25 years of it being out of action.
The year 1950 saw Mike born into a world full of motors and racing – offering a fair chance he would experience that same love for motorbikes as this father Ian did. Sixty-two years later, Mike has reopened his father’s business, and is having fun doing it. Ian Fullerton founded Lambretta Service Centre Ltd in Waima Street, Grey Lynn, in 1959 with his wife Inez. The two ran the business together - Ian a fully qualified engineer and Inez keeping the paperwork going. In the dream to have a street-front business, Ian moved the workshop to Ponsonby Road in 1964, changing the business name to Fullerton Motorcycles Ltd in October 1971. Now sons Mike and Colin, who have workedunder their late father's direction have become qualified motorcycle mechanics. Mike found his passion in Speedway, racing in New Zealand and Europe. He left Colin to run the thriving shop after their father’s passing in 1980, but it became too much for one man and Colin shut the doors for good in 1987. Colin was taken in an accident a few years later and Mike was handed the reins of the closed, but still financially active, motorcycle shop.
1975 mk III 850 Norton Commando
For 25 years, Mike filled out nil GST returns and kept the business “alive”, although its doors were firmly shut – with no real apparent reason for doing so. However, after working 18 years as a service manager at Red Baron in Auckland, Mike knew there must be a reason he had kept Fullerton Motorcycles current for all this time. Finding a building to house his workshop and museum of pictures
48 • Radiator February 2014
and memorable bikes was just the first step in Mike’s new adventure. Since reopening the doors of the Fullerton Motorcycles shop in August 2012, Mike’s Kumeu, Auckland-based business has had no shortage of work. The experience has been less challenging and more fun than Mike originally thought. “I just found a building and put a sign up on the wall, and off I went. I just did it,” he says. Currently Mike is riding solo in running the workshop and says he needs to hire another mechanic or an apprentice. “When I opened the doors, I thought all I would be doing would be refurbishing motorbikes to sell, but as soon as I put the sign up, people started to come in – and they haven’t stopped!” The work he is doing is mainly mechanical and repairs, but Mike hopes to move a bit further into the sales side of the business. “I’d like to sell commuter type road bikes, kids quads and lifestyle block quads and bikes.”
Jayn, Mike's partner helps with the paperwork side of the business
Mike’s partner Jayn has played a huge part in helping the business flow from month to month. As an accountant, Jayn is able to come in once a week to keep the books in order. Mike says without her, he couldn’t do it. “She’s the lifeline of this place. As mechanics, we can all fix motorbikes, we can all tune things and make miracles happen. But when it comes to that damn paperwork – it’s a different story,” says Mike.
2012 Ducati 848 streetfighter There is no view on the horizon of the work slowing down for Fullerton Motorcycles. Currently, Mike is working on a 1975 Norton Commando, a 1970 Triumph, a 1956 Royal Enfield and a 2012 Ducati – there is no lack of variety in what he does. From racing on the track, to working under someone else’s rules, to reopening his family business after 25 years, motorbikes and the people who ride them have been the constant factor for Mike Fullerton. This continues today, in his latest adventure: “To bring back the honest, down to earth customer service that was given back in the day”. Check out Fullerton Motorcycles at www.fullertonmotorcycles.co.nz or via their Facebook page.
Fullerton Motorcycles is more than just a bike shop. To keep his father’s memory, and that of former workmate Kim Newcombe, alive, Mike has memorabilia on display throughout the workshop. “My father built a little Speedway bike for my older brother Colin in 1946, when he was five years old. We’ve all ridden this bike; my kids rode it and even one of my grandkids has had a ride on it. The whole family has been through it.” It sits in his shop for customers to admire, alongside pictures and other bikes with sentimental meaning. To this day, Mike is yet to advertise the business, explaining that customers have discovered the shop purely by word of mouth. Mike says one of the things he loves most about Kumeu is the community feel you get. “A lot of people have been here for a long time. Some of them know my brother from when he used to live here – and that’s part of the reason why I opened the shop here,” he explains.
49 • Radiator February 2014
1928 speedway rudge, and the little speedway bike
Health and safety changes As of 16 December 2013, WorkSafe NZ became New Zealand’s workplace health and safety regulator. The current state of health and safety in the workplace is poor. Between 2008 and 2010, there were on average 102 deaths in the workplace each year.
12 months = 102
work-related deaths
378
work-related serious non-fatal injuries
$3.5b
social and economic cost of work-related injury and disease
The focus of this new agency is to improve the unacceptably high rates of workplace fatalities, serious injuries and work-related diseases and illnesses in New Zealand. By 2020, their target is to achieve a 25 percent reduction of workplace death and injury by working with other agencies and businesses. Work is also underway to establish occupational health reduction targets. This is a significant government initiative. The WorkSafe NZ budget will be $80 million per annum, compared to the previous $53 million per annum for the former Health and Safety Group. WorkSafe NZ’s approach is to embed and promote good workplace health and safety practices. They will be working closely with employers, employees, and others to: • educate them about their workplace health and safety responsibilities • engage them in making changes that reduce the chances of harm • enforce workplace health and safety legislation.
What this means for business Targeting risky business WorkSafe NZ will be identifying sectors and businesses with high risk of acute, chronic or catastrophic harm or where there is a history of risk. Health and safety requirements will be in line with the risks presented and will not impose any unnecessary burden on low-risk businesses.
50 • Radiator February 2014
human resources Kerryn Foote MTA HR Advisor Ph: 04 381 8841 kerryn.foote@mta.org.nz
Some of the sectors already identified as high-risk include mining, agriculture, forestry and building and construction.
More trained inspectors
There will be a huge increase in the number of trained inspectors, with increased powers. Inspector numbers will almost double to 220 staff and will be based around 20 offices throughout the country.
New law
The amendment to the Health and Safety in Employment Act was passed in December 2013 (see box below for information on changes) . WorkSafe NZ is drafting new legislation to replace the Health and Safety in Employment Act. This new legislation will be titled Health and Safety at Work and is based on Australian law. The Bill will be introduced to Parliament for debate mid-year and should be in force by the end of 2014. The main aspects of the new Health and Safety at Work Bill are: • clarification of duty holders and their responsibilities • placing a positive duty on directors • improved worker participation • greater powers and functions for health and safety representatives • stronger protections for workers who raise health and safety concerns • pulling together controls to manage hazardous substances in the workplace • classification of major hazard facilities • stronger penalties for breach of the Act • new compliance tools (warnings, infringement notices) • new Court powers • new cost recovery mechanism for prosecutions.
MTA involvement WorkSafe NZ has consulted with industry and the public on the proposed new Health and Safety at Work Act. The draft comprises Part 1 (definitions), Part 2 (duties of workplace participants) and Part 3 (provisions relating to worker participation systems) of the Bill. MTA is monitoring and participating in this consultation process to ensure awareness of the concerns of the motor industry. MTA will ensure members have access to information and support to ensure easy compliance with the new regime when it is in place.
Changes to Health and Safety in Employment Act The changes mainly involve specifying the new agency, WorkSafe NZ, in the legislation, and changes specific to the mining industry such as: • specifying health and safety requirements in mining operations, and establishing competency to work in a mine • regulations for requirements of health and safety practice to include the mining industry • powers of inspectors in mining operations.
Happy
H o li d a y s
Wi n n e r s
Health and safety checklist Employers are responsible for making sure the work done by employees is done safely and healthily.
Congratulations
To achieve this, they are expected to: • systematically identify hazards • systematically manage those hazards • manage hazards by either eliminating them, isolating them, or minimising them – in that order of preference • provide suitable protective clothing and equipment to staff • provide safety information to staff • provide training or supervision so that work is done safely • monitor the health of employees to ensure their work is not having a detrimental effect on their health • provide opportunities for their staff to contribute to all those things. Employers also have a duty to report serious harm accidents to Worksafe NZ as soon as possible.
For more detailed information about health and safety requirements, please visit the MTA website at http://www.mta.org.nz/healthandsafety
51 • Radiator February 2014
Members who sold any MTA Gift Card from 1 November 2013 to 12 January 2014 went in the draw to win loads of great prizes. Customers also had the chance to win $1,000 free fuel by entering their card number online. Congratulations to all the winners from the MTA Happy Holidays Christmas promotion, and thank you to all those who entered. We hope you had a happy holiday! The winners were...
