Auto Channel 39

ISSUE 39 SEPTEMBER 2021

THE VOICE OF THE NEW ZEALAND AUTOMOTIVE INDUSTRY

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Hydrogen fuel for heavy transport?

WOULD A GREEN HYDROGEN PLANT WORK FOR HEAVY TRANSPORT — OR NEW ZEALAND? ydrogen has been touted as an alternative fuel for heavy transport — and several truck makers are investing heavily in the technology — so could building the world’s largest hydrogen plant at Tiwai Point put New Zealand on the green fuel map?

Or, given that the electricity brown-out experienced recently, which — regardless of fundamental problems with the electricity market — indicates our generation can struggle with short-term demand peaks, would we be better off simply diverting the electricity powering Tiwai Point directly to the national grid?

The idea of converting Southland’s aluminium smelter to hydrogen production has been floated

by Australian mining magnate Dr Andrew Forrest.

He is the founder and chairman of Fortescue Metals Group, the world’s fourth-biggest iron ore producer. He has already met with local councils and government officials.

A subsidiary joint venture of mining company Rio Tinto currently runs the smelter using cheap

H

electricity from Meridian Energy, operator of the Manapouri hydroelectric dam. The contract runs out in 2024 which could then see the smelter shut.

Forrest has proposed converting the plant to ‘green hydrogen’ production, the main attraction being the supply of Tiwai Point’s 570 megawatts of electricity at heavily discounted prices. That would power more than 770,000 average homes every year — more than all the residential households in Auckland.

The attraction for local and national government is that the move would secure the future for at least some of the 1000-odd Southland workers employed by the smelter.

NOT FOR HEAVY TRANSPORT It would also look good for the region to become one of the world’s largest hydrogen production plants. However, replacing this or even other nations’ diesel-powered heavy vehicle fleets with emission free hydrogen-powered trucks

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is not on Forrest’s agenda.

He wants to ship it to Australia to displace coal as the fuel for steel works to produce so-called green steel. Fortescue is the fourth largest ore company in the world. Most of the iron ore it extracts is exported to China for processing there.

It should be noted the environmental benefits of the two options — fuelling heavy transport and displacing coal-fired ore smelting — are unlikely to be equal. Extracting crude oil on the other side of the world, transporting and refining it, and distributing diesel or other fossil fuels produces significant emissions long before they get burnt in vehicle engines here.

And the environmental outcome is far from the only consideration. Rio Tinto regularly threatens to leave Tiwai Point saying low aluminium prices mean it’s just not worth their while. In 2013 the National government paid the company $30 million in return for an agreement to stay on for 18 months — which in fact halved its notice period from the pre-existing end date of 2017. Rio Tinto also got another price cut.

The move, which only gained workers an 18-month reprieve, was heavily criticised by Labour and the Greens who noted Rio Tinto had simply

CONTINUED ON PAGE 4

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Equipment Specialist Contacts: National Sales Manager

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027 279 1204

National Technical & Training Manager

Bruce Francis

027 494 2802

National Diagnostics Sales Manager

Dean Guilford

027 643 1608

Equipment Spares

Scott Townsend

027 246 3640

Auckland North & Northland Cameron Pausina

027 475 2224

Auckland East & South

Dave Miller

027 492 8962

Waikato & Bay of Plenty

Tim Marshall

027 282 3966

Lower North Island

Justin Mills

027 494 7186

South Island

Brent Grindley

027 216 9173

Contents

From the Ed.

32 Hydrogen option for heavy transport

Cover and 4

Silverado Trail Boss on its way

8

Automaster knows wheel tech

13

All Euro Parts land in Christchurch

14

Rich seam struck in Gold Rush

18

A win for service

18

Car news

20

Blackfern launches new Black Book

24

Feature interview: Greg Murphy

26

Formula for business success

31

Feature car: ‘56 Chev

32

Tech feature: Honda aircon how-to

36

Product profiles

42

Supplier directory

44

veryone in Auckland has a strong sense of deja vu at the moment, which includes the gnawing feeling of not knowing how long this lockdown could go on for, and for how much longer businesses and livelihoods will have to cling on with their fingernails.

Happily, those in the South Island, and south of the Bombays, are at least being signposted out of lockdown and hoping Level 3 will not linger long.

I take heart that the government is starting, tentatively, to socialise the idea that we will have to abandon the lockdown strategy at some point and live with Covid, as we do with other infectious and sometimes fatal diseases. The change will surely come when everyone has had the chance to be vaccinated against Covid.

The government will have quite a task unwinding the climate of fear about Covid that supported lockdowns and its ‘elimination’ strategy. As critics have said, that was never going to work long term. The government will need to switch to reassuring people that even though testing will continue to reveal the presence of the disease, vaccines — ­ although not risk free — are the best way to keep most people safe and able to get on with their lives.

Meanwhile, while waiting to see if we can copy China and quash a Delta outbreak we must continue to walk the tightrope over the strain on the economy caused by lockdown to the freedom offered by the vaccine.

E

Ian Parkes, Editor

26

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taken advantage of the fact it had the government over a barrel at the time. The government was about to sell off Meridian Energy. The loss of its biggest customer would have shattered its share value.

In effect the government chose to hand over taxpayer money to a multinational mining company so it could go ahead with its plan to sell off a state asset — even though the plant’s closure would have released another 13 percent of the nation’s generation capacity onto the local power market once the transmission network had been reconfigured. What’s more, selling power to the smelter at heavily reduced prices actually holds up the price New Zealand taxpayers have to pay for electricity to Meridian and all the other generators.

It’s interesting to wonder what investing that same stop gap $30 million in the region would have produced in the way of jobs.

Yet eight years later in 2021, Rio Tinto and the smelter are still there, even though the company again pleaded hardship last year after floods threatened tonnes of a toxic waste product called Ouvea premix stored in the former Mataura paper mill. The bill for disposing of that material properly is assessed conservatively at $300 million.

AWKWARD CUSTOMER The government is still trying to get the company to agree to clean up after itself, yet Rio Tinto secured another deal on power from state-owned Meridian in January. Rio Tinto apparently maintains that it regularly updated closure plans for all its smelters but government documents released to the New Zealand Herald following an Official Information Act request showed that “despite repeated requests, Rio Tinto has never provided any detailed information about its closure study [at Tiwai]”.

Currently the price of aluminium is increasing so the government has suspended talks with Rio Tinto, probably until much closer to the end of the current contract in 2024.

So, if Rio Tinto actually does want out, would a hydrogen plant be a better alternative?

The government remains keen to preserve the

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Auto Channel Issue #39 September 2021

2000-plus direct and indirect jobs in the region and the estimated $400 million annual input to the local economy. However, University of Waikato Associate Professor Earl Bardsley describes the hydrogen plan as “a flawed think-big project” that shouldn’t proceed without challenge.

The electricity brown-outs experienced last month focused attention on electricity supply.

Some sceptics blamed electric cars for the brownouts, or at least suggested a transition to an electric fleet was obviously doomed, even though the problem was a high winter evening peak demand.

Most electric cars are charged off-peak, overnight, when electricity is plentiful.

Professor Bardsley said: “A Tiwai 2.0 industry will still suck up renewable electricity, simply replacing aluminium with hydrogen. That means we will need expensive construction of new generation capacity sooner, if the green transition is to proceed.”

FLAWED LOGIC He said the report by McKinsey & Co also used flawed logic claiming the ability to turn down the rate of hydrogen production would reduce dry year impacts by as much as 40 percent.

If that were true, then New Zealand’s dry year supply issues could be avoided entirely by constructing three large hydrogen plants, he said.

Shutting down hydrogen plants is not going to make it rain. “The best that can be hoped for is that the remaining water in the hydro lakes will last a little longer,” he said.

The report also raised an implication that enhanced hydrogen generation in spill years might offset dry years.

“This implies hydrogen storage for later electricity production. But as the report itself notes, there is at best a 25 percent efficiency when switching from electricity to hydrogen and back to electricity. Based on that, hydrogen storage will never be an option in New Zealand for dry year mitigation.”

Associate Professor Bardsley said there were serious issues with the plan being put forward

by Contact and Meridian and it shouldn’t proceed unquestioned.

EDITOR Ian Parkes, editor@autochannel.co.nz DESIGNER Bobby Saunders MEDIA SALES Michael White, michael.white@parkside.co.nz ADVERTISING COORDINATOR Kealy Mathews DIGITAL CONTENT PRODUCER Katie Delany

AUTO CHANNEL IS PUBLISHED BY

PUBLISHER

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NOTICE TO ADVERTISERS Parkside Media uses due care and diligence in the preparation of this magazine, but is not responsible or liable for any mistakes, misprints, omissions, or typographical errors. Parkside Media prints advertisements provided to the publisher but gives no warranty and makes no representation to the truth, accuracy, or sufficiency of any description, photograph, or statement. Parkside Media accepts no liability for any loss which may be suffered by any person who relies either wholly or in part upon any description, photograph, or statement contained herein. Parkside Media reserves the right to refuse any advertisement for any reason. The views expressed in this magazine are not necessarily those of Parkside Media, the publisher, or editor. All material published, gathered, or created for Auto Channel is copyright 2021 Parkside Media Limited. All rights reserved in all media. No part of this magazine may be reproduced in any form without the express written permission of the publisher.

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,306 New Zealand businesses in the following automotive sectors: Automotive workshops, parts importers and distributors, transmission specialists, automotive recyclers, towing operators, panel beaters and painters, crash repairers, tyre dealers, suspension and underbody repairers, steering specialists, towing operators, auto-electrical repairers, newand used-car dealers, air-conditioning repairers, heavy-machinery dealers, trucking and transport.

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Enviro-tech puts pressure on batteries UNDER PRESSURE TO TAKE ACTION ON CLIMATE CHANGE AND REDUCE CO2 EMISSIONS, VEHICLE MANUFACTURERS HAVE INVESTED IN THE DEVELOPMENT OF BATTERY MONITORING SYSTEMS dle-stop-start, hybrid, electric, and hydrogen vehicle technologies are all complicating what was a relatively simple auto-electrical picture, and knowing what changes are happening in the industry is crucial for future-proofing any business.

Battery technology is changing at an astounding rate. The stop-start technology is no different as a large number of vehicle manufacturers have adopted variations of this technology to improve vehicle fuel efficiency and reduce CO2 emissions to satisfy global carbon emission targets.

Century Batteries’ Australasian marketing manager Andrew Bottoms says technology places unique demands on vehicle batteries and conventional batteries should not be used as replacements. That’s now baseline knowledge to apply.

“In a conventional system the battery operates in a close to full state of charge, and starts the vehicle only a few times a day,” he explains.

“In contrast, idle-stop-start batteries are often in a partial state of charge due to the multiple starts the vehicle endures during a journey, and the charging duration in between engine on and off modes. As such, stop-start batteries are designed to handle increased cycling and recharge faster and more efficiently.”

Compared with a conventional system, which starts the engine approximately 750 times a year, the engine of a vehicle with an ISS system may have to start every one to two kilometres, or roughly 17,500 times a year.

“You can see the importance of using a battery that has been designed to handle these requirements,” Andrew says. “Fitting a conventional battery in an ISS vehicle could potentially damage the electrical system and lead to early battery failure. With this in mind when replacing a battery in an ISS vehicle, it is vital that you use a like-for-like replacement. Only replace an Enhanced Flooded Battery (EFB) with an EFB, and Absorbed Glass Mat Battery (AGM) with an AGM Stop Start Battery.

Century’s ISS active and hybrid battery range represents the latest in performance for vehicles with stop-start or micro-hybrid technology. They are specially designed to meet or exceed the requirement of vehicles fitted with idle-stop-start systems, providing fuel saving and reduced emission benefits.

The Century hybrid battery range provides fast cycling performance and dependable auxiliary power to run the vehicle’s on-board electrics and computer management systems, which are focused

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Auto Channel Issue #39 September 2021

on recharging the vehicle’s hybrid power battery.

These batteries have been designed from the ground up with an improved micro-cycling ability to enable the battery to recharge faster.

For more information on Century Batteries ISS active and hybrid battery range, contact your Century representative on 0800 93 93 93, or visit www.centurybatteries.co.nz.

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Trail Boss looms over the horizon THE NEW ZEALAND LAUNCH OF THE ALLNEW CHEVROLET SILVERADO 1500 LT TRAIL BOSS IS NOW JUST WEEKS AWAY

T

he first all-new right-hand-drive Chevrolet Silverado 1500 LT Trail Boss is now only weeks away from appearing in driveways and garages around New Zealand.

“Thanks to more than 100 years of truckbuilding know-how, Chevrolet has been able to continually enhance their product and develop it into what it is today,” says Matt Taylor, general manager of General Motors Specialty Vehicles (GMSV) New Zealand. “Trail Boss is the truck to choose when it comes to handling the rough stuff and getting things done.”

Boasting a 6.2-litre V8 engine with 313kW of power and 624Nm of torque driven through a 10-speed auto, the LT Trail Boss is rated to tow up to 4.2 tonnes.

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Auto Channel Issue #39 September 2021

If the back of beyond is where you want to go, the LT Trail Boss can take you there, courtesy of its Z71 off-road package. A factory-fitted suspension lift-kit increases ride height by approximately 25mm at the front and 30mm at the rear. Its off-road credentials are enhanced with Goodyear Wrangler Duratrac tyres, all-terrain skid plates for underbody protection, plus hill descent control and a heavyduty air filter, fitted as standard.

On the safety front, the LT Trail Boss comes with front and rear park assist, lane-change alert, blindzone alert, and rear cross-traffic alert.

The LT Trail Boss is fitted with 18-inch alloy wheels, body-coloured bumpers, and a black painted bumper bar.

“In a world full of ute-sameness, LT Trail Boss stands tall and apart from the crowd,” says Matt. “It’s an absolute boss of a truck.”

The recommended retail price of the LT Trail

Boss is $119,990. That includes GST but excludes statutory charges and on-road costs such as dealer delivery fees.

SECOND SILVERADO The new off-road focused Trail Boss joins the Silverado LTZ Premium already on sale in New Zealand and shares many of its platform features.

These include a two-speed automatic active transfer case that offers five drive modes: Auto 4WD, 4HI, 4LO, 2HI, and Neutral.

In addition, a drive-mode selector dial will adjust performance to optimise it for a range of conditions including Normal, Sport, Towing, Off-Road, Terrain, and Snow/Ice. Chevrolet also paid attention to the load space, making the bed from high-strength steel, fitting 12 tie-down points, and offering an industry-first powered tailgate.

TOWING TRICKS ABOUND IN THE SILVERADO LTZ PREMIUM WITH TECH PACK Towing also gets attention with features like applying the parking brake automatically when shifting into park to avoid the extra weight of a trailer causing the vehicle to roll, a trailer theft alert that sets off the horn and lights when the trailer is unhitched, and pressure and temperature monitoring of up to four trailer tyres. The car will also prompt you to engage the Towing mode when a trailer is hooked up to improve acceleration.

Towing is also made a lot easier with no fewer than 13 cameras providing all-round views, three of which provide views of the towing hitch. Close View aids alignment when hitching a trailer, Surround View gives a bird’s eye view when manoeuvring a trailer, and Rear Top-Down View shows the rear part of the truck bed and nearby objects. A straight rear camera view with guidelines helps with reversing, while side views forwards and backwards show the position of the front wheels during manoeuvres and the alignment of the side of the truck with its surroundings.

A front camera view provides a close-up for manoeuvring in tight spaces, and the rear-view mirror is actually a screen showing the view from a rear-view camera that is wider and less obstructed that a conventional mirror. Finally, Bed View helps you keep an eye on the cargo in the well.

The LTZ Premium comes with an advanced trailer system that includes a pre-departure checklist, a built-in trailer light test, and electrics diagnostics and maintenance reminders.

A third Silverado, the long-wheelbase Silverado 2500HD, is due to land late this year.

ACDelco premium drive belts ACDelco premium-range belts are a quality product for today’s applications and an ideal service replacement for original belts on serpentine drives and other multi-ribbed belt applications.

The range is designed for small-diameter pulleys, backside idlers, and for use with or without automotive tensioners. The advanced belt constructions used in ACDelco premium belts help to eliminate annoying belt noise, reduce tension loss, and solve problem drive applications.

With more than 200 ACDelco premium belts now available, you can confidently service the majority of passenger cars, SUVs, 4WDs, and commercial vehicles coming through your service departments and workshops.

For more information on the Silverado, see gmspecialtyvehicles.com or call GMSV New Zealand on 0800 GMSV00 (467 800).

Narva’s new driving lights are 30 per cent brighter NARVA’S NEXT-GENERATION ULTIMA LED DRIVING LIGHTS PRODUCE 30 PER CENT MORE LIGHT AND A 20 PER CENT LONGER BEAM arva says that its Ultima LED 215 range revolutionised the driving-light market four years ago and that the new version has extended Narva’s lead.

In 2017, the Narva Ultima 215 range was unveiled with a class-leading hybrid beam pattern that provided outstanding volume and penetration.

The range set industry benchmarks and became a favoured light across a range of applications.

Since then, Narva’s engineering team has worked on its successor, culminating in the introduction of the Narva Ultima LED Mk2. The newcomer offers a significant 30 per cent additional light over its predecessor, and a 20 per cent longer beam.

As well as improving drivers’ vision, the lamps are good to look at, having a range of bezel colours that complement or accent popular vehicle colour schemes. There’s also a black edition kit option.

The Ultima LED Mk2 range is initially available in both 215 and 180 variants.

“The original Ultima 215 took driving lights to a whole new level of performance, and it is impressive that Narva has been able to lift the bar while keeping to the same dimensions,” says Tim Paterson, national sales manager of Griffiths Equipment, which distributes Narva automotive lighting products throughout New Zealand.

“Given the lights’ combination of volume and

N

range, they will appeal to a wide range of drivers, and we anticipate a strong take up, particularly from road-transport operators, as well as from the rural community, recreational off-roaders, and 4X4 motorsport participants,” he says.

The range uses higher output Osram LEDs, 24x5W in the Ultima 180 Mk2, and 33x5W in the Ultima 215 Mk2. The Ultima 180 Mk2 produces 15,000 raw lumens and 1 lux of brightness at up to 812m per pair, while the Ultima 215 Mk2 pumps out 21,780 raw lumens and 1 lux of brightness at up to 1093m per pair.

The Ultima Mk2 range also delivers improved colour rendering (CRI) performance, leading to more natural light output at a colour temperature of 5700 degrees. That improves depth perception and reduces eye fatigue. Both lights also include an LED ‘light pipe’ indicating the vehicle’s position in low light, improving safety during daylight hours.

A hard-coated UV-resistant and virtually unbreakable polycarbonate lens and lens protector

are standard, as well as a pressure die-cast, threebolt mounting bracket with stainless-steel hardware.

Both Ultima Mk2 lights feature pressure die-cast aluminium housings and a thermal management system for superior heat dissipation.

This gives the Narva Ultima MK2 range the IP66 and IP67 rating for water and dust ingress and the ability to operate efficiently within extreme temperature variations, between –40°C to 65°C.

Bosch brake pads — brandassured quality BOSCH IS A RENOWNED GLOBAL AUTOMOTIVE INNOVATOR WITH OVER 90 YEARS OF BRAKE DEVELOPMENT ehicle brakes are subjected to extreme loads.

It’s a little known fact that braking horsepower is about 10 times engine horsepower, which is why brake pads reach such high temperatures.

During long mountain descents, or when driving in stop-and-go highway traffic, temperatures can easily reach as high as 650°C. To ensure safety, brake pads therefore need to be regularly inspected and replaced only with high-quality products such as Bosch brake pads.

Bosch has decades of experience in the manufacturing of braking systems and is the world’s leading supplier of anti-lock braking systems (ABSs), traction control systems (TCSs), and electronic stability programs (ESPs).

Innovations from Bosch have had a decisive

V

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Auto Channel Issue #39 September 2021

influence on automobile history, and Bosch remains a world leader in the number of patent applications it submits each year. As one of the world’s largest parts suppliers to the automotive industry, Bosch significantly contributes towards making driving safer and more economical.

The Bosch range covers every sector and extends from individual components to complete systems. With Bosch, you will find the right component for practically every vehicle. You benefit from first-class Bosch quality, while also ensuring customer satisfaction.

Bosch makes a substantial investment each year in the research and development of braking products and systems and assures product quality through constant checks during the

entire production process.

Bosch European brake applications are designed to meet the increasing demands of today’s vehicles.

Its pads have been developed to withstand extreme loads and are manufactured from especially high-quality materials. Extensive performance and NVH dynamometer testing, along with extreme environment testing, ensures that Bosch brake pads demonstrate a high level of performance and service life before being approved for sale.

Bosch Blue Line brake pads are vehicle match engineered to determine the best match of advanced friction formulations. All Bosch European brake pads comply with ECE R90 regulation.

For more information, please visit boschaftermarket.co.nz.

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AUTOMOTIVE EQUIPMENT

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Hayman Reese expands its sales team KIWIS WANTING TO SEE THE COUNTRY IS RAMPING UP DEMAND FOR HAYMAN REESE TOW BARS

W

ith more Kiwis coming home and seeing the country due to travel restrictions, people are towing and carrying more than ever before. That’s generating more interest in new tow bars, where to find something beyond the basic model, and where to have them fitted to existing or new vehicles.

“The more enquiries the local workshops are getting, the more enquiries we will get, and we are seeing this coming through,” says Hayman Reese New Zealand manager Darryl Maslin.

“It’s great news and it reached the point where we needed to hire more staff,” says Darryl. “We have appointed a dedicated sales rep for the Auckland region to assist with trade and Capricorn members’ enquiries.”

INTRODUCING RONALD SINGH Ronnie, as he prefers to be called, has a wealth of customer service knowledge from within the automotive industry. “That makes him an excellent choice, not only for Hayman Reese, but also, we believe, for his own personal career path,” says Darryl.

Ronnie is a massive football fan — the version you play with the ball and your foot, for those who don’t follow the sport — relaxing with a beer after work, and rock music but not always the same kind as some in the office prefer, so the battle for control of the radio is getting interesting. He’s married with two young boys at home.

Ronnie’s main task is supporting our local Hayman Reese installers, plus trade customers and Capricorn members, with regular on-site visits.

When he’s not on the road, he can be contacted by phone or email.

Ronnie is already well versed in the Hayman Reese range, along with accessories such as the SmartCode coding tool, Smartclick wiring harness, and Hayman Reese’s world-famous range of weight-distribution kits.

Once he gets a routine happening, then we will add our range of Rola roof racks and fittings to his portfolio.

For more about the Hayman Reese range or on how to become an installer, contact Hayman Reese at info@haymanreese.co.nz, or call 0800 MY T BAR.

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Automaster offers the wheel deal KNOWING WHAT THE MARKET WANTS, AUTOMASTER HAS DEVELOPED ITS OWN BRAND RANGE OF TYRE MACHINES AND WHEEL BALANCERS THAT COVERS THE NEW ZEALAND WORKSHOP SWEET SPOT utomaster’s experience in serving New Zealand workshops for more than 15 years has given the Kiwi family-owned business the knowledge to specify and build its own ranges of tyre changers and wheel balancers.

“We have many years of experience seeing how both high and low-end machines from suppliers around the world perform over time,” says Automaster’s managing director Gary Cotterell.

“We know how robust a machine needs to be to keep performing in New Zealand workshops and under different maintenance regimes. And we know the weak points, where you need higherquality components.”

The company also has feedback on the technologies that Kiwi mechanics find easiest to live with, and where automation pays off.

Gary says modern high-end machines can take all the manual effort out of wheel handling but that complexity has trade-offs in cost and sometimes in set-up time and operator training. “Some technicians simply prefer to be more actively involved in some tasks.”

Automaster’s range of six tyre changers starts at

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the single-phase AM-106B ($2395 plus GST) which has 2500kg of bead-breaking force which can clamp 10” to 22” wheels with plastic protectors for alloy rims. Other variants offer tilt posts with one or two optional helper arms, three-phase power, and heavy-duty machines for larger rims. All come complete with tyre lube and brushes, water traps, and oilers. The range also includes truck and tractor tyre changers for rims up to 56” diameter.

“Automaster tyre machines offer years of dependability because they are built using only the highest-quality components,” says Gary.

When it comes to robust complicity you can’t beat the AM-451 hand spin wheel balancer. It doesn’t have a motor — simply crank the wheel up to the required speed using a hand crank, and once the machine has got a reading, hit the footbrake to stop it. The $1695 machine uses 230v AC power or a battery for the measurement controller and it is ideal for a mobile or field service, or small workshops.

At the other end of the range of four Automaster balancers, at $4725 plus GST, is the AM 462 car and truck wheel balancer. It can handle

wheels up to 32” diameter and 20” wide and it is especially well suited to large 4x4 wheels. It has five balancing modes and automatic braking and self-diagnosis. “Ease of use and ease of repair make this balancer the perfect choice,” says Gary.

All Automaster products are supported with a full range of low-cost parts kept in stock at its Auckland warehouse.

For more information on Automaster’s tyre machines and wheel balancers, see automaster.co.nz, or call 0800 214 604.

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All Euro Parts lands in the South Island GETTING QUALITY EUROPEAN CAR PARTS IN THE SOUTH ISLAND JUST GOT A WHOLE LOT EASIER new All Euro Parts branch is opening next month in Christchurch’s Brisbane Street, Sydenham.