Grand prize: Public competition: a year’s supply of fuel Margaret, Hamilton Member competition: a year’s supply of fuel Tremain Energy Centre, Palmerston North MTA member competition:
Public competition:
Week 1: 2x iPad Mini’s Colin Clyne Motorcycles, Oamaru Week 2: Air NZ Mystery Break Caltex Westport Week 3: Samsung Galaxy S4 smartphone and Kindle Collins Auto Electrical, Hamilton Week 4: Outdoor furniture package Caltex Chartwell, Hamilton Week 5: Sharp 40 inch LCD TV Welcome Bay Service Station, Tauranga Week 6: Nespresso Coffee Machine Kenlock Motors Ltd, Waitakere Week 7: $1,000 worth of gift cards BP 2Go Highfield, Timaru Week 8: Weber BBQ Challenge Matamata Ltd
Week 1: $1,000 MTA Gift Card Pamela, Oamaru Week 2: $1,000 MTA Gift Card Joanne, Wellington Week 3: $1,000 MTA Gift Card Clare, Ohope Week 4: $1,000 MTA Gift Card Anne, Whakatane Week 5: $1,000 MTA Gift Card Marcia, Wellington Week 6: $1,000 MTA Gift Card Mark, Wellington Week 7: $1,000 MTA Gift Card Lex, Mosgiel Week 8: $1,000 MTA Gift Card Monty, Paraparaumu
LETTER TO THE EDITOR The Increasing Age of the NZ Car and Light Commercial Fleet as seen from the coal face. Recent comments on this subject have suggested that vehicle owners in New Zealand are reluctant to replace their 'ageing' vehicles. It has been mooted that these vehicles should be disposed of as they are uneconomical to repair and environmentally unfriendly. When researching worldwide trends it is clear that Kiwis are not alone in the increasing age of our fleet with Australia, USA, UK and Europe all trending in the same way. We believe there are a couple of reasons for this; the first and main one being the cost. The average Kiwi Battler (and possibly the average Australian, American, Englishman and European) cannot afford the replacement cost of a vehicle every three to five years after all other household expenses are paid. Competing priorities for the family income do not allow people to contemplate the expense of buying a new car. Secondly, people have found that with regular maintenance, vehicles can now be amazingly reliable, particularly those built from the mid 1990’s onwards. With rust and/ or structural problems much less prevalent in these vehicles, many New Zealanders have opted to hang on to their older vehicles. New Zealand's operating conditions also play a part in the structural longevity of vehicles
as we don’t use salt and grit on our roads in New Zealand as is the case in some other countries. It has been said that spending money to maintain an older vehicle is uneconomical and is 'money down the drain'. A counter argument could be that spending $45,000 on a new family sized sedan and then accepting $15,000 to $18,000 three years later as a trade in price on another new one may not be particularly economical either. New vehicles are safer than older models, with features like ABS, SRS, Stability Control, Reversing Cameras – right down to parking assist and self-parking in recent times. However many vehicles from the mid nineties have ABS, SRS, comply with modern frontal impact standards and are quite safe vehicles in their own right. Maintenance on vehicles equipped with the latest technology can often be costly. Many of these vehicles use specialist synthetic engine oils. These are expensive when compared to the oil commonly found in a ten year old car. Modern fuel systems, especially diesels, must be maintained to a very high standard. Automatic and manual transmissions can no longer be drained and refilled with common gear oils, some of the synthetic gear fluids
cost up to $60 per litre. From an environmental standpoint, if we continue to maintain our ageing fleet to a high standard, we can manage vehicle emissions, providing a similar level of environmental impact as when the vehicle was new. Many repairers carry out emission testing on clients vehicles and frequently find them to be operating as efficiently as when manufactured. Be aware – there is also an environmental impact every time we dispose of a vehicle rather than maintaining it. New Zealand's fleet will evolve with the addition of new vehicles over time. The question is, should we rush to catch up with the rest of world in regards to the age of our vehicles? We believe that Automotive Repairers should be encouraging people to maintain their vehicle to a high standard, ensuring the vehicle's safety for New Zealand's roads and environment whilst also saving money by maximising its life. Peter Jones, Petermark Automotive Ltd Marc Head, Automotive Solutions Kauri (The comments in this article have been written by Peter and Marc but are the combined thoughts and opinions of the Automotive Solutions Group)
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52 • Radiator February 2014
Steve Campin Stephen Reid
027 492 8962 027 282 3966
Lower North Island South Island
Justin Mills Dean Guilford
027 494 7186 027 216 9173
Motorsport
MTA members enjoy the
Cemetery Circuit
By Ian Stronach
Englishman Guy Martin was the "big name" on the bill for the 2013 Wanganui Cemetery Circuit motorcycle races and proved to have all the pulling power organisers had hoped for. Large crowds, which included a number of MTA members, enjoyed a great day’s racing that was full of incident, but thankfully, no serious injuries. Martin competed on a borrowed Suzuki NZ - supplied GSXR1000 Superbike, and gave the crowd good value for money. He rode in both the Formula 1 and Pre-89 Classic classes, posting a fourth and a third on a Manx Norton in the Classic races along with a DNF and two sixths in the F1 class. Intriguingly, despite all his on screen activities, he still works as a truck mechanic in the UK, and his easy going style saw the crowd quickly warm to the Yorkshireman.
Left: Guy Martin, above: Nick Cole members. “It’s brilliant. I take my dad and my uncle; they both get to sit across from the big screen, the food’s great, the shelter is handy, and, of course, the racing’s terrific. I’ve been coming for the last few years and it just gets better and better” says Brett Stratton from Hawera Mufflers
Roughly 30 members again took advantage of MTA’s association with Suzuki NZ, snapping up tickets to the catered hospitality area that has on the fastest, and most spectacular corner of the been in action for the last few years. circuit probably provides the best view of any spot The portable grandstand that sits on the 1.5km track, and certainly finds favour with
While Guy Martin, was the star attraction, it was Hamilton’s Nick Cole who dominated the day, winning all three Formula 1 races on his Kawasaki ZX-10R.
Have you noticed the new name? CardSmart. CardLink has updated their fuel card brand to CardSmart.
Driv e
Fleet
Next time you see a CardSmart card remember they are part of the CardLink Family!
53 • Radiator February 2014
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INDUSTRY TRAINING February - June 2014
MTA Training Calendar February 1 2
Saturday Sunday
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Waitangi Day Saturday Sunday Central Auckland Central Auckland
Saturday Sunday Dunedin Dunedin Christchurch Christchurch Saturday
23 24 25 26
Sunday
27 28
March 1 2
Saturday
3 4 5
Palmerston North
6 7 8
Lower Hutt
9 10 11 12 13 14 15 16 17 18 19 20 21 22
April 1 2
Sunday Palmerston North
Lower Hutt Saturday Sunday
Saturday Sunday Taupo Rotorua Tauranga Tauranga Saturday
3 4 5
9 10 11
Te Anau
12 13 14 15 16 17 18 19 20 21 22
Saturday
Hamilton
Hawera
23 24 25 26
Hamilton
27
New Plymouth
27
28 29 30 31
New Plymouth
28 29 30
Te Aroha Te Kuiti
Paraparaumu Wanganui
Saturday Sunday
Saturday Sunday
Sunday
Balclutha Gore
Sunday
Good Friday Saturday Sunday Easter Monday
6 7 8
Nelson
Saturday
23 24 25 26
Sunday
ANZAC Day
WOF Inspector Course
54 • Radiator February 2014
Saturday
12 13 14 15 16 17 18 19 20 21 22
June 1 2
3 4 5
9 10 11
Cromwell
North Shore
Places are available for Warrant of Fitness (WoF) training now. Keep your inspectors up to date with the latest on the eVIRM, including updates, interpretations and technical bulletins. WoF courses on this calendar are the only MTA courses recognised by NZ Transport Agency (NZTA). When you receive your Inspector Course confirmation, you will receive a 10-question
1 2
North Shore
6 7 8
23 24 25 26
May
Sunday Nelson Kaikoura Christchurch Christchurch Saturday Sunday Dargaville Kaitaia Whangarei Whangarei Saturday Sunday South Auckland South Auckland
6 7 8
12 13 14 15 16 17 18 19 20 21 22
27
Oamaru
27
28 29 30 31
Invercargill
28 29 30
Invercargill
Saturday Sunday
9 10 11
Ashburton
Sunday
Queen’s Birthday
3 4 5
23 24 25 26
Saturday
Sunday
Saturday Sunday Whakatane Gisborne Wairoa Hastings Hastings Saturday Sunday
Saturday Sunday
Saturday
WOF Update Course
pre-course test paper worth 20 percent of your overall grade. You must complete the test paper and bring it along with you on the day for discussion and marking. The overall pass mark for the course remains at 75 percent, so failure to complete the pre-course test will make it very hard to pass. If you have a laptop or tablet available, bring it along to work on the eVIRM. Such
devices are highly recommended to get the maximum value from the course, but are not compulsory at this stage. If you have any questions, contact Malcolm Whinham (training facilitator) at 027 447 6349, or email malcolm.whinham@mta. org.nz. For further information, contact Natalie Price at 04 381 8848, or email natalie.price@mta.org.nz.
INDUSTRY TRAINING
MTA Apprentice of the Year goes to the V8s
Julius Bloem (left) with manager Hans Ruiterman (Image courtesy of MTA)
As part of his prize package for winning the 2013 MTA Apprentice of the Year award, young apprentice Julius Bloem travelled to Sydney to have some hands on experience with a V8 racing team in the final round of 2013’s V8 Supercars – an experience he describes as "awesome".