The 400m2 warehouse is stocked with All Euro Parts’ range of original equipment (OE) and aftermarket parts, and specialist tools for hire. Premium parts brands include Meyle, Luk, INA, FAG, Bosch, Elring, Hella Pagid, Mahle, Arnott Air Suspension, and many more. Stock is arriving constantly with regular orders arriving from Germany.

All Euro Parts’ founder Auric Mirfin says finding the right-sized building in the city fringe was challenging but important. “We just want to make it easy for our Christchurch customers to stop by and pick up what they need,” he says.

The key benefit to South Island workshops is that holding stock locally reduces freight charges.

It also means faster deliveries throughout the South Island, with most parts now being available overnight — and even earlier for local Christchurch workshops. All Euro Parts will also offer one-, two-, and three-hour express courier options to workshops in the Christchurch area.

Refitting the branch was a large project and included building renovations, painting, signage, and a complete shelving fit-out. All Euro Parts worked with local businesses, including Wright Construction, Identity Signs, and NC Electrical to get the job done. “It made it so much easier to work with local tradies who knew what they were doing. We really appreciated the quality of their work and their commitment to doing a great job,” says Auric. “We want to say a big thank you to them, especially Rob from Wright Construction, who went above and beyond to get everything done in a tight time frame. He organised a lot of the other trades we needed as well.”

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SETTLING INTO THE SOUTH The branch, which will be open from Monday to Friday, 8am to 5.30pm, will initially have three staff — two salespeople and a warehouse store person. Jaco Gouws has been appointed branch manager. He has more than 16 years’ experience in management and automotive sales and has transferred from All Euro Parts’ North Shore, Auckland, branch to take up his new role. His family is now settling into Rolleston while Jaco sets up

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Auto Channel Issue #39 September 2021

the new base and Jaco says he is loving living in Canterbury.

Jaime King is a new salesman who has easily fitted into the All Euro Parts team. He has moved from Nelson to be part of the new branch. Jared Pilgrim also joins the Christchurch team after working in the despatch warehouse at the Snells Beach branch for two years. He is experienced in all aspects of dispatch and is looking forward to exploring the South Island in his 4WD truck on the weekends.

All Euro Parts reckons that it has been quick to react to the challenges Covid-19 imposed on the industry, especially when it comes to importing.

“We have worked with multiple freight carriers and are in weekly contact with all of our freight partners and suppliers. We can still get a huge range of parts, and special orders arrive relatively quickly,” says Auric. As a result of its proactive approach, All Euro Parts has been busier than ever.

The company has taken on more staff across the three branches to make sure that all orders get out to their customers as soon as possible.

CAPRICORN TRADE SHOWS To help promote All Euro Parts’ bigger presence in the south, the company will attend all of the

South Island Capricorn trade shows. These will be held on 28 September in Invercargill, 29 September in Dunedin, and 30 September in Timaru. These shows will be a great opportunity to check out the All Euro Parts range of specialty tools to hire and buy. All Euro Parts will also be showcasing the latest innovations in parts from its premium European brands. “As a retired mechanic, I always look forward to meeting our customers in person so I can hear what they need and what kind of repairs are common in their workshops,” says Auric.

The South Island road trip will give Auric and Jaco the chance to meet existing and new customers in the territory face to face. “Yeah, we will stop in and say ‘Hi’, share a morning or afternoon tea, or lunch, with as many workshops as we can,” says Jaco. “We look forward to having the opportunity to see how workshops are running around the South Island and what challenges they are facing and see how we can provide tools and parts for complete repair solutions.”

The Christchurch branch will open officially on Saturday, 2 October at 2pm, and customers are invited to come and check the place out.

The All Euro Parts crew is well known for its barbeque skills and will rustle up a delicious feast for the occasion. There will be spot prizes, as well as a prize draw for a tool package. It’s a great opportunity to check out the showroom with all the specialty tools on display and to meet the team. The All Euro Parts crew looks forward to catching up with all its customers and building strong business relationships in the south.

All Euro Parts is a Capricorn supplier. For more information, contact All Euro Parts on 0800 ALL EURO.

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Flap adjustment manifolds now available separately MS MOTORSERVICE HAS DEVELOPED A RANGE OF INTAKE MANIFOLDS TO AVOID WHOLE MODULE REPLACEMENT S Motorservice International has expanded its product range with 13 new intake manifolds with flap adjustment. Whereas previously if there was any damage, the entire module often had to be replaced. Now the actual intake manifold is available separately as a spare part offering an economical and environmentally friendly solution.

Intake manifold damage is often due to carbonised or worn out flaps, while attachments such as drive modules or solenoid valves are often still fully functional. Motorservice’s new manifolds mean only the component that is actually faulty needs to be replaced, making for more costefficient repairs. Motorservice also offers compatible attachments such as electric drive modules for some manifolds as spare parts. The new products reduce waste which is an environmental gain. The plastic intake manifolds have been developed to OE specifications and complement the existing range of magnesium and aluminium intake manifolds.

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QUALITY FOR THE REPAIR SHOP The Motorservice Group is the sales organisation

specialist in emission control, air supply, and throttle valves. It continues to play a part in shaping cars for the future.

Motorservice meets the constantly increasing and permanently changing requirements in the field of engine technology with the combined innovative power of the brands in the Rheinmetall high-tech group, delivering optimal solutions to satisfied customers.

For more information, contact All Euro Parts on 0800 ALL EURO. All Euro Parts is a Capricorn supplier.

for the global aftermarket activities of Rheinmetall, a leading supplier of engine components for the independent aftermarket. Its premium brands include Kolbenschmidt, Pierburg, and TRW Engine Components, offering trade and repair shops a wide and comprehensive range of OEMquality products.

Kolbenschmidt pistons have been made for more than 100 years.

Kolbenschmidt is one of the world’s leading manufacturers of petrol and diesel engines in the passenger and utility vehicle sectors.

Pierburg has supported the development of the car since its beginnings and is now the group

LET’S KEEP THINGS MOVING Talk to EMCO for nationwide distribution and installation of equipment for lubricants, fluids and gases.

EMCO offers an extensive range of premium reticulation products, sourced from quality manufacturers across the globe.

Pumps, reels, dispensing equipment and accessories, along with site planning, installation and support.

Using only products with the highest levels of functionality and design consideration, our team makes sure EMCO products and installations solve even the most technical of reticulation challenges.

Brought to you by a committed team of determined problem-solvers who are passionate about quality, service and doing what’s right for you.

New Zealand agent for world-leading RAASM products

Contact our expert team today Phone 07 850 5240 Email sales@emco.co.nz Emco.co.nz

Hella brings new style to driving lamps DISTINCTIVE ‘EDGE LIGHT’ TECHNOLOGY GIVES DRIVING LAMPS A DUAL PURPOSE n the past driving lamps were carried around passively on the front of vehicles until they came on full bore to penetrate the depths of night. Now, as well as giving lamps a whole new aesthetic during daylight and dusk, Hella’s new Edge Light technology gives them a job to do all day.

The 3W edge light around the main driving beam reflector in the Jumbo LED driving lamps provide a distinctive position indication whenever required.

They are also a functional style that complements the look of most modern vehicles.

Hella’s multivolt technology means the lamps adapt automatically to almost any vehicle circuit voltages and produce optimum brightness at input voltages from 9V to 32V. They utilise the latest LED technology to throw a beam of light 440m, while drawing just 8W of power.

A combination of LED robustness and durable engineering provides a long service life in New Zealand’s harsh UV environment, supported by the Hella five-year warranty. They are also built to withstand all adverse weather conditions. The housing is precision moulded using a revolutionary non-corrosive, thermally conductive material. They are rated to IP6K7 against dust and temporary water

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immersion and IPX9K against high pressure cleaning of the type used on road vehicles.

They come with a vertical pivoting mounting bracket and 800mm of three-core cable, and measure 238mm wide, by 141mm in height, and 113mm in depth.

The new driving lamps are complemented by

Hella’s new range of light bars which also feature light pipe technology.

These light bars are designed and manufactured in New Zealand for fit and forget peace of mind.

The completely sealed Hella LED Light Bar series is also covered by a five-year warranty.

For more info visit www.hella.co.nz.

Technology with Vision

LUMINATOR 3.0 LED High Beam Driving Lamp

Designed with style, built for performance - the perfect lighting choice for taking your on and off road adventures to the next level.

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Must be mounted according to local installation regulations for high beam and position lamps

0800 4 HELLA (0800 443 552) for your nearest HELLA stockist Luminator Half Page 220x156.indd 1

www.hella.co.nz 18-Mar-21 10:15:03 AM

Fast service, fast set-up FRUSTRATED AT POOR SERVICE FOR A FAILING WHEEL ALIGNER, PAHIATUA’S MABEY MOTORS TURNED TO TREADWAY EQUIPPED AND WERE RUNNING A NEW ALIGNER WITHIN DAYS ocals from Pahiatua, near Palmerston North, will know Mabey Motors well. For 20 years this family business has been repairing and servicing vehicles and taking care of the locals’ tyre requirements, and earning an excellent reputation in the process.

Owner Dean Mabey needed a replacement wheel aligner in a hurry and reached out to Treadway Equipped.

“We had a seven- or eight-year-old aligner [a different brand] and we had a few problems with it. I called them a few times and I was told it was basically non-repairable, which is not really great, but they would talk about a new one,” says Dean.

“When they heard I was looking, Treadway Equipped got onto me and within two or three days we had one set up and running. It was the service and the back-up. I mean in all the time I had that other machine we never had anyone here to calibrate it or anything.”

Treadway Equipped sales manager Loren Bill has been touring the country demonstrating the speed and accuracy of the VCO-K2 wheel aligner from Fasep. “It was absolutely no problem to call in and let Dean see the machine in action.”

Dean says he had to learn the new Windowsbased operating system but “once you get the hang

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of it”, it was very easy to operate. “The quickness of the set-up time is just far superior,” he says. “I’m very happy with it.”

Dean says a sales rep from his former equipment supplier turned up later. “‘You are too late,’ I told him. I waited and waited. I think these guys

Connection’s Gold Rush winning streak continues CUSTOMERS HAVE STRUCK A RICH SEAM OF GOLD IN THE PARTS CONNECTION PROMOTION ince February the Parts Connection Gold Rush promotion has seen more than 50 winners and has given away over $85,000 worth of cash.

Pam McNickle from Parts Connection says it’s lovely to see so many New Zealand towns getting a share of the winnings. Winners have struck gold in Hamilton, Tauranga, Dargaville, Lower Hutt, Hastings, Cambridge, Whangarei, New Plymouth, Gisborne, Napier, Warkworth, Orewa, Christchurch, Waiuku, Kerikeri, and Te Kuiti.

Pam says there is still plenty of cash to be won over the coming months as the promotion runs right through to the end of November. The jackpot nugget in September is a whopping $25,000 but customers have to be in to win. Many of the winners are also winning multiple times throughout the promotion. Winning once doesn’t make you ineligible to enter again, so keep checking those Gold Rush cards, says Pam. Pam can be rightfully pleased that the promotion is working. She says a whopping 70 percent of all cards given out are checked, an engagement rate

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Auto Channel Issue #39 September 2021

that is unheard of in promotions in general.

“It’s clear it is encouraging brand loyalty with our customers. With so many parts suppliers out there to choose from it makes the choice to use Parts Connection easy. Not only are they purchasing quality parts from parts experts, they are also getting the chance to win cash, and that’s so much more useful than most prizes.”

The multiple wins also highlight that the odds of striking gold in this lottery have got to be among the best in the country. You’ve got to be in to win, but in this lottery you can win twice — by getting the right parts and expert service for your expenditure, and by winning nuggets.

The Gold Rush promotion offers a prize pool of a minimum of $20k every month, and more if the top cash prize of the previous month isn’t claimed. In that case, the biggest gold rush nugget jackpots into the next month’s prize pool.

The Parts Connection Gold Rush promotion is running until the end of November and is open to all trade customers. All you need to do to get into

[Treadway Equipped] will be good. I bought a new compressor from them as well.”

For more information about Fasep wheel aligners, see treadwayequipped.co.nz, or call 0800 436 436.

the gold mine is make a purchase from any Parts Connection member which generates the online ‘nuggets’. Customers then just go online to www.pcgold.co.nz to check to see if their gold nugget card is an actual nugget of cash.

For more information on Parts Connection or Parts Connection Gold Rush, see partsconnection. co.nz, or call 0800 707 040.

See the worlds fastest wheel aligner in action.

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Car news

LEVC unveils world’s first electric campervan he world’s first electric campervan, e-Camper, is designed to offer both zeroemission capability and zero range anxiety.