During the event, the Evans Motorsport team took Julius on as a part of the crew to give him a taste of serious touring car racing. “As the weekend went along I assisted in a number of panel repairs caused by the tight street circuit, as well as maintenance of the car and pit crewing. I was also fortunate enough to have Greg Murphy’s dad, Kevin, as my personal tour guide – he introduced me to people and looked after me. Altogether, it was an amazing experience!” The road to becoming MTA Apprentice of the Year started when Julius was at school. “I didn’t know what I wanted to do – but I did know I loved cars, so I took part in MITO’s StartUp® programme.” After he finished school, Julius enrolled in a MITO apprenticeship, and is now two and a half years into his National Certificate in Motor Industry (Automotive Electrical and Mechanical Engineering) Light Vehicle qualification. His employer, Pukekohe-based E & H Motors Ltd, specialises in high performance cars, which make up around 60 percent of the work they do. Manager Hans Ruiterman says the MTA Apprentice of the Year award
55 • Radiator February 2014
was very well deserved. “Julius is incredibly switched on. He works hard and makes sure everything is done right and by the book!” Entering the 2013 MTA Apprentice of the Year awards was always a longterm goal for Julius. “My grandfather was an Apprentice of the Year, so it was something I was really determined to do.” Julius isn’t exactly sure of the path he will take after his apprenticeship, but he is interested in completing a further automotive qualification, and perhaps undertaking some full-time work in a race crew. One thing we at MITO are sure of – his future will certainly be bright! For more information on MITO programmes and apprenticeships, please visit www.mito.org.nz.
www.mito.org.nz
diagnostic solutions Herbert Leijen - AECS
Keeping up to speed
2013 SAE CONFERENCE SOUTH KOREA By Peter Leijen BE(Hons) AECS Ltd
AECS always strives to gather and provide the most up to date information available in the automotive market today. To be able to do this, we often travel overseas for training seminars, and you may already be aware of our European trip earlier this year. The European trip focused on meetings with our suppliers to see what new and exciting tools are available in the market to make your diagnostic workshop perform at its maximum. In contrast, I also recently attended the 2013 Society of Automotive Engineers (SAE) Powertrains, Fuels and Lubricants conference in South Korea. This was mainly attended by design engineers from the major universities, automotive manufacturers and fuels/lubricants companies. I was invited to present some of my research findings to the attendees at this conference. We are all aware of the current environmental concerns regarding Carbon dioxide emissions and how governments and policy makers are forcing the automotive sector to continually improve their technologies to abide by these rules and regulations. Fractional percentage improvements in efficiency and fuel economy that were once ignored have now become significant, and improvements as low as 0.4 percent are being considered as significant. As an engineer, I think this is great as it brings the latest generation of technologies and methods to perfect something that has existed in our lives for so long - the automobile. This article summarises some of the presentations that I think are most interesting and relative to our market today and in the future.
HCCI engines One such new technology is the Homogenous Charge Compression Ignition (HCCI) engine. We are no strangers to compression ignition (CI) engines as all diesels operate using this principle. HCCI engines, however, run on petrol in its various forms. The major problem that manufacturers and engineers are faced with is the stable control of such an engine. With HCCI, you can no longer advance or retard the engine timing by controlling the spark timing (conventional petrol engine) or controlling the injection timing (conventional diesel engine). Homogenous charge means the air/fuel mixture is even and consistent. With HCCI, the combustion timing is now controlled by modifying a range of different factors (manufacturer/researcher dependent). There are multiple methods to control the combustion timing. Control methods include: preheating the air intake, variable boost pressure, air/fuel ratio control, variable compression ratios, variable fuel volatility or any combination
56 • Radiator February 2014
Figure1: Keynote speaker from Hyundai Motor Corporation explaining their business direction in response to global trends of these. All these methods aim to control the point at which the fuel ignites within the combustion chamber. Most studies investigated the effects of different fuel volatilities by adding longer carbon chain fuels to standard petrol and investigating their effects. The results of these studies showed the longer chain fuels exhibited some low and intermediate temperature heat release, eg started “burning” before piston TDC. This was shown as a slight rise in in-cylinder pressure before top dead centre, similar to a diesel’s pre-injection system. HCCI engines were discussed at large by engineers from around the globe. I am convinced we will be seeing these engines in the near future. Honda has been researching HLSI engines as an intermediate step between full HCCI and conventional petrol engines.
HLSI engines Homogenous Lean Charge Spark Ignition engines (HLSI) aim to reduce the NOx emissions produced in a conventional lean burn engine.
Conventional lean burn engines rely on a rich mixture around the spark plug with a very lean mixture elsewhere in the combustion chamber - we have already seen this technology in the market. Different methods exist to get a rich mixture at the spark plug electrode, including swirl systems, different piston surface shapes and designs and directional injectors. To gain a good homogenous charge, the fuel and air need time to mix. Honda R & D Co. has modified an existing mass produced engine to run in HLSI mode. In order to achieve good mixing of fuel, the port injector (PI) is placed as far as one metre from the intake valves. The tests carried out by Honda looked at reducing the peak combustion chamber temperature, thereby reducing NOx emissions and improving thermal efficiency. During testing, Honda used a preheating system to control the intake air temperature. These tests showed that a combustion chamber temperature of 726 degrees Celsius and an A/F ratio of 31 produced the best results. However pre-heating
air isn’t feasible in a production vehicle, therefore they adjusted the compression ratio, intake system, piston shape and ignition system to achieve the desired results.
All modern technologies need a high level of electronic control to ensure they operate at their optimum level.
"
"
We are all aware of the current environmental concerns regarding CO2 emissions
Figure 2: Honda test set-up.
Control techniques (new methodology for diagnostics) New control techniques were also presented at the conference. The most interesting control method presented during the conference was an advanced real-time diesel engine control method using in-cylinder pressure sensors. This method uses an advanced Proportional, Integral, and Differential (PID) control method to achieve target MFB50 (time for 50 percent of the mass fraction/fuel to burn) and Indicated Mean Effective Pressure (IMEP). Basic PID control modifies the next control effort based on the current control effort and the error between actual and target output. We have seen this many times in CR pressure control where SCV duty-cycle (control effort) is varied based on rail pressure sensor (output) and difference between target and actual pressure. Target MFB50 and target IMEP are determined based on the operating conditions of the engine, such as idle or part-load, and environmental factors such as coolant temperature and barometric pressure. The control loop uses the measured MFB50 to control injection timing and the measured
IMEP to control injection duration. The advantages of ISCIP are that there is reduced engine vibration during idle, more stable combustion during normal operating conditions and reduced emissions. This system is able to compensate for worn components such as injectors. For the major vehicle manufacturers that export to California this is a major advantage as California emission regulations require the vehicle to comply with its original emission specifications for the first 150,000 miles, otherwise the manufacturer is responsible for replacing the faulty parts. We can only hope that this system will give us more information through OBD. Analytically, we can see this system should be able to identify faulty injectors or cylinders (low compression) if too much adjustment is required in the PID loops. The next control research, presented by Williams Advanced Engineering, explained the maths used to determine the torque split in the new Jaguar Hybrid super-car which has been developed as a collaboration between
Figure 3: ISCIP control (Integrated Smart Combustion In-cylinder Pressure) system diagram.
57 • Radiator February 2014
Williams and Jaguar. The Jaguar supercar has a 4WD system with no mechanical coupling between the front and rear axles; the front axle is purely electric drive and the rear axle has both electric and combustion engine drives separated by an 8-speed automatic transmission. Amazingly the four cylinder 374kW super-charged engine is able to reach 10,000RPM, more than the 8,000RPM 150kW electric motors. Each torque provider (engine and electric motors) gives a certain percentage of the requested torque. Requested torque is determined by the drivers wish, ie APS. The requested torque now needs to be split between the different providers; the algorithm developed gives a weighting factor to each component based on the conditions. For example, if rear torque bias is required then the majority of the torque is provided by the rear electric drive (high weighting factor). At full load all components give 100 percent torque. If the vehicle is being run in EV mode, we can see that the weighting factor for the engine is set to 0 percent, ie the engine provides no contribution to total torque. The weighting factors are adjusted by an overriding modifier. This modifier can be a low speed or a high speed modifier. An example of a low-speed modifier is electric motor temperature. In the rear-biased torque case the split between rear electric motor and engine will be modified if the rear electric motor reaches its temperature limit. Similar conclusions can be drawn for other low speed modifiers such as battery state of charge or engine coolant temp. An example of a high speed modifier would be steering angle, yaw rate, wheel slip etc. The weighting/modifier technique also can now be applied to more simple calculations within ECUs. For example, if we look at injection duration and timing we can conclude that some of the low speed modifiers can be MAF or MAP, IAT or fuel trim values. Some of the high speed modifiers can be APS, knock sensor or interference from safety systems via CAN data-bus. Choose your knowledge and equipment partner wisely. AECS is prepared for the future and we are prepared to prepare you for the future. Enquire about training and equipment today.
ALL FUELED UP
service station news by Kylie Robinson
Brought to you by
MTA Environmental and Fuel Services Manager
The service station sector had a big year in 2013, with changes in many parts of the industry. Petrol prices went up, the New Zealand dollar was strong, the Government decided to put tobacco into plain packets, HSNO regulations were introduced and Z Energy went green. January saw the year kick off with lower fuel prices thanks to a healthy exchange rate and a lower commodity price. It didn’t stay that way for long, as February saw the price of 91 Octane leap by 7 cents. After an annual low in April, ($2.049 for 91 Octane, $1.419 for Diesel), fuel prices peaked in August ($2.249 for 91 Octane, $1.599 for Diesel).
In February, the Government unveiled plans to make plain packaging for tobacco products compulsory. This alignment with Australian law adds to the current plan for New Zealand to be smokefree by 2025, and follows on from the tobacco retail display ban. Statistics released in March alluded to New Zealand motorists adjusting to higher fuel prices. An upwards trend in car usage in Auckland was noted after a strong downturn in 2011. Speculation was strong that the reasoning behind the rise in the number of cars was due to motorists getting used to higher fuel prices and being more willing to use their car, as opposed to public transport. In April, The Holidays Amendment Bill was voted into law, essentially “Mondayising” Waitangi and ANZAC days to bring it into line with other public holidays. May saw another increase in fuel tax – the first of three annual tax increases of 3 cents/litre after Parliament passed an amendment to the Customs and Excise legislation. All
58 • Radiator February 2014
excise will be going towards the National Land Transport fund, which pays for the maintenance and building of new roads, education, road safety and public transport. The Environmental Protection Authority released their new Hazardous Substances Toolbox in June, helping members increase site safety and providing an understanding of legal requirements. To get hold of a free copy of the toolbox, phone 0800 376 234 or email hsinfo@epa.govt.nz. In September, Z Energy announced they had started installing external LED lighting on 171 forecourts to achieve a forecasted 16 percent reduction in annual carbon emissions from the retail front. The 2,905,306kWh of energy saved each year is enough to power 350 homes. September also saw Mobil announce plans to convert company operated retail service stations and expand agent operations. The result is that Mobil will continue to own the stations, and a Mobil Retail Business Agent will be appointed to run the business.