Joerg Hofmann, CEO of LEVC, commented: “The campervan market is growing rapidly and, despite these vehicles being used for coastal and countryside adventures which often include national parks and protected areas, they are still powered by petrol or diesel engines. This is a major conflict — we can see a shift in consumer attitudes, with demand for greener mobility solutions to help to protect and improve air quality. Our new electric, zero-emissions-capable e-Camper offers the perfect solution and is well-equipped with high- quality features that

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can be tailored to meet a range of customer requirements.”

Based on VN5, LEVC’s new electric van, and its TX taxi, e-Camper has the same pure EV range of over 98km, with a total flexible range of 489km.

Owners can operate in zero emissions mode, ideal for the campsite, and also even power the integrated electric kitchenette without the need for fossil fuels.

Flexibility and space are key attributes.

The new LEVC e-Camper includes sleeping accommodation for four, an integrated electric kitchenette, pop-up roof (incorporating sleeping for two), and a central folding table. In addition, the campervan includes a second-row bench

seat, which folds into the second double bed.

With a class-leading tight turning circle, e-Camper is also easy to manoeuvre in any environment. When owners set up camp, they can swivel the first-row seats through 180 degrees and slide the second row back, creating enough room to dine and socialise around the deployable table. The pop-up roof creates standing room space for both the living and cooking areas, and a single large sliding door makes entry to and exit from the living area easy.

LEVC will soon target offshore markets, including Australia and New Zealand, and expects to move from 90 percent domestic sales to 60 percent export in 2024.

Semiconductor shortage to outlast Covid? he global semiconductor shortage will have far-reaching and long-lasting effects that are likely to have a greater impact on the automotive industry than the Covid pandemic, according to pioneering automobile software provider VNC Automotive.

The company has recently launched its first hardware product, Cobalt Cube, designed to integrate advanced systems for police and emergency services vehicles.

Tom Blackie, founder and CEO, said: “In conversations with clients and suppliers, it’s become clear that the effects of the semiconductor shortage will long outlast the pandemic, and will potentially have a far more serious impact on sales and future development.

“Some of our suppliers are seeing prices for chips that are more than 30 times higher than before, and at that level, their use is no longer sustainable.

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Auto Channel Issue #39 September 2021

“We’re even seeing vehicle buyers and fleet operators having to consider purchasing models that aren’t on their preferred lists because that’s all that’s available. At a time when the industry is asking people to consider making the switch to EVs, supply restrictions are leaving them frustrated.”

Disruptions in the supply chain caused by fires and natural disasters at critical production plants have been compounded by an increase in demand for electronic devices as well as the car industry’s faster-than-anticipated sales rebound after enforced factory shutdowns.

“Suppliers and OEMs may now be forced to simplify their designs to use fewer complex components that are still available,” Blackie continued, “and we’re concerned this will lead to a reduction in functionality at a time when consumer expectations have never been higher.”

VNC Automotive is a pioneer in car connectivity and telematics software, and its work is currently in use in over 35 million vehicles, across 20 of the world’s largest automotive OEMs.

Weird research fact of the day

V car searches are up to 30 times more likely to result in a sale compared with petrol/diesel car searches, according to a new study.

BuyaCar.co.uk, a large online used car supermarket, analysed tens of thousands of searches for EVs to identify the likelihood of a search converting into a sale.

They found that customers who search for EVs are significantly more likely to buy a car than those who search for an internal combustion engine (ICE) car.

In the case of BuyaCar’s best-selling used EVs — the Nissan Leaf and Renault Zoe — the conversion of a search to a sale ranges from 17 times to more than 30 times higher than BuyaCar’s most popular conventional car, the Mercedes A-Class.

Clearly people interested in electric vehicles arrive on the site with a much higher commitment to buying the type of car they have in mind than those who search for conventional cars on sale.

The EV most likely to convert from a search to a sale on BuyaCar.co.uk is the Honda E, with 2.4 purchases for every 100 searches for that model. In contrast, it takes more than 1000 searches for BuyaCar’s runaway most popular conventional car, the Mercedes A-Class, to result in a sale.

Another stark illustration of the difference between conventional car shoppers and EV aficionados is that despite hundreds of thousands of searches over 12 months and a place in BuyaCar’s top 10 selling vehicles, the Audi A3’s conversion rate to sale is dwarfed by that of the electric BMW i3. It takes an average of just 200 searches for the BMW i3 to result in a sale, compared with 2500 for the Audi.

The data was compiled during the first six months of 2021, during which time overall interest in EVs has remained stable at 7-8 percent of all searches where a fuel type was specified.

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EV search rankings on BuyaCar.co.uk compared with conversion sales Ranking (high to low)

Searches

Search-to-sale conversion

1

VOLKSWAGEN GOLF

HONDA E

2

HYUNDAI KONA

BMW I3

3

NISSAN LEAF

NISSAN LEAF

4

HYUNDAI IONIQ

SMART FORFOUR

5

RENAULT ZOE

KIA SOUL

6

PEUGEOT 208

TESLA MODEL S

7

VOLKSWAGEN ID

PEUGEOT 208

8

BMW I3

KIA E-NIRO

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PEUGEOT 2008

RENAULT ZOE

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MG ZS

MG ZS

Triple threat motorcycle targets world land speed record hite Motorcycle Concepts has unveiled a revolutionary new prototype motorcycle for attempts on the British and world electric land speed records over the next 12 months.

CEO Rob White’s brainchild, the WMC250EV high-speed demonstrator is more than two years in the making.

The prototype motorcycle, which is capable of speeds exceeding 250mph, features three market-disruptive technologies, including WMC’s ultra-low drag system called V-Air. This innovation features a large duct at the centre of the bike which forces air through the vehicle, rather than around it. Incredibly, V-Air reduces the WMC250EV’s aerodynamic resistance by as much as 70 percent compared to that of the market-leading, highperformance road bike, according to the results of wind-tunnel testing at MIRA. The duct also increases the axial load on the front of the motorcycle allowing the WMC250EV to

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utilise a D-Drive motor unit that powers the front wheel (as well as the rear), which in turn makes it possible to harness regenerative braking energy — something not achievable with a conventional motorcycle. Finally, the bike carries a unique F-Drive final drive system fitted to boost power and enhance efficiency; a technology that could be retrofitted to improve existing road-going bikes.

WMC’s concept has already been granted a UK patent and the company expects Europe, the USA, and Japan to follow suit soon. If adopted by major manufacturers, it could reduce CO2 emissions across the industry and rapidly accelerate the massmarket de-carbonisation of motorcycles globally.

White, who has more than 25 years’ experience of world championship level motorsport, including Formula 1 and Le Mans, initially conceived his idea for V-Air six years ago, but it was exposure to Formula 1 packaging and sports car aerodynamics that gave him the confidence to pursue it seriously.

Pedestrians to get priority in UK Highway Code roposed changes to the UK Highway Code will give pedestrians priority at junctions as part of a Department for Transport package to boost cycling and walking.

The transport secretary, Grant Shapps, said: “Millions of us have found over the past year how cycling and walking are great ways to stay fit, ease congestion on the roads, and do your bit for the environment. As we build back greener from the pandemic, we’re determined to keep that trend going by making active travel easier and safer for everyone.”

The DfT said the new version of the Highway Code would include a “hierarchy of road users” that ensured those who could do the greatest harm, such as those in vehicles, had the “greatest responsibility to reduce the danger they may pose to others”.

The announcement has been welcomed by the walking charity Living Streets’ interim chief executive Stephen Edwards. “The Highway Code currently treats children walking to school and lorry drivers as if they are equally responsible for their own or other people’s safety. These changes will redress that balance.

“People walking cause the least road danger but are often left paying the price. Road users who have potential to cause the greatest harm should take the greatest share of responsibility to reduce the danger they pose.

“Whether we choose to also drive or cycle, we are all pedestrians. These proposed revisions will benefit us all.”

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“If you want to demonstrate to the rest of the world that you’ve just invented a new aerodynamic concept that means you can go faster for a given power, the best thing to do is go as fast as you can,” says White.

“The records are all champagne, but they are an insignificant part of the story. While this technology allows you to go faster, it also allows you to go much further for the same amount of energy. This has a direct and tangible benefit on CO2 reduction.”

Turning trucks into road trains trial e-highway scheme plans to install overhead cables, similar to those used for electric trains, on a 20km stretch of the M180 near Scunthorpe, in Lincolnshire. If the designs are accepted and building work is funded, the trucks could be on the road by 2024.

Electric trucks are in their infancy, meaning no technology exists yet on a large enough scale yet to take over from diesel trucks that have been banned in the UK from 2040, forcing trucking companies to look for alternatives.

The e-highway study is one of several options being government-funded, along with a study of hydrogen fuel cell trucks and battery electric lorries.

On the e-highway, lorries fitted pantographs — similar to those used by trains and trams — would tap into the overhead electric wires to drive electric motors. Lorries would also have a smaller battery to power them over the first and last legs of the journey off the motorway.

The project is led by Costain, an infrastructure construction company that also operates some UK motorways, using trucks built by Sweden’s Scania and electric technology from Germany’s Siemens. Siemens has already conducted smallerscale trials in Germany, Sweden, and the US. Also involved are academics from the Centre for Sustainable Road Freight, a joint project

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between Cambridge and Heriot-Watt universities, which previously found that an electric roads system could put all but the most remote parts of the UK within reach of the trucks by the late 2030s, at a cost of £19billion.

However, the consortium’s efforts to secure government backing will probably face stiff opposition, not least from other projects. The industry is split between advocates for lithium

Siemens and Scania have already tested their e-highway systems in Germany, Sweden, and the US

Emergency personnel work at the scene where a Tesla electric SUV crashed into a barrier on US Highway 101 in Mountain View, California, in 2018 (Photograph: AP)

Teslas crash into emergency vehicles he US government has opened a formal investigation into Tesla’s Autopilot driverassistance system after a series of collisions with parked emergency vehicles.

The investigation covers 765,000 vehicles sold since the start of the 2014 model year. Seventeen people were injured and one was killed in the

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ion batteries and hydrogen fuel cells, as well as e-highways.

London-headquartered Arcola Energy is designing a trial of hydrogen fuel cell trucks and new refuelling infrastructure in Scotland.

Hydrogen fuel cells produce only water as a byproduct, although their green credentials are reliant on producing the gas using renewable energy sources.

crashes identified by the National Highway Traffic Safety Administration (NHTSA).

NHTSA says it has identified 11 crashes since 2018 in which Teslas on Autopilot or traffic aware cruise control have hit vehicles at scenes where first responders used flashing lights, flares, an illuminated arrow board, or cones warning of

hazards. The investigation covers Tesla’s entire current model lineup, the Models Y, X, S, and 3 from the 2014 through 2021 model years.

The National Transportation Safety Board (NTSB), which also has investigated some of the Tesla crashes, has recommended that NHTSA and Tesla limit Autopilot’s use to areas where it can safely operate.

The NTSB, which has no legislative authority over manufacturers, also recommended that NHTSA require Tesla to have a better system to make sure drivers are paying attention. Although the NHTSA has opened at least 30 crash investigations involving Tesla cars that it suspected were linked to Autopilot, it has not taken any action to date.

One investigation into a 2016 crash cleared Tesla’s Autopilot of any blame.

Tesla and manufacturers of similar systems say they warn drivers using their driver assist systems that they must be ready to intervene at all times.

Tesla, which has disbanded its media relations office, tweeted earlier that “a Tesla with Autopilot engaged experienced 0.2 accidents per million miles driven, while the US average was 9x higher”.

The agency said in a statement: “NHTSA reminds the public that no commercially available motor vehicles today are capable of driving themselves.

Every available vehicle requires a human driver to be in control at all times, and all state laws hold human drivers responsible for the operation of their vehicles.”

Some commentators have blamed the name ‘Autopilot’ for encouraging owners to think the car will pilot itself, although planes — where the name came from — also require pilots to be in control when operating on Autopilot.

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Andrew Weston, Josh Dombroski, and David MacKenzie at Waitara’s Brixton Motors. “The Black Book is an enjoyable read and it’s great to see lots of suppliers and helpful information,” says Brixton’s Amanda Dombroski

Blackfern — doing business the Kiwi way THE BLACKFERN CO-OPERATIVE IS LAUNCHING ITS SECOND BLACKFERN BLACK BOOK. DIRECTOR ROGER CASTLETON TAKES THE OPPORTUNITY TO SURVEY THE BUYING GROUP LANDSCAPE here’s a new team on the block offering a fresh take on New Zealand’s automotive supply industry. When I say I’m talking about the Blackfern Co-operative some of you will say that’s not new! In one sense you’d be right — the co-operative was created in late 2014 but it is now breaking fresh ground on a number of fronts.