The new Crown agency WorkSafe NZ came into existence in December 2013, with the mandate of improving workplace health and safety performance in New Zealand. The agency will be implementing new legislation in 2014 to replace the Health and Safety in Employment Act 1992. December also saw the service station sector take out five of the eight major prizes in the MTA Happy Holidays Gift Card promotion, after selling a significant number of gift cards during the eight week promotion.
So what will 2014 bring? There have been some significant changes in the Australian fuel market as supermarket fuel discounts have been capped at 4cents/litre as of 1 January 2014. The Australian Competition and Consumer Commission (ACCC) have deemed the practice anti-competitive and unfairly representative of a discount, as the consumer subsidised the discount through a purchase. The capping of 4cents/litre may well influence New Zealand’s discount structure in the future. Also across the Tasman, ExxonMobil have signed a longterm agreement for the sale of Mobil branded fuel at 7-Eleven convenience stores in Australia. The new strategic partnership will provide a platform for future growth and will take place during 2014. Further afield in the US, lower fuel prices are being predicted for 2014, primarily due to US oil production and restrained growth, high levels of refinery runs, lower crude oil prices and strong export demand for diesel fuel.
59 • Radiator February 2014
enviro news Kylie Robinson
2013 was a busy year
Environmental and Fuel Services Manager Ph: 04 381 8836 kylie.robinson@mta.org.nz
2013 was a busy year for the environmental sector. Sustainable business practice was big news, the task of ensuring members meet the MTA Environmental Standards by 31 May 2014 is well under way, and the Tyrewise project was completed in August. Some of the biggest topics in 2013 included:
Tyrewise In June, we reported on the Tyrewise project. The Ministry for the Environment awarded Waste Minimisation funding to develop the stewardship programme, which helps industry to deliver a consistent nationwide approach to disposing of tyres. The project deliverables, documents and the working group can be found at www.tyrewise.co.nz.
Sustainable small business is only going to get bigger Sustainability in business programmes was a key theme for 2013. Frequently, the key message of sustainability is consistent with what is considered to be “sound” business practice: building efficiency, minimising waste and maximising resources. Sustainable business practice is the direction in which you should be leading your business, and can be applied across every aspect of your business, from strategy to waste disposal. In the February 2013 Radiator, we gave some tips for improving the sustainability of small business, including: • talk to your staff for ideas to make your business sustainable. • monitor your meters to find out what your energy use is during peak and off-peak times, and see where you can save energy. • be aware of your waste – check out what could be reused or recycled in your skip before it is collected. • fix dripping taps, especially in the bathrooms! For non-manufacturing businesses, the largest waste of water occurs in the bathroom. • talk to your suppliers about what they are doing to be more sustainable, and see if they have products that are from renewable, recycled or sustainable sources. Sustainable business programmes are becoming more and more prominent. In April, we reported on how to manage trade wastewater from your business, and getting a trade wastewater permit. We also reported on how General Motors makes US$1 billion a year by reusing or recycling materials that would otherwise be thrown away. In May, we discussed energy savings, and how Ford is planning on cutting waste per vehicle built by 41 percent by 2016. In August, Toyota was named the Best Global Green Brand for the third year in a row. We are picking sustainable business practice will continue to dominate headlines during 2014.
60 • Radiator February 2014
Prevention is better than cure In the December/January 2013 Radiator, we reported an unfortunate oil spill that happened to a member in 2011. The case concluded in 2013, with a fine and convictions to each owner and the company, for pollution from discharging oil into the ground. This type of scenario can be avoided with the correct environmental practices: appropriate bunding, having a spill kit on site, and protecting the storm water drains from pollution. In March, we discussed how smart oil storage reduces your risk of environmental problems; incorrect oil storage is a key part of the MTA Environmental Standards and needs to be adhered to. Some tips on oil storage include: • Have designated storage containers for each oil; new, used and other types. • Containers larger than 1,000 litres should be secured in place. • All containers should be stored inside, or covered outside, so they’re protected from the elements, as far away from storm water drains as possible. There is a need to have a secondary containment structure in the event that they are compromised. For more information, visit www.mta.org.nz/environment.
So what’s coming up in 2014? Clearly, the MTA Environmental Standards deadline of 31 May 2014 is one of the most significant projects on the radar. The MTA Environmental Standards were approved by members at large during the 2008 MTA Conference and MTA staff have been completing site surveys of members’ businesses since 2009. In September 2011, the MTA Board decided all members will be required to meet the Environmental Standards by 31 May 2014. For members who don’t meet the standards, a site survey with the MTA Business Manager will identify the actions required to enable them to meet these. For most, these actions are relatively simple fixes – things like oil storage, spill kits and safety procedures. If you’re in this situation, call our stationery line to order your spill kit now at 0508 682 682.
So, why have standards? • It makes good business sense. • They provide a point of difference for customers seeking sustainable business practices. • You will have a cleaner, safer site for staff and customers. • There’s less risk from pollution and fines. • You enjoy cost savings from reduced energy and less waste. • You lead by example to promote environmental responsibility in the industry. For all information and resources about the standards, check out www.mta.org.nz/environment, or contact your MTA Business Manager.
“No thanks, I’m already making too much money!”
member benefits Matt Chote
MTA Member Benefits Manager Ph: 04 381 8842 matthew.chote@mta.org.nz
Not a common statement made by many business owners when planning for the year ahead. You are more likely to hear what other areas we can move into to make more money, or how we can increase our margin and sales figures. If you haven’t caught on yet, selling MTA Gift Cards is a no-cost, low risk way to add a brand new revenue line to your profit and loss statements.
In the past six weeks: - 20,910 MTA Gift Cards have been sold -
$1,307,480 has been redeemed by members
-
858 members, on average, redeemed an MTA Gift Card each week
-
$40,125 commission was generated from sales
It is impossible to work out the return on investment from MTA Gift Cards because the stock is provided at no cost, and much of the cost of running the programmes is absorbed in the card. So, your level of investment is restricted to how you choose to promote and sell the cards. Month after month, MTA Gift Card sales reach more records. More and more New Zealanders have our gift card in their wallet. Each one is an individual MTA advertisement of the motor trade – the influence it has on their daily lives and when it is redeemed reminds us how easy and efficient MTA members are to deal with.
What does every business need? •
Customers
Every card sold has the potential to be redeemed at your location and, unlike vouchers, change won’t be given upon redemption.
Worldwide, gift cards are the number one choice for customer loyalty rewards programmes.
Gift cards will bring in new business, either through sales or redemptions, because the card is exclusive to members who are "gift card ready".
•
Cash flow
Gift card commission is a brand new revenue line for every member who sells a card.
With birthdays being the number one reason for buying a MTA would like to thank gift card, revenue isn’t seasonal and comes in throughout its business partners the year. and sponsors... • Exposure
Consistent signage at all member sites generates brand value.
By simply displaying MTA Gift Cards, consumers will see there is even more reason to use MTA members for their motoring needs. Productivity and
•
Efficiencyin The card acts as an advertisement and is an investment the brand and in the network.
A point of difference A motor trade card that drives customers to a select number of outlets nationwide.
MTA would like to thank ~
Profita
MTA would like to thank
While Christmas is also known as the “gift card thepartners MTA Gift Card is an attractive present all year round. We its season”, business its business partners all know of a business that wants to either refund, reimburse, incentivise, reward, thank and acknowledge good staff and sponsors... and sponsors... and customers. Simply suggest an MTA Gift Card and next time they might just come in and buy one of the designs from you.
MTA would like MTA would like to thank its business partners and sponsors...
Workf
to thank its business partners and supporters Customer Relationships
The leader in specialist automotive so
61 • Radiator February 2014
London Motorcycle Museum By Ian Stronach
We like many visitors, were surprised by the sheer scale of London. What we assumed was a very short walk from Greenford train station to the London Motorcycle Museum turned out to be close to a kilometre and a half. And, while tucked away in suburban Greenford in the city’s northwest, it’s a journey well worth making for any British motorcycle enthusiast. Housed partly in an old stables, the museum is set in modest surroundings that give little clue to the richness of exhibits that surprise and delight.
62 • Radiator February 2014
The museum is only open on weekends and Mondays and provides a warm welcome. The museum is run by Bill Crosby, the founder, with the assistance of his family, friends and volunteers. The collection, which nowadays stretches to more than 170 bikes and other exhibits, is housed over two separate buildings: the British Biking Hall and Home of Triumph Hall – appropriate given Bill is still a Triumph dealer. The oldest motorised machine is a 1902 Ormonde Kelecom, while the newest is more recognisable to today’s riders, a 2008 Royal Enfield 500 ‘Army’ Bullet. The whole place is literally awash with brands that roll back the years for any British bike enthusiast; Vincent, AJS, Velocette, Excelsior, BSA, Sunbeam, Matchless and Norton – they’re all there. From a New Zealand perspective, it was great to see the 2003 Valmoto Daytona 600 that Wellingtonian Bruce Anstey road to victory in the Junior TT at the Isle of Man, giving Triumph its first TT win in twenty seven years. Phillipa, Bill’s wife, met us as we entered and stayed with us the whole time we were there, providing an engaging and informative personalised commentary on the various exhibits. From the details she supplied while guiding us through the fantastic range and variety of bikes it was clear that there is little, if anything, she doesn’t know about each and every one of them. From an enthusiast’s point of view, you can take as long as you like to go through the exhibits, with Phillipa happy to answer any question.
The last Triumph Bonneville ever to leave the Meriden factory
And, while tucked away in suburban Greenford in the city’s northwest, it’s a journey well worth making for any British motorcycle enthusiast. Amongst the many unique bikes that were on display, there were a couple that caught my eye. The first was the 1965 P1 – the first prototype for what was to become the three-cylindered Triumph T150 Trident. I almost missed the bike as at first glance it looked much like a standard Bonneville model of the time, and it was only Phillipa’s prompting that drew my attention to it. While there was an example on show of what was considered outrageous for the time, an X-75 Hurricane, the other scene stealer for me was a rather unique gold and black T140 EKS 750 Bonneville. There was nothing in its appearance to suggest its fame, but it turns out that it was the last Triumph ever to leave the Meriden factory, and it comes with quite a story too. It wasn’t the last Triumph ever made, but it was the last completed bike ever to be dispatched. At the time the factory was being shut down in 1983, it was one of the bikes that were being robbed for spares to help dealers meet customer demand. Eventually it ended up as an incomplete rolling chassis that was stored in one of the factory toilet blocks. Bill was aware of its existence, and rather than see the bike further and forever cannibalised, he took the chance to source the missing pieces, re-assemble and complete the bike, and then duly purchase it from Triumph. Thankfully it was saved, and forms part of what has to be one of the most interesting and wide ranging collections of motorcycles on display anywhere.
63 • Radiator February 2014
The original 'mule' for testing the Trident engine
MTA people - North End Motors Geraldine
Story and photos Tony Haycock NZ TODAY
There are a few themes that repeat on many occasions as NZ TODAY travels the country and meets MTA members in widely differing fields. First, the motor industry, in its myriad of guises, is supported by a huge number of family-owned and operated businesses. Second, it seems more a vocation than a job for many, with many members having worked in the industry their entire lives. And the third and possibly most essential in terms of long-term survival in today’s constantly changing (and challenging) business environment, is the ability to change and diversify as necessity and/or opportunity dictates. North End Motors in the South Canterbury town of Geraldine is an example of all of these in action. Owned and operated by the father and son combination of Miles and Ryan Marsden, they have shown their faith in the industry by recently moving to a new, purposebuilt premises as they expand their vehicle repair and light engineering business. Miles is one of the industry’s old hands, with 40 years’ of service under his belt and he is
the third-generation mechanic in his family, with son Ryan carrying on the family tradition as well. He started out by working for Mt Cook for 12 years. In 1998, he took the plunge to go into business himself and bought North End Motors - at that time still based in the Mt Cook building on the main street. Ryan chose a rather different path, leaving Geraldine at age 17 to join the Navy, where he qualified as a marine engineer. After leaving the Navy, he
retained his nautical ties and worked as the engineer on super yachts. Yet, at heart, he remained a Geraldine boy and eventually the call of the town he loves was too much and he returned to his home and roots. But he still didn’t quite give away his nautical links, taking up jet sprinting, with help from Miles working on the highly stressed engines these boats run. The association with water does seem now to have finally been severed, if not the love of high-speed sport. This urge is now served by competing in speedway saloon racing, and Miles remains the guy with the spanners working on the engine.
Yes, that golf cart is in the workshop for repair work.
64 • Radiator February 2014
Looking forward to the future, in May 2013 Miles and Ryan moved North End Motors into a new, purpose-built building just off the main street and a huge step forward from the original Mt Cook premises from where they had been operating. With five hoists, and four full-time mechanics on the payroll, they also have taken on an apprentice in this instance, a German with experience in the European motor industry. He is certainly taking on a whole new learning experience here as the workshop handles everything from golf carts to tractors (and on the day I was there, examples of both could be seen taking their turn for attention). As far as the Marsden’s are concerned, any garage with five mechanics with an eye to the future should have an apprentice as part of their workforce and they regard having good, loyal staff as their most valuable asset.
As additional strings to their bow, they also are the local AA contract garage but have seen the number of afterhours calls reduce by 50 percent, not because cars are any more reliable, but because the number of cars on the road passing through has dropped. The New Zealand hydraulics agency they hold brings in extra work, as well, and they have recently started a car grooming operation (if I had my wits about me, I should have had them try their skills on the faithful, if not long-suffering NZT Mondeo!). Keeping to the theme of looking for other outlets to help bring customers in, the small parts department is about to undergo a huge change thanks to the opportunity presented with the opening of their new premises, they
In the time the business has been operating, things have certainly changed. As sheep farming has given way to dairying, the population is now of a far more transient nature as workers
Inside the new showroom, this blank canvas is about to be transformed into a Repco outlet
As you would expect of a rural garage and workshop, the parts department is well stockedand that is before the impending arrival of Repco pass through or move on to better things. At the same time, the regular customers become more than just customers. Instead, many become friends, and the Marsden’s even get invited to weddings of people they have met through the garage.
are about to become a Repco outlet. The auto-parts giant is looking to expand its presence in small centres, and by working alongside existing local operators on a mutually beneficial basis, Repco doesn't have to buy or construct premises, while outfits like North End Motors are presented with a great opportunity to expand what they do and at the same time bring a whole new circle of customers into contact with the other services they offer. With an attitude of “we will try anything” and a wide range of skills to call on from the small team, Miles and Ryan seem to have a very firm idea of what the future holds for them, and it looks bright!
The men behind it all, father and son team Miles and Ryan Marsden, one a thirdgeneration mechanic, the other a former Naval engineer.
65 • Radiator February 2014
ADVERTORIAL
Autel - A Smart Revolution In Diagnostics:
Autel has always been committed to creating maximum long-term value for customers by providing quality-assured, easy-to-use, cost-effective and innovative products and solutions. To deliver this value Autel makes every effort to understand end-users' needs and translate those needs into superior products, by maximizing research, development and manufacturing capabilities. The R&D team is made up of the most distinguished experts and engineers with years of experience in this industry. Autel continues to invest a minimum of 20% of annual revenue into new development. All products are manufactured with the strictest standards to meet international quality and environment standards, including FCC, CE and RoHS..
NEW MaxiSYS MINI: ®
The MaxiSYS Mini is a revolutionary, ultra-mobile solution for automotive diagnostics. The MaxiSYS® Mini comes with a powerful A9 quad-core processor and comprehensive OE-level vehicle coverage. The multitasking Android Operating system is capable of coding, adaptations, actuations ® and much more. Weighing in at only 1.5 lbs. with a crystal clear 7.9” screen, the MaxiSYS Mini helps you organize information, diagnose complex vehicle symptoms and analyse fault codes quickly, easily and efficiently. Supplied standard with a wireless Vehicle Communication Interface (VCI), & software for American, Asian, Austrlian & European vehicles. Supplied for a great price of only $4495 + gst and one year of FREE updates, or from $33 per week no deposit.
NEW MaxiSYS:
Built upon the foundation of the hugely popular MaxiDAS® DS708, the revolutionary MaxiSYS® has been built to offer all of the same qualities including extreme ease of use and powerful diagnostic performance and much more. A major upgrade has been the addition of an ultra-powerful A9 quad-core processor that offers a 50% increase in speed versus competing products and a crystal clear 9.7” LED high resolution capacitive touch screen. MaxiSYS® has the industry’s first multitasking Android Operating System and the comprehensive OE-level vehicle coverage that Autel has become known for. The MaxiSYS® is the perfect diagnostic solution for shops and technicians who demand unrivalled smart technology and repairs. The MaxiSYS® comes with a wireless Vehicle Communication Interface (VCI), all necessary adaptors for 1996 & newer vehicles. Available for only $4995 + gst with 1 year of free updates, or from $35 per week no deposit.
NEW MaxiSYS PRO:
®
The MaxiSYS Pro has been designed to be the go-to tool for the professional technician ® who performs J-2534 reprogramming on a regular basis. MaxiSYS Pro utilizes a 32 GB Solid State hard drive, the revolutionary multitasking Android Operating System and ® comprehensive OE-level vehicle coverage. The MaxiSYS Pro includes the J-2534 ® reprogramming box and special MaxiSYS Pro software needed for shops and technicians who demand a comprehensive diagnostic system capable of completing even the most complicated and demanding tasks. Buy today for $5395 + gst with 1 year free updates, or from $36 per week no deposit.