Yes, there are alternative buying groups out there that do some great stuff but some target signing up as many supplier companies as possible. That is great for their revenue, but cooperative buying groups work best when they enable all stakeholders in the co-operative relationship to sustain and add value. When a group becomes very large it begins to lose its advantage and appeal except for ‘convenience only’. It appears to those of us who have been in the industry for 20 years or more that the landscape is ‘flattening out’ again to the point where everyone is yet again trading in the same market with little point of difference — except that there’s a third party now in the trading relationship.

It’s clear many people, especially suppliers, are once again looking for an alternative to the status quo. That’s where Blackfern is offering something new. Joining a co-operatively principled local alternative is one of the most effective ways to challenge the current status quo.

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ADDED VALUE However, aside from the opportunity to support a band of New Zealand businesses loyal to each other, this alternative has to have business benefits.

Now that Blackfern has gone through the first phase of establishing the business the team is working on a range of added value platform initiatives that will add value beyond the key advantage of early payment through one easy account.

These include access to business information and technology, and also access to vehicle data platforms the latter is to be launched within the next eight weeks — watch this space.

Also Blackfern has created an online parts finder provision which will make it easier for members to locate and purchase the right part, quickly from their smartphone and without the “rigmarole” of logging in everytime. This service is free to both the member and supplier.

Of course, there are many other advantages to being a Blackfern member which include access to easy terms on equipment purchases; an easy-touse discounted Bunnings PowerPass card; tailored workshop insurance option for workshops through Farmer Mutual Group (FMG); useful and robust workshop templates; and a provision for members to credit check potential customer risk. There are

Foundation Blackfern member Les Doherty of Doherty Autos, Martinborough, finds the pictures in the Black Book a handy quick reference

AS Group based in Paraparaumu is a Blackfern supplier of auto electrical parts. AS Group’s Blair Rosson says the Black Book is an easy-to-use and cost efficient way of bringing in new business

Bill and Karen Martyn at Piston Cranky in Christchurch check out the many suppliers and their products already in the group on a regular basis but they are keen to see more suppliers joining the co-operative.

“There’s definitely a Kiwi flavour, and we like that”

Clive Rogers from Miro Auto Services in Upper Hutt loves the convenience and ease of use of the Black Book. He keeps a copy beside his computer and uses it regularly to find the supplies needed. “It’s fast and efficient,” says Clive.

even more useful suppliers and services pending and the Co-op looks forward to announcing these in the very near future. Be sure to keep your eyes open for these new services.

One of the key differences for members is the Blackfern Co-operative Black Book, a hard copy and quick reference guide for Blackfern members.

Populating their member number on the back page makes it easy to contact Blackfern suppliers with a quick reference.

FLIPPING FAST Jeremy Rose and Garry Hall from Christchurch’s Cranford Street Garage with Blackfern area manager Christine Lambie. Jeremy says the Black Book provides a quick and easy means to check out suppliers “Pictures tell a thousand words,” he says

Business owners who don’t sit at a computer all day appreciate something as handy and quick and effective as a fast-to-flip-through book. The first edition came out in late 2020 and this new version has leapt from 24 to now 32 pages which demonstrates the growing support for the Kiwi co-operative.

As a member, by supporting Blackfern and its suppliers you are keeping profits within New Zealand.

During these Covid times this focus should not be underestimated. In addition, you earn (in most cases) the best rewards in the industry directly into a reward point account. These reward points never expire.

A member can use these reward points through a number of options including Kilwell Sports, Swazi Apparel, or just to credit their monthly account, and there are more options for redeeming reward points in the near pipeline. Either way members won’t be disadvantaged by price or service from a Blackfern supplier. Many suppliers have now produced special discounts just for the 1200+ Blackfern workshop members throughout New Zealand.

We at Blackfern are looking to expand our supplier network across a number of categories.

If you want to enjoy a guaranteed early payment through one easy account, beneficial marketing that is focussed on your business growth, client retention and not just someone “clipping the ticket” eroding your profits, come join the movement.

Please give me a call 027 2522 533.

The second edition of the Blackfern Co-operative Black Book will be inserted in next month’s issue of Auto Channel.

Back to the Mountain FOUR-TIMES BATHURST 1000 WINNER GREG MURPHY IS A STALWART IN AUSTRALASIAN MOTORSPORT CIRCLES, AND A REAL TALENT BEHIND THE WHEEL OF ALMOST ANYTHING reg’s career has seen him pedal open wheelers, tin-tops, rally cars, and a host of other machinery in some of the most iconic locations around the world, before hanging up the helmet from full-time racing in 2014. We decided to catch up with Murph to relive some of his most memorable moments from under the visor, and catch up on life after racing, including his entry in this year’s Repco Bathurst 1000 alongside fellow Kiwi Richie Stanaway in a Boost mobile­—backed Erebus entry.

NZV8: What have been some of the most memorable machines that you have raced?

Murph: I was always a single-seater lover really. That’s what I always wanted to do from the beginning of my career. I didn’t get a chance to do as much as I wanted to do, but I loved all the singleseater stuff that I did drive. The Formula Atlantics and Formula Holdens from the early days were more of the purist race car stuff so they were always a highlight. The last time I raced a Formula Holden was in 1998, and I also raced one at Adelaide at the Grand Prix. They were mega memorable moments when F1 was still there — running on a F1 track in a single-seater and dreaming of making it big time overseas. I always enjoyed those opportunities.

Some of the wild stuff, such as the first time I got to drive a Supercar/Group A Touring car, was in Peter Brock’s actual 05 race car — totally crazy, being I was a complete Brock super fan. So it was a pretty significant moment with the Holden Racing Team back then. I got to race at Daytona

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and LeMans in 1996 in a Porsche 911 GT2. That was pretty out there, and it was an awesome car on one of the world’s most iconic race tracks. I also had the chance to drive a Panoz — which is a wild, out-there crazy batmobile-style GT1 race car with a seven-litre Ford — along with David Brabham and Jason Bright. Another would be Shane Helms’ Zakspeed Capri, it is such an iconic piece of motorsport history and one of the most beautiful cars I have ever driven.

Most of us know you for your exploits in V8 Supercars, but we seem to forget all the other stuff you have raced too. What has been the hardest of the lot to master?

Definitely rallying. Circuit racing is circuit racing.

Yeah, the cars are very different and they vary a bit, but at the end of the day racetracks are racetracks, and they don’t change that much. Weather, cars, tyres, power, and aero changes, but the tracks remain pretty constant. Whereas in rallying, nothing is the same from one second to the next.

It is an ever-evolving world from the moment the countdown clock reaches zero at the start of stage one to the moment you finish the last stage of the day. It is just totally captivating. The buzz and the thrill, and adrenaline — I have never felt anything like it. The concentration combined with someone else in the car was something I was not used to at all, and supporting you with information designed to make you go faster was just crazy.

When it came to rallying, do you feel your

experience in a range of machinery helped you at all, or was it just that different?

No, everything was start again — I had never done anything like that before. The whole transition of approaching how you drive on a loose-surface road, and sometimes you run the same road again.

The thing is you remember a lot of things, and the road changes — previously you couldn’t see over the crest, but this time you know you can take it flat so confidence grows, and you can take it a lot faster the second time through. You just need to remember, though, that the road is different to what it was last time. The buzz and thrill of that, and the fact that you are challenging just yourself, and there is nobody else you have to worry about around you, was something completely different that I was completely taken by. It was fully engrossing, and I loved every single minute of it.

How did the change from circuit to rallying come about?

It was always on my bucket list, and the circuit stuff had been done, and I wasn’t looking to do any more of it unless it was one-off or special stuff, and through some networking I got to drive a few individual events on the circuit, but I wasn’t looking for anything else. The rallying thing was something I always appreciated. I watched it and loved the skillset and the ability of the best drivers and what they were able to do with a car on a loose surface, so I wanted to have a go at it. Not for one second did I ever think it would be an easy thing to do though.

Are the GT3 machines quite easy to drive, or are they difficult cars to drive?

If you are going to be driving at the top of the driver pool, searching for the last couple of tenths here and there, you have to be pretty sharp and very

committed, but I always found them quite easy cars to get a handle on when being driven at 9/10ths, as they do have the driver aids, traction control, and aero. You tend to be able to work a lot of that out pretty quickly, unlike a supercar that has a narrow tyre, quite a lot of horsepower, and not a lot of aero.

They are very tricky tools to manhandle at a high level. You see many race car drivers who might not be able to showcase their skills in a V8 Supercar, but they get in a GT3 car and they are as good as anyone else.

Is there any discipline you haven’t had a crack at which you would like to?

I don’t really think so. I have driven sprintcars, jetsprint boats, and had a lot of fun doing that, ridden dirt bikes, and I love those! I haven’t raced motorbikes on a race track, but have ridden them on one. I don’t think so — I think rallying was right at the top of the list, and I don’t think there is much else that I need to do or have a desire to do.

Nothing comes to mind, so I can’t be thinking of anything.

We know you for your time in the V8 Supercar series. What are some of those memories which stand out for you personally?

Well, I think ’96 was an amazing year. I was a co-driver at the Holden Racing Team and Lowndes, and I won Bathurst, but even more memorable was coming back to New Zealand to do the Mobil sprint series at Pukekohe and Wellington. Having a car with just my name on it and racing in front of mad, crazy Kiwi fans, it was something that just blew my mind completely. I mean, winning Bathurst was mind-blowing, but to come to New Zealand and be recognised as a Kiwi on home soil for winning Bathurst was such a significant thing. Then the New Zealand rounds of the V8 Supercar championship through those first number of years at Pukekohe was just outrageous. Those were very special, and I was very fortunate to have had a chance with the right teams at the right time in your home country.

I mean, those experiences were right up there with the Bathurst victories, and of course 2003 with the Bathurst shoot-out lap. I was fortunate to have a moment at the Australian mecca of motorsport as significant as that.

Many remember the Lap of the Gods from 2003 Bathurst. How did things align on the day to produce such a record-breaking run?

Every single time you go to qualify, you are trying to do exactly that — just not every time it works and comes together like that. It was no different to any other shootout I have done, but Bathurst is a special place in a top 10 shootout. I always cherished that chance, I was always honoured to be in that runoff in Bathurst, having the whole track to myself and having the chance to lay down a lap time at that hallowed ground. It is a very special part of that weekend. I always saw it as a very important and specific part of the event. Sometimes I wasn’t qualifying the car, as it wasn’t my job, but when it was it was something I always gave my all in case it was the last chance to do it.

Bathurst holds a god-like status. How did the first time winning change or steer your career?

Without doubt, the opportunity I was given to race with the Holden Racing Team was the first thing. I actually doubted I was up to the task in the first instance. I didn’t even get to drive the car in the first great race at Bathurst. The car had expired before I even got a chance to race it in 1995, so I never even got in it. The first time I got to drive the car was in 1996 when I won it. I think ’96 was when I was able to prove I was capable. I think that was a big part of the bosses giving me the shot to go to New Zealand and give me the chance to drive for the team the following year. There is no doubt that the win put my performance or my brand and name on a different level. The win kind of demanded that I was taken notice of in some respects — you are driving for the Holden Racing team and you are teammates to Peter Brock, you had the runs on the board to back me up.

After retiring from full-time competitive driving, was there an itch that needed to be scratched at all, making you want to drive again?

At the end of the full-time thing, I was pretty over it. I had a pretty average few seasons, there was the odd highlight, but they were few and far between. When I finished up full-time, I was 40 years old, and despite not feeling it, it was the right time to stop, I was over the mediocrity by that stage, and knowing you didn’t have the gear and weren’t going to be given the gear and support to genuinely be competitive again and achieving the things you wanted. It was a struggle to accept I wasn’t going to be doing it anymore, as that was my job. I wasn’t sure how I was going to make a living and what the future held was something that played on my mind. First up was to get an endurance drive signed away with Holden Racing Team, but as a codriver — it was tricky as a co-driver, that was a role which was difficult for me. The pressure in that role was hard as you didn’t have as much time in the car, and you are supporting a Championship contender.

I didn’t ever really feel that comfortable.

What has life after Supercars been like for you?

I think it was natural for me to worry about finishing up. I had spent a good amount of time in New Zealand throughout my full-time driving career and, without realising it at the time, I had relationships with companies and networks which provided me with a wide base to work from upon retiring from full-time competition. I quickly realised there were lots of things on the table for me, such as Supercars TV, which meant that life after racing didn’t really slow down as you would expect. I was at every race for television, which provided a new set of challenges and skills required to fulfil that role. It turned out that, upon retiring, I was spending

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basically the same amount of time at the track as I did as a driver. There have also been lots of ambassador roles that I have been in. I’ve also been advocating passionately for improved road safety, as well as working hard with the help of Skoda and Carters Tyres to promote the ‘Street Smart’ practical driver training programme. These are all very important to me. With plenty of things on the table to keep me busy, I haven’t looked back. There has actually been no pining to go racing on my part since I stepped away from the sport as a full-time driver.