MaxiDAS DS-708: The MaxiDAS is one of New Zealand’s biggest selling scan tools. It is a state-ofart vehicle diagnostic system that delivers accurate and comprehensive results with extremely user friendly operation. The DS-708 contains one of the most comprehensive vehicle software packages available. The Autel software server is located in America, and specific vehicle software is developed in Europe, Asia, USA and Australia with updates coming out weekly. With software for more than 50 manufactures including Australian Ford & Holden, hybrid vehicles, Chinese, Japanese, Korean, European and American vehicles covering all on-board systems of most makes and models of vehicles on NZ roads. The MaxiDAS package is just $3995 + gst and includes 2 years software updates FREE of charge, a 1 year subscription Boyce Autolibrary valued at $1100 FREE, You can lease to own for $29 per week with no deposit or booking fees. “This is an incredibly small outlay for a product that can easily generate income of $50,000 + per year” You can check out some further information and demonstration videos on www.autel.co.nz , or www.autel.us GDC Equipment is the only factory authorised distributor in NZ and you can contact them on 0800 214 604 to arrange a demo or brochure, or view their website for more information. 66 • Radiator February 2014
ADVERTORIAL
Why is Health Insurance Important for you? One of the things we take for granted is continued good health. We really don’t know what’s around the corner, and the Kiwi “she’ll be right” attitude may not be enough to protect the ones we love. That’s where Accuro Health insurance can help. Recently a client and friend of mine, we’ll call him “Rob” to protect his privacy, came to me to see if he was covered for a situation he had got himself into. Rob is a fit and healthy guy with two grown boys. He was helping one of his sons with some renovation work when he felt a pain in his side. He thought it was just a bit of a strain but when the pain got worse and Rob could no longer bend over to pick up his hammer, he realised it was a little more serious. Rob went to a doctor who referred him to a specialist where he was diagnosed with a hernia. He was going to need an operation. There were two options: an immediate operation potentially costing thousands of dollars, or waiting on the public waiting list and possibly suffering months of pain before he received any treatment. Fortunately Rob had already taken out Health Insurance with Accuro. With two grown sons at university who remained dependant on Rob and his wife, Rob
knew it was the right thing to do for the whole family. Accuro arranged for Rob to have surgery through his own surgeon, immediately. The hernia was treated quickly and Rob was able to focus on enjoying his life and getting back to work, instead of worrying about how he was going to pay for everything. Rob came through with flying colours and
Scott Waddington
Can
said “Accuro was so supportive and made the process so easy and quick when we were under so much stress…. allowing us to get back to normality. Health insurance is a real investment”. I’m often asked by people if they need medical insurance. While my answer entirely depends on individual circumstances, it’s usually “yes”. I believe it’s really important for families to consider having health cover. Today there are a growing number of medical treatments which the public health system considers non-urgent. The simple truth is that medical insurance is more affordable than you think. So if you already have medical insurance and are concerned about the rising costs of your premiums, or if you think that medical insurance is too expensive, talk to your MTA Business Manager and we will give you a call to discuss a no obligation quote. We can work with you to find some affordable options to protect the health of your entire family. In a previous life I was a mechanic so I fully understand the health issues that you can have working in your own business and I am happy to discuss with you your health insurance needs and what we at Accuro will be able to do for you. I look forward to hearing from you.
afford not to be insured?
One of the things we take for granted is continued good health, and the Kiwi “She’ll be right” attitude is the only health plan many of us have in place. That’s where Accuro Health Insurance can help. With health insurance, you don’t need to take your chances on a public waiting list for elective treatment or pay for the full cost of health care yourself. By choosing the protection of health insurance, you have faster access to a wider range of treatment options. Protecting you and your family has never been easier. After all, we’ve been taking care of New Zealanders for over 40 years. Contact us on 0800 222 876, info@accuro.co.nz or visit the MTA website for a free quote at www.mta.org.nz/accuro. facebook.com/Accurohealthinsurance
ACC6112 08/13
67 • Radiator February 2014
directory MTA Executive Team
ROB MACGREGOR
Board of Directors 2014 David Storey
Chief Executive Officer
Phone 04-381 8820 rob.macgregor@mta.org.nz
President
Auckland • 09 415 8569 president@mta.org.nz
Dave Harris
Vice President
Waikato/Thames Valley • 027 474 8900 vicepresident@mta.org.nz
JIM GIBBONS
Finance Director
Wellington • 04 384 9734 jim.gibbons@colmotor.co.nz
BOB BONIFACE Auckland • 09 636 5463 bob@rabon.co.nz
MARK DARROW
IAN STRONACH
GAVIN STILL
General Manager Marketing & Communications
General Manager Member Benefits
Phone 04-381 8801 ian.stronach@mta.org.nz
Phone 04-381 8822 gavin.still@mta.org.nz
Auckland • 021 888 858 mdarrow@pggwrightson.co.nz
PETER FARMER Tauranga • 07-578 6017 peter@farmerautovillage.co.nz
ANDRE HOPMAN Canterbury • 03-388 8120 sales@hopmans.co.nz
JUDY LANGE Southland • 03-218 7149 judy@a1autoservices.co.nz
RICHARD PUNTER Hawkes Bay • 021 943 611 richard@stratix-management.com
MTA Business Managers NORTHERN REGION
DOUGAL MORRISON
KAETRIN STEPHENSON
Phone 04-381 8816 dougal.morrison@mta.org.nz
Phone 04-381 8807 kaetrin.stephenson@mta.org.nz
General Manager Advocacy & Training
Chief Financial Officer and Administration
Your Business Manager will provide you with access to market leading training, introductions to business specialists and mentors, and a range of discounts to ensure your business operates at its full potential. To take advantage of these benefits please contact your local manager or Bob McCoy: 04 381 8837 or bob.mccoy@mta.org.nz
CENTRAL REGION
Auckland, Northland
Greater Auckland area
David Abbott
Peter Nicholson
(Regional Manager) PO Box 331369, Auckland 0740 Phone 09 488 0962 Mobile 0274 93 9942 Fax 09 488 0763 john.henderson@mta.org.nz
PO Box 9214, Newmarket Auckland 1149 Phone 09 271 1397 Mobile 0274-448 772 Fax 09 271 1397 david.abbott@mta.org.nz
Dealer/Service Station Specialist PO Box 331369, Auckland 0740 Phone 09 473 5975 Mobile 027 491 3907 Fax 09 473 5976 peter.nicholson@mta.org.nz
John Henderson
Auckland, Northland
SOUTHERN REGION
CHRISTINE LAMBIE Marlborough, Nelson, Canterbury, West Coast
PO Box 22 246, Christchurch 8142 Phone 03 379 6186 Mobile 0274 420 899 Fax 03 384 0373 christine.lambie@mta.org.nz
RUSSELL LANE
MICHELLE FINDLATER
Phone 03 379 6185 Mobile 027 297 1722 Fax 03 384 0373 russell.lane@mta.org.nz
PO Box 8018, Glengarry Invercargill 9845 Phone 03 216 2682 Mobile 027 497 1568 Fax: 0800 000 695 michelle.findlater@mta.org.nz
Canterbury, Ashburton, South Canterbury, North Otago
68 • Radiator February 2014
Otago, Central Otago, South Otago, Gore, Southland
MICHAEL BRADLEY
FELICITY WILSON
PO Box 318, Feilding 4740 Phone 06 323 0522 Mobile 0274 402 617 Fax 06 323 0526 michael.bradley@mta.org.nz
PO Box 1003, New Plymouth 4340 Phone 06 753 0032 Mobile 027 220 5392 Fax 06 753 0034 felicity.wilson@mta.org.nz
Central/Southern Hawkes Bay, North/South Taranaki, Hawkes Bay, Feilding, Wanganui, Central Main Trunk, Manawatu, North Wairarapa. Taumarunui, Horowhenua,
IAN LAMONT
MARY-ANNE MARTIN
PO Box 9244, Wellington Phone 04 235 7380 Mobile 0274 430 289 Fax 0800 000 695 ian.lamont@mta.org.nz
PO Box 4475, Hamilton East 3247 Mobile 027 440 2618 Fax 0800 000 695 mary-anne.martin@mta.org.nz
Wairarapa, Wellington
Greater Waikato, Waitomo
Branch Presidents Northland Marc Head marc@wscas.co.nz
09-433 9759
Auckland Stuart Wilson paptow@xtra.co.nz
09-298 0608
Greater Waikato Terry Grimmer 07-855 2037 grimmermotorsltd@yahoo.co.nz Tauranga
Sean Squires 07-544 0920 sean.squires@boppoly.ac.nz
Bay of Plenty Ross Birchall 07-345 5442 ross@bmautomotive.co.nz Gisborne/Wairoa Paul Corrin 06-867 6638 paul@cgmmotorcycles.co.nz Hawkes Bay Grant Lower info@stichautos.co.nz
06- 878 7700
Ctrl Hawkes Bay Paul Shanks 06-858 8086 pshanks@ruahinemotors.co.nz Taumarunui
Paul Rushbrooke 07-895 8110 hondafirsttaum@xtra.co.nz
North Taranaki David Cox david@rotech.co.nz
06-759 4370
South Taranaki Brett Stratton 06-278 5756 haweramufflers@xtra.co.nz Wanganui Mike Johnston 06-345 8339 holdawaysltd@paradise.net.nz Ctrl Main Trunk Colin Fredrickson 06-385 4151 horopito.motors@xtra.co.nz Manawatu Peter Morgan 06-355 4460 mainstreetautos@xtra.co.nz Wairarapa Mike Eastwood 06-377 0039 mike@eastwoodmotorgroup.co.nz Horowhenua Ken Shugg rahui@xtra.co.nz
06-364 5198
contacts > Automotive Technology Committee Anthony Allen (chair) Tauranga David Cox North Taranaki David Harwood (Co-opted) Auckland Matt Rogers Auckland David Storey (Board Rep) North Shore City Garry Williams MTA Wellington Office
07 549 0675 06 759 4370 09 443 8025 09 917 9417 09 4158569 04 381 8817
> Collision Repair Committee Andrew Purser (Chair) South Taranaki Alan Berry Canterbury Neil Butterfield (Co-opted) Wellington Barry Meuli North Taranaki Bob Boniface (Board Rep) Auckland Bob McCoy MTA Wellington Office
06 278 8233 03 366 9537 04 237 5898 06 758 4085 09 6365463 04 381 8837