Your son has been bitten by the motorsport bug, and you are mentoring him along. What have you been able to share with him from your experience?

No, I’m not, haha. I am trying to steer him away from it! I guess I just know how hard it is, how much you need to work for it, and the sacrifices you have to make. Those are things I keep reminding him of, and that is what you have to be prepared to do.

You also need resources and support these days if you want to try and achieve a goal of being a racing car driver. It is very difficult, and he would like to do more. He will continue to race here in New Zealand, and if there is a chance to go anywhere else it would be Australia. We will have to see what happens.

It has been seven years since you drove a V8 Supercar. How different are the latest-spec cars to when you last drove?

I drove Fabian Coulthard and Scotty McLaughlin’s Mustangs in a practice session for 30 minutes, and that was the last time in a currentspec car, and you are driving them cautiously, as they needed to be driven for the rest of the weekend. The evolutions have actually been quite small. They aren’t a complete and utter philosophy change. They are just doing it a different way; weight and power are similar, aero has increased a bit since when I drove last. They are pretty much a very similar kind of package and have been refined and improved. It wasn’t a shock driving the new car, but they are tweaked and improved. They are more planted and have more grip, so for someone like me it likely makes them a bit easier to drive in a comfortable sense, but probably still difficult at that 10/10ths level.

Thinking back to when you drove the RS500s vs today’s machinery, have the cars become easier or harder to drive?

I think that when you compare the two, there is more grip, they are more planted, and the way you have to drive them is very precise and pinpoint accurate. When you see the way SVG and the best guys drive now, there is a lot of precision and precise lap times coming out, and that is the way you have to drive them now. Today, there isn’t a lot of excitement and flair in how they are steering

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the cars compared to before, because they are now pretty hooked up — that is where the speed is.

You don’t see them chucking them around, which looks easy, but to do consistently lap after lap is mentally very demanding. The cars have always been physical, that certainly hasn’t changed, either.

The engine at the front, the heat they generate, the cabin temperatures that can reach high 50s [centigrade] makes them a physical car. The mental side of it — I take my hat off to SVG at the moment.

He is just significantly better than anyone else, and his tool is very similar to everyone else, but nobody seems to have an answer for him. That comes from having an amazing innate feel, and drivers like this don’t come along all the time, they are very special, and he has proven that not just behind the wheel of a Supercar but other cars as well.

How did the Bathurst 2021 drive come about for you?

I had Peter Adderton put my name in the hat, I had no plans or ideas to come back to Bathurst in 2021. Seven years in retirement from Supercars — I have made sure it was clear this wasn’t an idea from my side. Peter Adderton from Boost is a brilliant marketer, and when it was announced that Brock Feeny and Russell Ingall were going to race a car run by Triple Eight under Supercheap colours, which was a clever bit of ambush marketing to steal the thunder from Repco, who now sponsors Bathurst and the championship. It got Peter thinking. So he devised a little plan around Greg Murphy and Richie Stanaway doing a little wildcard entry, and threw it out into the social media abyss and made it happen.

Full-time drivers have incredible fitness regimes. Have you continued fitness after retiring?

No, I backed off, as I wasn’t big on the gym but have maintained core fitness, just not to the level of drivers in full-time would. I have had to jump back on the mouse-wheel and get back into it more than what I was. I have frequently been out cycling, especially mountain biking, for core fitness. It isn’t quite enough for the demands of driving these cars, so I am back into a gym with a fairly rigorous fitness regime to get up to speed as much as I can in order to drive the Supercar.

In terms of Bathurst, what are the hardest physical or mental aspects of the great race?

It is definitely a mental thing. If you are physically

prepared, then it isn’t much of a problem, it is making sure you get enough rest leading in, hydrating, maintaining good calorie intake, and then the race is more of a mental challenge. At the end of the day, what wore you out was always the mental side of things.

Does the endurance aspect ever get boring, cutting lap after lap, or is it a perfectionist’s dream chasing the perfect lap?

You are always trying to be as fast as you can for as long as you can. You can’t get bored at Bathurst, it always has so much going on, and it’s so demanding. It demands way too much respect to ever get bored.

What goals have you set yourself for this upcoming Bathurst?

I haven’t really set any yet. It’s a really difficult thing. The reality for me is fairly clear in respect of what is achievable. What is exciting is seeing what Richie is capable of. I don’t doubt that we will have a good race car. Erebus are doing a great job and showing good speed this season. As a combination, if there was a way we could be on the lead lap at the end of the race [it] would be massive. I just hope I will have the speed to give Richie the car on the lead lap for the final couple of stints so he can do his thing.

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Pure Kiwi

blackfern.coop

Kiwi workshops invited to Europe’s biggest auto trade show online WORKSHOPS CAN RECEIVE CERTIFICATES FOR FREE ONLINE TRAINING AND ENGAGE IN LIVE INDUSTRY DISCUSSIONS utomechanika Frankfurt is going hybrid.

Automechanika Digital Plus will take place on 14-16 September at Frankfurt, and online.

ZF Aftermarket is taking advantage of this global platform and has organised ZF Aftermarket Live, offering customers and workshop partners insights into the company’s new technologies and industry trends, as well as taking part in online training.

“With our format ZF Aftermarket Live we will share our vision for a green, sustainable, and datafueled aftermarket of tomorrow and discuss the next generation of mobility with our partners in an interactive way,” says Philippe Colpron, head of ZF Aftermarket. “Our visitors will have access to in-depth information about our latest products, services, and technologies designed to support the transformation towards electrified, autonomous, and connected vehicles.”

On the first day of the trade show, on 14 September, the focus will be on the latest products and services for the passenger car market. Live discussions and keynote presentations will address

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topics such as e-mobility, autonomous driving, and how the spare parts market could be made more sustainable. Examples include ZF products such as brake pads which are produced using a carbonneutral process and remanufactured replacement parts. The focus on this day will also be on fully autonomous people movers, ZF’s contribution to environmentally friendly and efficient inner-city passenger transport.

Commercial vehicle fleet operators and

Top quality in crude, refining, and blending create Q8 NEW ZEALAND’S OIL AND LUBRICANTS MARKET IS ONE OF THE WORLD’S MOST DIVERSE AND BLUEPAK BRINGS US THE BEST FROM Q8 uwait Petroleum Limited are the manufacturers of the Q8Oil brand of lubricants, and Bluepak Lubricants Limited, a small privately owned New Zealand family business, is the sole distributor of the Q8Oil range here.

Bluepak has been operating in New Zealand for more than 17 years and is proud to be part of New Zealand’s Blackfern Co-operative. “Our business extends beyond the automotive market into most other industrial applications covered by commercial and industrial businesses in New Zealand,” says Bluepak owner Mike Blewman.

Kuwait Petroleum Limited is reputedly the fourth largest oil corporation in the world producing more than 3000 products based on the high quality of Kuwait crude. The quality base conferred by this crude is preserved by processing in the most modern blending facilities in Europe in Antwerp, Belgium. The finished products meet all international standards including ACEA, API, and OEM specifications. The ACEA is the European

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watchdog for ensuring quality standards are maintained.

“Q8Oils does not use contract oil blending opportunities to reduce costs, as quality of the Q8Oils brand cannot be compromised,” says Mike.

“Testimony to our commitment to product quality is the ISO accreditation in Antwerp.”

Q8Oil also offers a range of biodegradable lubricants. They are a significant supplier in Europe, meeting all the legislative demands protecting sensitive environmental areas such as waterways and food producing areas.

Mike says the products’ high quality based on Kuwait crude sets the Q8Oil brand above other lubricant suppliers in New Zealand and around the world.

“This is confirmed by the continuing feedback we receive from our customers, who confirm smoother and quieter running, not forgetting the lower emissions and proven cost saving benefits based on litres per 100km.

managers will be interested on 15 September when speakers will discuss the trends driving the truck, bus, and trailer segments. They will learn about ZF’s latest monitoring, networking, and telematics solutions for better fleet control, remote diagnostics, and predictive maintenance.

ZF Aftermarket Live will once again specifically address automotive workshops on the third day of the trade fair (16 September). They can attend online training courses on the topics of highvoltage technology basics, retrofitting the Tailguard reversing assistance system for commercial vehicles, and electric power steering for passenger cars, for which participants will receive a certificate.

In addition, the ZF [pro]Points bonus program offers competitions and games in which participants can win vouchers for ZF workshop concepts and other prizes, such as a Sachs e-bike.

To access the wide-ranging ZF Aftermarket Live program and register for the live online training courses in English, see https://zfaftermarketlive. com/en.

“Our customers can confidently recommend Q8Oil lubricants to their customers, including the financial benefits of using the Q8Oil’s brand, along with the many other benefits including total engine protection.”

Mike reckons Q8Oil products are worth a premium, but the company’s strategy is to supply at very competitive prices, “so everyone is a winner”.

All of Bluepak Lubricants’ loyal customers can count on a minimum of three months’ stock held in store or in transit to cover their needs. “We’d like to take the opportunity to thank Blackfern and our customers for their continuing support and we look forward to welcoming new customers to our special brand Q8Oils,” Mike says.

For more information contact Bluepak Lubricants Ltd on (04) 233 8840, or check out the listing in the new Blackfern Co-operative Black Book.

Meet the Bluepak team: Brian Stocker, Eleanor Merifield, and Dan Horward

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Bendix braided hoses meet SAE J1401 and are fully compliant to international design standards and as such will not impact on the vehicle warranty.

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For more information free call the Bendix Brake Advice Centre on +61 3 5327 0211, e-mail brakeadvicecentre@bendix.com.au, or visit the website www.bendix.com.au.

They are constructed from PTFE (Teflon) tubing covered by woven stainless 304 braiding. This in turn is covered with a Bendix blue protective sheath to shield the braid from dirt, grease, and road grime.

Sure fire business opportunity A UNIQUE AND SUCCESSFUL AUCKLAND BUSINESS SERVING CUSTOMERS NATIONWIDE IS GIVING KIWIS THE CHANCE TO REPLICATE THE BUSINESS IN THEIR REGION avid Kirkham has developed a unique vehicle underbody sealant system that saves New Zealand vehicles from the ravages of our salty sea air. David says vehicles, including expensive utes only two or three years old, can suffer extensive rusting if the conditions are right.

Autoblast’s ‘Autolast’ rust protection is now widely acknowledged as the best way to protect vehicles operating in coastal environments. David’s clients include a number of commercial operators from across the country who have seen near-new vehicles operating in salty sea air conditions fail warrants at less than five years old. They now send their new vehicles to Auckland for the Autolast treatment.

David says the business is going from strength to strength, especially as more people buy utes to tow boats, go four-wheel driving in coastal areas, or just expect vehicles to hang in there without constant underbody washing.

“We have special building codes for houses built near the sea, so it makes sense that vehicles that spend time at the coast need extra protection.” He says manufacturers aren’t at fault for not building vehicles to marine standards, even though rust can develop within two or three years. He draws a comparison with bird droppings. “Everyone knows if you don’t remove bird droppings it will affect the paint,” he says. “It’s the same with salt.”

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The Autolast system sprays a special coating on all of the underside components that also self-heals if hit by a stone. It’s different from and offers vastly more protection than wax/oil protection systems that are typically sprayed inside chassis rails.

David’s North Shore business now has more work than it can handle. When customers around the country are already prepared to ship vehicles to Auckland, David is certain the growth opportunities in the regions are vast.

He has opted to franchise the business rather than open branches in other areas.

Being an owner-operator himself, he decided owners who are personally invested in the success of their business was the best way to ensure the quality Autoblast had become known for.

David has spent months working on the franchise process and training materials to give new businesses the best possible head start. For the same reason he says the selection process for franchisees is designed to find the best quality candidates.

“We’ve got a great business and a great process but for the sake of everyone involved we need great franchisees,” says David.

For more information on Autoblast’s product offerings, check out the extensive resources at autoblast.co.nz, or call David Kirkham on 09 443 6574.

Family Ties

DRAGGED FROM A BARN OVER 30 YEARS AGO, THIS ’56 HAS GROWN UP WITH THREE GENERATIONS OF THE WILLIAMS FAMILY t’s no secret that some of those who stand among us consider their creations — their cars — to be part of the family. To others it might sound absurd that a hunk of steel with four wheels and an engine can be regarded as family, but for the Williams family, their ’56 hardtop, which has been in the family for 30 years, has been the cornerstone of many memories, road trips, and holidays. It’s also served owner Sean his share of angst as it’s grown older. How could you not consider it family?

The ’56 first appeared in the family garage when Sean was in his early 20s and eldest son Chris was still in nappies. Dragged from a barn on Waiheke Island, it was in a state that would have had those more irresolute among us leaving it where it lay. But for a young Sean Williams, the shape of the hardtop

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was too hard to ignore, and the price was well within his ‘I have a young family’ budget. But there was no denying that it was a basket case — and a very rotten one at that.