mr.fix@xtra.co.nz alan.berry@linkup.co.nz neil@autocrash.co.nz bjmeuli@xtra.co.nz bob@rabon.co.nz bob.mccoy@mta.org.nz
03 208 1234 07 578 6017 04 587 0005 04 384 5779 03 970 0559 06 367 5414 03 433 0135 04 384 9734
leslie@carnabycars.co.nz mikef@farmersautovillage.co.nz ian@advantagecars.co.nz HJacob@capitalcityford.co.nz pnkelly@clear.net.nz nathan@rmcars.co.nz ceo@nomg.co.nz jim.gibbons@colmotor.co.nz
> Dealer Committee Leslie Baxter Michael Farmer Matthew Foot Hamish Jacob (Co-opted) Paul Kelly Nathan McColl Peter Robinson Jim Gibbons (Board Rep) Tony Everett
Gore Tauranga Wellington Wellington Nelson Horowhenua North Otago Wellington
MTA Wellington Office 04 381 8827 tony.everett@mta.org.nz
> Environment Committee Craig Murray (Chair) Auckland Ross Birchall Bay of Plenty Judy Lange (Board Rep) Invercargill Kylie Robinson MTA Wellington Office
09 294 8159 craigm_386@hotmail.com 07 345 5442 ross@bmautomotive.co.nz 03 2187149 judy@a1autoservices.co.nz 04 381 8836 kylie.robinson@mta.org.nz
Wellington Phillip Saxton 04-939 4318 phil@saxtonautos.co.nz
> Heavy Vehicle Advisory Group
Marlborough Anna McKenzie 021 355 754 annatonymck@xtra.co.nz
Wayne McCurdy (Chair) North Taranaki Merv Avery Manawatu Lloyd Heslop Nelson Craig Murray Auckland Brian Sara Wellington Brent Ward Wairarapa Andre Hopman (Board Rep) Christchurch Garry Williams MTA Wellington Office
Nelson Paul Kelly pnkelly@clear.net.nz
03-970 0559
West Coast Dave Larkin lbsc@xtra.co.nz
03-738 0029
Canterbury Joris Sanders 03-366 3384 joris@leadingedgeautomotive.co.nz Ashburton David Stevens 03-308 6646 creekroadservice@gmail.com South Canterbury Murray Kitchen mkskoda@xtra.co.nz
03-688 5922
North Otago Gary Gibson 03-434 6293 gibsonautos.oamaru@gmail.com Otago Kevin Offen kevsgarage@xtra.co.nz
03-455 9094
Central Otago Richard Smith 03-444 9365 cjsinclair.ranfurly@xtra.co.nz South Otago Wayne Eyles gwe@actrix.co.nz
03-418 1348
Gore
Leslie Baxter 03-208 1234 leslie@carnabycars.co.nz
Southland
Terry McNaught 03-218 3051 highwayservices@xtra.co.nz
69 • Radiator February 2014
tonysauto@xtra.co.nz david@rotech.co.nz dave@coolcar.co.nz matt.rogers@asrl.co.nz david@supershoppes.co.nz garry.williams@mta.org.nz
06 769 6506 06 354 7164 03 543 9400 09 294 8159 04 495 2505 06 370 3818 03 388 8120 04 381 8817
wayne@mccurdyeng.co.nz merv@transag.co.nz admin@heslops.co.nz craigm_386@hotmail.com brians@vtnz.co.nz brent@waidiesel.co.nz sales@hopmans.co.nz garry.williams@mta.org.nz
06 571 3040 06 357 7027 06 867 6638 09 486 3077 06 8777621 04 381 8827
info@bayride.co.nz kevin@cityhonda.co.nz paul@cgmmotorcycles.co.nz henryplowright@gmail.com Richard@stratix-management.com tony.everett@mta.org.nz
> Motorcycle Committee Lindsay Beck (Chair Co-opted) Tauranga Kevin Carian Manawatu Paul Corrin Gisborne Henry Plowright Auckland Richard Punter (Board Rep) Hastings Tony Everett MTA Wellington Office
> Service Station & Convenience Store Committee John Patton (Chair) Greater Waikato Jonathan Usher (Co-opted) Otago David Larkin West Coast Christopher Rawson North Otago David Harris (Board Rep) Matamata Kylie Robinson MTA Wellington Office
07 868 7090 03 477 7338 03 738 0029 03 434 8798 07 888 8116 04 381 8836
thamesA1@xtra.co.nz jonathan.usher@xtra.co.nz lbsc@xtra.co.nz chris@bpoamaru.co.nz dave@matamata.co.nz kylie.robinson@mta.org.nz
ADVERTORIAL
Market Access improves members' results We hope you have all had a good Christmas break and are back refreshed for what, if we listen to all the economic pundits, promises to be a buoyant 2014. Recently you would have heard in the news that there is the prospect of more insurance company mergers which overall may have the effect of reducing the number of options available to you. Using a broker now is more important than ever. Not only do you receive expert advice on what covers are suitable for your own business but you have access to markets that are not normally available directly. Normally if you deal direct with an insurer you tend to receive their own generic solution and this may not be suitable for your business or private needs. If you use your MTA-approved broker you not only have access to specialised wordings specific to your area of business, but also brokers that understand the industry that you are in,
the support and trust of the MTA and their business managers, tailored advice for your business, and you will come away with a real appreciation of what “fully” insured looks like, and that way you can make genuine informed decisions as to the covers you want. Working on behalf of the MTA, we analysed the claims that have occurred over the last five years. •
$3,650,000 was paid in property claims. The earthquake in Christchurch cost $1,750,000.
•
200 liability claims over five years, cost $600,000. An average of just under $3,000 per claim.
•
15 Fire/Burglary/Water Damage claims per year costing over $900,000. Many are smaller in value but there have been a handful of big fire claims.
MTA members also participate in a wide range of activities and we felt that the
one size fits all offering of the old scheme was not suitable for the future. We therefore used the collective bargaining power of the scheme members to develop a much more flexible offering, with some excellent enhancements, which provides a base suite of covers depending on whether you operate as a Forecourt, Showroom, or Workshop. Our brokers then tailor these to specifically suit your own business needs.
...and free wine
It is our intention to contact every MTA member this year and give you access to free advice and quotes to enable you to compare the excellent cover and premiums that are available to members. To do this we want to come and see you at the right time. Email us at mta@ crombielockwood.co.nz and tell us the renewal date of your covers and we will put you in the draw to win a dozen bottles of wine of your choice.
Be Assured, you can now be insured with Crombie Lockwood
Whether you’re a Repairer, Dealer or Service Station your local Crombie Lockwood broker will call on you personally, to match your needs for cover. Think of it as your insurance WOF. Your Business Manager will tell you all about it next time you catch up.
70 • Radiator February 2014
classifieds
FREE for MEMBERS ONLY (Member Number required/maximum 30 words) Non Members $15 plus GST for 30 words BOLD IT only $5 extra. EXTRA WORDS $1 per word. Email to radiator@mta.org.nz
BUSINESS FOR SALE/LEASE
PARTS/EQUIPMENT FOR SALE
Established Automotive Repair & WOF workshop. Good location, North Shore, Takapuna. Four working bays, two hoist, brake roller tester, ample parking, great potential. $79,000 ONO. Ph Ash on 021 163 8560. BUSINESS/INVESTMENT STATE HIGHWAY 1 HAMILTON. Long established auto workshop. owned for 37 years. Fully equipped three bays plus secure area. Can be leased out separately or used as car sales area. Phone Dennis ah: 07 846 4200. Mechanical workshop Dismantling yard TE AWAMUTU waikato Established, good customer base WOF. mechanical repairs, with dismantling forklift, tyre machine, computer network. Workshop and stores, large pit, 2.5 acres industrial property with three bedroom house, flat land can be subdivided. Ph 07 871 3449 Service station with workshop laundromat and three bedroom house for sale. Good business with no competition and 50 minute drive from Auckland. Contact 07 826 3815
WANTED Tow Truck (needs to be ready to put straight on the road or with minimal work to be done on it). Contact Tim or Karen on 07 828 7736 or Tim 021 287 4598
Dealership Locum Do you need someone with experience to run your business while you take a well earned break. I have 55 years of experience in the motor trade having owned a franchise dealership selling new cars and trucks. I can mentor salesmen, understand the modern vehicle and can run a workshop. A fellow of the MTA Guild. Reasonable rates. Phone 0274 426985 anytime.
WHEEL SERVICE EQUIPMENT Tyre balancers, tyre changers for automotive and truck use, wheel alignment systems, side slip testers. Ph: Sulco Equipment 0800 800488 www.sulco.co.nz TRANSMISSION FLUSHERS Air conditioning service equipment, Sulco Equipment has new, used and ex demo. Ph: Sulco Equipment 0800 800488 or www.sulco.co.nz TULMAC CARBURETTOR SPECIALISTS Full reconditioning service, carburettor body re-bushing and shafts supplied. Specialising in Weber, Dellorto, Su Stromberg etc. Ph: 027 612 2312 or 06-368 2202 Levin. BEAMSETTER – (Headlight Aligner) New, plus other WoF equipment. Phone Stocks Equipment on 0800 863 784 or email: equipment@ georgestock.co.nz BRAKE LATHE New Caorle Brake Lathes. Made in Italy. On & off car. Phone Stocks on 0800 863 784 or email: equipment@georgestock.co.nz BRAKE TESTER - New MAHA roller brake testers. Phone Stocks Equipment on 0800 863 784 or email: equipment@georgestock.co.nz. CAR HOIST – BRAND NEW 2 POST HOISTS available from only $3,495 plus GST installed. Also 4 Post Hoists, Wheel Alignment Scissor Lifts, Belly Lifters also available. Ph: Stocks Equipment 0800 863 784 email: equipment@georgestock.co.nz TYRE CHANGER & WHEEL BALANCERS New and used tyre Changers. Stocks Equipment 0800 863 784 or www.georgestock.co.nz WHEEL ALIGNER – HUNTER. New and used wheel aligners, Phone Stocks Equipment on 0800 863 784 email: equipment@georgestock.co.nz TOYOTA GENUINE CYLINDER HEADS From $650. Timing Belt kits from $118 1KZTE Solid Flywheel Conversions $700. Prices excl GST. Ph 07-578 9889. TOYOTA AUTOMOTIVE DIAGNOSTIC SCOPES PC based, extremely powerful and easy to use. Phone Chris at Metermaster NZ Ltd 09-296 7601, 0800METERS or 021 953 129. Seat Belt Mounting Plates Buy direct from the manufacturer. Quality plates and extensions at good prices. Prescott Engineeering Ltd, 7 Prescott St, Penrose. Ph 09 579 7424.