Sean recalls the trip home: “I pulled into a gas station towing the ’56, and the attendant comes up and asked what I was doing with it, to which I replied, ‘Taking it home.’ ‘What, you’re not taking it to the tip?’ he asked. And I replied, ‘No, I’m going to restore it;’, and he told me, ‘I hope you didn’t pay money for that’. I told him I paid five. ‘What, you paid $500 for that?’ he asked, and I said, ‘No, $5K,’ to which he replied, ‘You’re mad.’”

Ignoring the impromptu mental health assessment, Sean pushed ahead. The shell was taken to Kiwi Metal Polishers and dipped in acid.

What hadn’t been eaten by rust worms was returned to the shed. It was bad — like, real bad — so much so that it could have spelled the end hadn’t Sean’s cousin, a fresh-faced panel beater, not stepped in and offered his services. Over the course of three years, he would fabricate and weld in countless patch panels while the car was on a rotisserie, while also handling the first round of panel work before it was returned to Sean’s garage for final blocking.

While all this was going on, the chassis was undergoing an upgrade at home. In the rear went a nine-inch diff, while, up front, a 427 big block and TH350 were slotted in. The car was painted in two-tone red and white, and the neighbour’s garage became a makeshift booth in which to spray most of the components. Stitches Upholstery handled the

upholstery, while CJ Automotive put together new wiring. The total build process would span eight years, see three more kids born, and be completed and on the road just in time for youngest daughter Claudia to be christened.

But a dream run it was not, and after only two years, it became evident that all was not copacetic under the shiny new paintwork, with moisture bubbles spreading like chickenpox. There ​​all over the country, all with four kids in tow. It’s been a family affair the entire time, something that is very evident when flicking back through the photo album. They all loved it and loved being involved with the car.

Around 2002, Sean decided it was time for a freshen-up, and had his partner Ange go wheel shopping for something to replace the 15-inch Boyds, while Sean imported a complete air-ride

system to get the hardtop a little — scratch that — a lot lower to the ground.

Handling the air ride himself wasn’t without drama, even more so was trying to fit the 20x8inch wheels that had also arrived from the US. Despite the company giving Sean all the assurances that they would fit, and that it was the offset the company fitted all the time, the first bolt up showed they stuck way outside the guards, so it would take some clever Kiwi ingenuity and machine work to get them to fit. This paid off though, and Sean fondly remembers when he first got it completed — probably his favourite memory of the car to date, not only for its look but for how much the car was getting used and enjoyed by the family.

Somewhere along the way, the 427 got tired and it just so happened that Sean and Ange had a 502/502 crate engine sitting in the shed destined

for his roadster build. But with that project taking time, it was decided to use it for the ’56 instead.

When it came to GM Performance crate engines at the time, the 502 was king of the crop and would receive further upgrades like a big cam, roller rockers, Holley carb, and an RPM Air-Gap manifold.

While it’s never seen a dyno, it’s seen plenty of burnouts, something Sean assures us that it can handle with ease. What of the original 427? Well, that would find itself a home in Sean’s son Ben’s Buick LeSabre.

Fast forward to the start of 2019: “The kids are driving it now with their kids and it just wasn’t safe.

It was time to give it a makeover and make it more modern.”

A call was placed to Dan at Rocket Speed Equipment to see if he could help. The plan was simple — make it a little lower, upgrade the

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steering, upgrade the brakes, and upgrade the rear suspension. Over a pandemic-affected 12 months, the work that went into the overhaul was anything but simple and far beyond the scope that Sean had envisioned.

As it turned out, getting the car to sit low was one thing, but getting it to lay frame was in a whole other realm. The rear bag-over-leaf set-up was ditched and a custom four-link with C-notch added that would allow the chassis to lay frame.

Originally, Sean had planned to run the old 20s, but Dan had a better idea and got on the phone to Sean, convincing him that it was something that needed to be done, or, as Sean recalls, telling him to stop being a pussy. Again, Ange was called in, and she ordered a new set of Budnik Ices in 20x8 and 20x11. The nine-inch was shortened to suit and new Currie axles added. A new tub was also built — something that was far from straightforward, given the fact that it’s a four-door. Had it been a coupe, this would have been easy, but it required some real craftsmanship to tub the door inner structure and relocate the latch mechanism higher in the frame.

New rear tubs, a flat boot floor, and raised gearbox tunnel were also added to the sheet-metal job list.

Up front, it was all about big brakes, and a rack-and-pinion swap, but this would also be a real head-scratcher, as the so-called bolt-in steering kit was anything but. Sure, it might have worked with a near-stock ride height, but stock ride height this is not, so everything was modified or, in most cases, thrown away and crafted from scratch. It was a huge undertaking, but the end result is something that lays frame, stops on a dime, and can be driven with only a single finger on the wheel.

What is more surprising is the fact that this work was all taken care of without disturbing the 22-year-old paintwork. Where it did need to be changed — in places like the door jambs, the rear boot floor, and the engine bay, which now has custom-made inner guards — it was simply matched to the original Red first sprayed on all those years earlier.

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The same can also be said for the upholstery.

Despite an upholsterer saying it could not be done, the boys from Rocket were able to modify the rear seat to fit the new steelwork, while also keeping the 20-year-young Stitches work intact. The air system was dragged into the modern area too, with an AccuAir Endo-CVT tank set-up and all-new bags. The tank houses everything, and you only need to push a single button to select the desired ride height.

The end result for Sean is something that he says drives amazingly — it stops, steers, and rides just as he has always wanted, but, more important, it has the right stance — the very stance he envisaged having when he first bagged it back in 2002. And, with that, he has decided he is now done with modifying it.

So, is the story over for this ’56 and the second for-sale sign about to go on the screen? A firm no.

The car is part of the family and will stay that way.

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Diagnosing and fixing the aircon on a 2003 Honda Civic FINDING THE FAULT IS NICE BUT FINDING OUT HOW TO FIX THE FAULT IS EVEN BETTER ried and tested techniques provide comfort but in this article Brendan Steckler shows how more sophisticated tools and testing techniques can raise the game.

This quest started with a customer calling to complain that his Honda’s aircon system was not performing well. Apparently it ran wonderfully when it was working but at other times it wouldn’t work at all, which puts it in a different category from the usual weak performance.

Joe drives an immaculately maintained 2003 Honda Civic. It had an astonishing 400,000-plus km on the odometer, and the vehicle was still going strong. Joe was keen to keep the vehicle on the road and the aircon working properly, so I agreed to check it out.

According to Joe, the aircon blows ice cold at times but at some point each day, it simply fails. A few hours later, it will be working again. This process seems to repeat itself each day.

Imagine for a moment a list of 30 potential failures that could cause a specific symptom. Now imagine having to test every one of those components to prove their functionality. Obviously this would take a long time.

Now, what can we ask the customer that could cut that list of 30 in half? What if we could then ask a subsequent question that could reduce that list of remaining potential failures by half again? How much more effective would our actual applied diagnostic time be?

It all starts with having enough knowledge about the functionality of a particular system (and the components that make up that system) to create a bird’s-eye view or mental image of that system. If we have that in-depth knowledge, we can visualise what the symptoms may be if each key component was not functioning properly. All of this leads to effectively applied analyses and rapid, accurate diagnostics. Here are a few of the questions I asked Joe and his answers: Q: So the aircon does blow cold air at times?

A: Yes, it blows cold every morning, at my lunch break, and every evening leaving work.

Q: Does the blower stop at all?

A: No, air always comes from the vent — it’s just warm air.

Q: During the failure, do you get any warning lights?

A: No, nothing unusual seems to occur — just the hot air blowing from the vents.

Q: Are there any notable noises/squealing heard during the failure?

A: No, the car seems to operate the same with no strange sounds.

Q: Is there a specific time/place the symptom is exhibited?

A: Yes, it always seems to fail after I stop for coffee in the morning.

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A 2003 Honda Civic

Building a mental picture of the main components and their functions

A mental picture of Ohm’s law

Hopefully you can see that each question helps rule out some possibilities and helps to focus my diagnostic approach before I even sit in the vehicle.

The first answer tells me that the vehicle must have refrigerant in the system. It also tells me that the compressor clutch engages, the drive belt is affixed, and the heat can be exchanged from within the cabin and at the front of the engine compartment. The second answered question tells me that I don’t have to invest any time in the blower circuit, as it always continues to push air, whether the symptom is present or not. The fact that no indicators are flashing leads me to believe the vehicle’s onboard computers don’t recognise a fault exists, and the fact that there is no squealing noise deters me from thinking the compressor belt may be slipping. However, it’s Joe’s answer to the final question that caught my attention.

ROAD TEST OR SCOPE? As I initially approached the vehicle, I had a choice to make. I was either going to go on a 15-minute road test, return to the shop and allow the vehicle to hot soak (just as Joe experienced the symptom) before I attempted testing. This would likely be a wise decision, as reproducing the customer’s concern is almost always the first step in the troubleshooting process. The other choice would have been to pull the vehicle into the shop and analyse some data from the aircon system as it appeared to function normally. I decided to go with the latter, as I was curious to compare the differences between the system functioning normally and when it faulted.

We all know there is more than one way to come to a diagnosis on a vehicle. Although my approach changes depending on factors like vehicle

THE TELLING COMMENT I asked Joe to elaborate a bit further on his last answer. He said he has a 15-minute drive to a local gas station. Here, he stops each morning to get a cup of coffee. It’s when he gets back in that he almost always notices the aircon has given up and he is in for a hot commute to work. He goes on to say that if he goes out at lunchtime or when driving home, the aircon works flawlessly.

There is a clue there that I’m hoping you are pickingup on. The first thought that comes to mind for me is ‘heat’.

With the initial morning start of the engine, it has 15 minutes of drive time to come to operating temperature. It’s when Joe stops for coffee that the under-bonnet temperature begins to soar.

It’s time to recall Ohm’s law. Georg Ohm taught us all that there is a relationship between resistance, voltage, and current flow or amperage. We should remember that if resistance increases, it opposes current flow, and therefore the current flow will reduce. Keep in mind that if the temperature of a component increases, so too does the resistance.

So, it’s only logical to recognise that as the temperature under the hood increases the electrical circuits will all have a reduction in current flow — it’s just physics!

Trying to connect to the circuit with a DVOM can be difficult and time consuming

The large compressor gap which triggered the fault after heat soaking

configuration, available tooling, and circuit access, my goal is always the same: the most efficient approach to the fault. At the moment, the aircon system is engaged and performing well. There is not a fault present in the related circuitry of the aircon compressor clutch field coil, but I still chose to evaluate its performance using a current probe and a lab scope. The lab scope offers me the power of a DVOM (digital volt/ohm meter), but it offers a bit more. For instance, it allows me to see the change in the circuit operation over some time, whereas a DVOM only allows me to see circuit activity at a moment in time. The lab scope also offers a visual representation of electricity. This means I’m allowed to see the circuit perform the work it was designed to do but will also allow me to see when a failure occurs and the nature of the failure.

The current probe (or amp probe) is quite

This set-up with a current probe and

open circuits, excessive resistance, or voltage drop anywhere within the circuit — Ohm’s law taught us that, too. Furthermore, if the current flow was less than expected, it would now be justified to investigate the circuit a little deeper. We would be sure to find our fault as we pursued further using a DVOM but without any wasted time.

lab scope is much more efficient

TELLTALE SIGNS Reminding you that current is the same anywhere in a series circuit, I chose to monitor current at the under-hood fuse box because it was so easily accessible. By requesting the compressor clutch ‘on’, I captured the current ramp of the aircon compressor clutch field coil. At about three amps, it revealed that the circuit was indeed healthy, but something much more interesting was revealed as well. A ‘pintle bump’ is the visual indicator that demonstrates physical movement or shuttling of the compressor clutch. The circuit is engineered so that the bump will occur approximately 50-60 percent of the way up the current ramp. Although this aircon compressor clutch is operating properly at this time, it can be seen that the bump is occurring very late. If there was a reduction in current flow, there would certainly be a reduction in a magnetic field, and one may anticipate a late pintle bump (shuttling of the clutch) as a result.

However, there is no reduction in current flow. So, a question comes to mind: what factor other than magnetic field can affect the engagement of the compressor clutch? You guessed it — the air gap.

Although the aircon compressor clutch has not failed to engage as of yet, the data in the current ramp directed my attention to the air gap of the compressor clutch. According to specification, the gap should be no more than .026”. The measured air gap across the aircon compressor clutch was almost double that distance!

PRYBAR TO THE RESCUE

It’s easy to see the pintle bump is delayed by the large gap in the compressor clutch

handy, as it can deliver information by simply clamping around the outside of a wire in a circuit.