Productivity and Efficiency
Inventory Control Profitability
Real Time Workflow Data Capture Customer Relationships
Connect and Control systems... ...at your fingertips The leader in specialist automotive software
71 • Radiator February 2014
SAM Computer Systems P: (09) 583 2455 F: (09) 583 2457
E: info@sam.co.nz
www.sam.co.nz
IMPORT • EXPORT • DISTRIBUTION
Mazda
Toyota 1KZ SV 1KZ LV 2L/3L/5L 2C/3CT 3Y/4Y 1AZ/2AZ 1KD/2KD B/2B/3B
Nissan
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H/2H 1HZ 14B/15B 1RZ/2RZ/3RZ 3S/5S
ZD30 TD42 TD27 YD25 TB42 QD32 NA20 SR20
RD28 Z20 Z24
Mitsi
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Cylinder Heads • Gaskets • Pistons • Valves • Head Bolts • Cylinder Head Assembly • Engine Parts
Distributed by BNT Nationwide
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Toll Free 0800 422 634
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www.acmeimpex.co.nz
Can’t do that cambelt job? www.alleuroparts.co.nz
09 425 5023
1236 AEP
Call for AST Tool sales & hire Hire from $45+ NZ Distributors for
Parts for: audi | vw | bmw | alfa | peugeot | land rover | citroën | renault | volvo | saab | fiat
X431 PAD $6,500 +GST
X431 Diagun III $2980 +GST
MTS Headlight Aimer NHD-8000 $950 +GST Luminous intensity: 0~60,000cd Optic axis deviation of high beam and low beam Up - Down: U 1° 30’ (U 20cm/10m~D 40cm/10m) Left - Right: L 2° 30’~R 2° 30’ (L 40cm/10m~R 40cm/10m) Luminous intensity of high beam: ±12% Optic axis deviation of high beam: ±12’ Luminous intensity of low beam: ±15’ Central elevation of headlight: ±1cm
Andrea Andrew
Wood Eng. Services Ltd.
s Vi
• Large 9.7-inch touch screen, high speed 1.6GHZ processor • Wireless Bluetooth to vehicle. Full internet Wi-Fi interface (Email and Google) • Data recording, storage and playback • Secure Digital (SD Card) expansion port • High definition multimedia interface HDMI • Unit size L307 x W214 x H67mm and weighs only 3kg
● CPU --- 400 MHz ARM9 ● Color Touch Screen --- 480X272, 4.3” ● TF card--- 1G ● Upgrading/Printer Interface--- USB ● Wireless communication Module --Bluetooth ● USB --- Standard USB 2.0 Ports ● Working voltage of diagnostic adaptor: DC 12V (DC 24V not yet supported)
Ph: (09) 576 9498 Fax: (09) 576 9480
s@
o.n www.ringgear.c
WoF Consultant
PRS and EVIRM Training On-site AVI competency assessments (specific areas) National Service available Review preparation stress-free
Phone: 021-2777-228 Fax: 07-847-2374 Email: aandrew@wave.co.nz www.wofconsultant.co.nz 72 • Radiator February 2014
it u
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DASH CLUSTER REPAIRS EUROPEAN LCD DISPLAYS
WORKSHOP SOLUTIONS TRAINING COMPANY “Inter-active learning 4 practical people” WOF AVI pre exam coaching WOF Update courses, full or half day theory and or practical training PRS management coaching (Training & coaching for individuals or groups)
AUDI, BMW, RANGE ROVER PEUGEOT, CITROEN
WORKSHOP SOLUTIONS 2009 LTD WOF & PRS CONSULTANT Assisting in and managing your PRS Records Annual and Pre NZTA PRS audits Practical WOF inspection assessments
NZ’S ONLY OEM BONDING MACHINE
Philip Tutty M: 021 843 000 Ph: 07 856 3536 E: philip@workshopsolutions.co.nz
12 MTH WARRANTY ALSO REPAIRS TO ECU’S, AIR FLOW METERS MISC COMPONENTS
0800 - GET IT FIXED repairs@getitfixed.co.nz AUTOMOTIVE
GET IT FIXED ! ELECTRONIC REPAIRS
07 549 5475
ENGINE WAREHOUSE - Prices to the trade - Trade warranty Includes parts & labour
Over 1000 units in stock. Most transmissions to suit.
SpannerPlanner
NEW ZEALAND WIDE - WHOLESALE ONLY
Driving Workshops Faster
Warehouses in Auckland, Christchurch, Geraldine & Invercargill
FREE PHONE 0800 80 90 96
Workshop Management in the Cloud
-Prices to the trade -Excellent profit centre for tyre shops & garages -Quality brands -Second hand & budget tyre options
FREE PHONE 0508 252 477 Email: blairs@blairs.co.nz www.blairs.co.nz
Email: blairs@blairs.co.nz
www.blairs.co.nz
FREE 30 DAY TRIAL Manage customers and vehicles.
Full job control from start to end.
The world’s most advanced waterborne basecoat system
Track your parts and stock.
Fully compatible products Envirobase High Performance is specifically formulated to work seamlessly with the range of peak performing primers and clearcoats from PPG’s premium systems.
Order and return parts.
Contact your PPG representative or the Customer service on 0800 320 320 for more information.
Quick and easy invoicing.
$
73 • Radiator February 2014
Fully integrated with Xero.
www.spannerplanner.com
Competitively priced European car parts
BMW/MINI PARTS Engine - filters, gaskets, seals, tensioners, idlers, belts, camkits Brakes - disks, pads, shoes, cylinders, hoses, sensors, accumulators
30 years experience with Euro parts
Suspension - arms, bushes, balljoints, links, shocks Steering - racks, hoses, tierods, trackrods, universals
• • • • •
Cooling - waterpumps, thermostats, radiators, expansion tanks, hoses, hose fittings, viscous fans, heater valves ELECTRICAL - ABS/cam/crank sensors, airbagmats/wiring, fuel/washer pumps, sliprings, fan resistors, ignition locks, window regs
Audi/VW Saab Mercedes BMW Volvo
• • • • •
Peugeot Porsche Alfa Renault Fiat
For anything Euro try us first!
Ph: 04 471 2755 Mob: 021 618 9734
BM WORKSHOP
partsplus@partsplus.co.nz Overnight delivery
Ph: 09-376 1250 Fax: 09-376 1283
POWER STEERING PROBLEMS? Call the Specialists for
N G SP E EERI CI ST
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POWE
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(estab.1964)
• Fast, efficient service • No-obligation quotes • NZ’s largest range of tested exchange units • Passenger & Commercial • All makes of vehicles
Ph: 09-524 6519
AU
CKL A N D
Email: airflo@xtra.co.nz Fax: 09-524 6363 www.airflohydraulics.co.nz
9 Alma Street, Newmarket, Auckland cyan magenta yellow started on 24/06/2009 14:54:45
Official communications supplier to the MTA
74 • Radiator February 2014
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The irresponsible disposal of synthetic refrigerant gases is damaging our environment.
Thankfully, we’re doing something about it. Creating a safer, healthier environment is everyone’s responsibility. If refrigeration and air-conditioning play a role in your business, you have a duty to maintain and dispose of synthetic refrigerant gases in an environmentally responsible way. Leaking these gases into the atmosphere is ozone-threatening and contributes to climate change. The good news is that most unwanted gases are now being delivered by responsible partner companies to Recovery collection depots throughout New Zealand. Recovery was formed by the refrigeration and air-conditioning industries in 1993 to manage the safe and secure destruction of all used synthetic refrigerant gases. And what a difference we’ve made. If you’re not already contributing to Recovery, isn’t it time to become involved?
Trust for the Destruction of Synthetic Refrigerants www.refrigerantrecovery.co.nz 75 • Radiator February 2014
SPANISH TRIP OF A LIFETIME
The trip is for 2 people and will include: • Economy return airfares – Auckland to Spain + 7 Nights accommodation • Conducted tour of the REMSA Manufacturing Plant • Opportunity to enjoy festivals, food, wine and some wonderful sights of Spain • Trip extensions possible • Trip must be taken in September 2014 Competition will run from 1st December 2013 to 31st July 2014 Possibility of earning one entry to the draw with every set of REMSA® disc brake pads purchased* Ask you local ASL, Autostop or Extreme sales representative for further details or visit www.automotivesupplies.co.nz/remsa for all the CONDITIONS OF ENTRY *conditions apply, see website for details
Alhambra – Granada
La Concha – San Sebastian
Aqueduct of Segovia – Segovia
Tomatino Tomato Fight – Bunol
Sagrada Familia – Barcelona
Cuenca
Running of the Bulls - Pamplona
Outside Auckland Outside Auckland
Hamilton, Wellington, Christchurch Hamilton,Tauranga, Tauranga, Wellington, Christchurch
Auckland Area Only Auckland Area Only