As the electrical current travels through the wire, a magnetic field is created. This magnetic field grows stronger with an increase in current flow. When coupled to a lab scope, the current probe trace can show us not only electrical current flow, but also the physical movement of inductive devices like solenoids. When a ferrous metal is moved through a magnetic field (like within a solenoid), a disruption in current flow occurs. If we see that disruption, it’s indicative that the solenoid shuttled.

Yes, we can see physical movement with a current

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probe. It’s this knowledge I will lean on as I capture and analyse the current trace from the aircon compressor. After all, it is nothing more than a large solenoid.

I want to explain why I chose to monitor current flow to evaluate the aircon compressor clutch circuit. Current is the same anywhere in a series circuit. With that being stated, it’s quite a task to place the vehicle in the air and test the aircon compressor clutch circuit for available voltage, voltage drop, or even continuity. The amp probe will offer similar information. For instance, if the current flow is what’s expected, there simply cannot be any

I decided to prove my case and point before approaching the customer. I took the vehicle on the road to generate some heat energy. I allowed the vehicle to sit for 10 minutes and repeated my test. What I found (although not displayed here) confirmed my hypothesis.

The added heat from the road test/hot soak indeed reduced current flow due to the increase in resistance. Of course, this reduced the amount of magnetism generated by the energised clutch field coil. As a result, the excessive air gap didn’t allow the clutch to engage. There was not enough magnetism to overcome the large air gap.

A minor bump/coaxing with the end of my prybar allowed the magnetic field to draw the compressor clutch closed, and the aircon system functioned and performed well. Again, there was nothing wrong with the magnetic field, just too large a gap to overcome.

Growing your skillset is never promised to be easy and can more often than not force us outside of our comfort zone. That’s how you know you are striving to better yourself. No one is going to force you to be more efficient, especially if you are already diagnosing and repairing vehicles correctly.

But I can promise you three things if you do: a strong sense of pride, reduced stress at work, and a much better understanding of how components function as a system to accomplish a task.

6-9AM WEEKDAYS hauraki.co.nz 39

European car parc shock news: Sachs is number one EVERY YEAR, MORE THAN 10 MILLION NEW CARS ROLL OFF THE ASSEMBLY LINE FITTED WITH SACHS SHOCK ABSORBERS — PROOF OF THE TRUST AUTOMOTIVE MANUFACTURERS WORLDWIDE HAVE IN THESE PRODUCTS achs shock absorbers are distinguished by their original equipment quality and innovative technology, and are now ranked the number one shock absorber in European car parc coverage.

Sachs shock absorbers, a ZF Aftermarket brand, have refined the blend of comfort and performance to offer some of the world’s most demanding OEMs road grip and cornering behaviour that can be relied on no matter what challenges the road may present.

Locally, the Sachs range has more than 3000 shock absorber references, with a combination of mono-tube and twin-tube gas pressurised shock technology throughout the entire range.

Additionally, over 385 strut mounts and bearings, and more than 220 bump stop and boot kits are available.

There is also a range of Sachs shock absorbers

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for four-wheel-drives, off-road, and utility vehicles, known as Sachs Max. Sachs Max shock absorbers support vehicles with up to a two-inch lift, with larger pistons and an increased bore size resulting in shock absorbers that are more durable, while continuing to offer the ultimate in safety.

Sachs also produces clutch components and its clutch catalogue numbers over 1500 items, including clutch covers and discs, flywheels, and clutch release systems. Clutch replacement kits for passenger cars provide all the relevant components, including pressure plates, disc and release bearings, up to and including special assembly grease.

For more information on the Sachs range available from ZF in New Zealand, visit: www. aftermarket.zf.com/au or call + 61 2 9679 5555.

Bendix launches environmentally friendly EV-Hybrid brake pads BENDIX RAMPS UP THE PRODUCTS’ GREEN CREDENTIALS FOR ENVIRONMENT-CONSCIOUS EV AND HYBRID OWNERS ustralian innovator and technology leader in braking systems, Bendix, is launching a range of brake pads to meet the growing demand for EV and hybrid vehicles in Australasia. The new Bendix EV-Hybrid brake pads are cleaner and greener for the environment.

Made from organic materials for minimal

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environmental impact, the new EV-Hybrid brake pads have been specifically designed in the Bendix Ballarat R&D department. The new pads ensure a low environmental impact while ensuring low dust and noise levels. This new Bendix development ensures low particle emissions when braking resulting in cleaner wheels, and longer disc brake rotor life.

The new brake pads have been specifically formulated for electric and hybrid vehicles, which, because of the absence of background engine noise, demand quiet braking and low noise. Bendix expects to announce expanded vehicle range availability before year’s end.

The Bendix EV-Hybrid brake pads are made from copper-free organic brake friction materials and are certified to the Automotive Aftermarket Suppliers Association (AASA) ‘N’ rating.

This rating confirms the Bendix EV-Hybrid brake pads contain less than 0.5 percent of copper by weight and permits Bendix to use the

AASA LeafMark ‘N’ icon.

“The AASA LeafMark represents one of the highest global environmental standards for brake friction manufacturers and the Bendix EV Hybrid material has been tested and accredited by an independent, third-party lab and certified to meet this high standard,” says Bendix product manager Ian Campbell.

“Bendix has decided to go down this path to further its credentials as an environmentally conscious company.”

The brake pads packaging come in FSC Certified packaging which means at least 70 percent of this packaging comes from FSC certified or recycled material, while 30 percent is made from controlled wood. “This is also helping to minimise impact to the environment, and is 100 percent kerbside recyclable,” Ian says.

The EV-Hybrid brake pads incorporate the Bendix green titanium stripe for instant friction without the need for bedding in the brakes on installation, saving both time and money for both the installer and the customer.

For more information free call the Bendix Brake Advice Centre on +61 3 5327 0211, e-mail brakeadvicecentre@bendix.com.au, or see www.bendix.com.au.

45 Rennie Drive, Mangere parts@1stparts.co.nz (09) 638 6439

Workshop Foreman Akaroa Motor Garage’s busy workshop needs a foreman to manage their team of three mechanics. As an AA road service contractor, WOF Inspecting Organisation, Husqvarna agent, and Bridgestone tyre centre, the work ranges from cars, farm vehicles, boats, to daily WOF inspections.

The ideal candidate will have an automotive trade qualification, a WOF certification and a willingness to complete daily inspections, experience working on a range of models, makes and ages of vehicle, and experience in a leadership role.

This is a unique opportunity to live and work on the beautiful Banks Peninsula, just an hour’s drive from Christchurch, and remuneration includes monthly bonuses, a competitive salary in line with experience, relocation package, further training and development opportunities, and other benefits negotiable.

If you fit the profile above do not delay getting in touch with Nina on 027 321 2548 or Clint on 021 439 834, short-listed candidates will be progressed to interview immediately.

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Vehicles with high exposure to our marine environment are susceptible to premature rust and structural corrosion from sea spray and salt.

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If you’re wanting to protect your vehicles, contact us today for a FREE APPRAISAL. FRANCHISES AVAILABLE, ENQUIRE TODAY.  (09) 443 6574 • Glenfield, Auckland  @autoblastnz • www.autoblast.co.nz

Auto Channel has unsurpassed reach into the wider Automotive trade, direct mailed to over 11,306 business owners in New Zealand.

Call me to today to discuss ways I can help you grow your business through NZ’s highest circulating automotive trade publication!

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Products

Low loading high-spec lift Maha’s HL CS 4.0 has been designed specifically to slide under low German sports cars, which also makes it an excellent fit for Japanese performance car imports and modified cars. The Maha HL CS 4.0 two-post lift with 4000kg load capacity is one of the very few twopost lifts fully manufactured in the US and assembled with American components delivering performance, safety, and quality in detail. For more information, see automaster.co.nz.

Tidy and secure scanner storage

Pierburg intake manifolds

The Steiner Diagnostic Cart with lockable compartment is the ideal solution for wheeling your diagnostic equipment, cables, and printer around the workshop.

Each drawer has a 35kg load capacity and auto return ballbearing slides. Four lockable casters secure the 105cm tall unit in place. Priced at $495 plus GST, for more information see treadwayequipped.co.nz, or call 0800 436 436.

Their original task was simply to pipe the air-fuel mixture to individual cylinders, but Pierburg intake manifolds’ sophisticated flap controls now make them crucial to performance and efficiency. As a bonus they also reduce pollutants and fuel consumption. Pierburg has a 90 percent market share in Europe for aluminium or magnesium intake manifolds. For more information visit www.ms-motorservice.com, or contact distributor www.alleuroparts.co.nz.

The ultimate professional jump starter?

Projecta has launched a revolutionary, lightweight professional jump starter that does away with the need for traditional recharging. Equipped with patented Rapid Recharge Technology (RRT), the IS1500 recharges itself directly from a started vehicle, recovering 100 percent of its charge after staying connected for just 40 seconds, making it ready to start a second vehicle in record time. It’s also much lighter and easier to handle at just 4kg. The lithium iron phosphate (LiFePO4) battery provides 1500A peak amps (700A clamp power), which is capable of starting diesel engines with up to 6-litres capacity and petrol engines up to 8 litres in size. Available from leading automotive and hardware stores. For more information visit www.projecta.co.nz.

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Delkor Premium Silver Batteries Delkor Premium Silver batteries are designed for premium vehicles with additional power needs. Their PowerFrame® Grid technology means these batteries can offer reliable starting power to meet the most vigorous energy demands without compromise. The use of lead/calcium/silver alloy enhances performance and durability in extreme applications. Other key benefits include being maintenance-free, having minimal self-discharge, and extended service life. Visit R&J Batteries branches and distributors for the complete range of Delkor Premium, AGM, and EFB batteries for all popular makes and models. For more information, visit www.rjbatt.co.nz.

Kumho goes for big grip Lift and separate The Hydro-Park 1127 comes from the number-one selling parking solution manufacturer in China, proven by more than 20,000 users over the past 10 years. It simply and cost-effectively doubles the parking space available, and is suitable for permanent parking, valet parking, or car storage. Posts can be shared, saving cost and space on additional units in linked configuration. They have a capacity of 2700kg and a width of 2547mm, and come in single-phase or three-phase configurations. From $5999 plus GST. For more information see centurydistributors.co.nz.

Kumho is one of the world’s leading tyre manufacturers and is well known in New Zealand, especially in the 4WD market. The latest 4WD tyre from Kumho is the MT71 mud terrain which has a bolt lug pattern for off-road grip while retaining effective road behaviour.

The tyre comes in nine sizes, covering most four-wheel drive vehicles. A popular size, 31 10.5R 15, has a recommended retail of $325 plus GST. Available now from tyre retailers.

See and be seen Light pipe technology adds a new position light to Hella’s range of award-winning powerful high-beam LED light bars. Approved for use in New Zealand and Australia with ECE compliance (two lamps), the multivolt circuitry means the dual-function lamp can be used on 12V or 24V DC, consuming only 36W on high beam. Any input between 9-33 volts offers optimum brightness, and an adjustable mounting system makes for easy installation and flexible orientation. Designed and manufactured in New Zealand, the completely sealed Hella LED Light Bar series is covered by a five-year warranty. RRP $516. For more information visit www.hella.co.nz.

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Supplier directory

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a S ra ring UP di s P at , d LY or iff s, s, en al SE gi ter RV ne n O IC co ato ils E ,g C m rs, po br re O as N ne ak e, S nt e c co UM s, om ol A W ba p an B O tte o L t R ,t E rie nen Ra K S r an s ts gs SH , s cl , lu O flu ea b P id ne ric C , rs an O b u , c ts N lb SU ar , P SU s, flu ca PE M S re , a AB sh Ti PE ,a e L e N es r irc os ES bu rod SIO on ol sh s, N s, es ba A ab , b ll j N ra ea oin D siv AF rin ts ST es TE , E gs ra E , Au R , s ck R di M I h oc en NG dr o, AR ks ds es pe K , s rf ET up or , p m AC W ai an C nt ce ES O /w p S D RK ra ar O ia S p, ts, RI gn H ha o O dr bo ES nd sti P iv d el yk to cs, EQ in it ol ho U e s, s, is IP RE sp ts M PA ec , e E N Au IR ia lec T lis t to t s ric en e SER er s, gi lec V vi po ne tr IC ce w i re cal E eq er bu , g W ui to ild ea pm ol IN r s b ,s o W DS en s, u in C t sp xes d m sc RE en , c irr re E sio yli or en N n n s, s S , c der w , c AN oo h ip hi D W er p lin ead H s, re G g s, E LA O E p c a us i EM LS S r to s, S re re A m s pa p ND fit ide irs lac T m gl , c em Y en as R o t s, ns en ES AU um t, TO t Re ab yre s R le s, s, fit su tora EFI in tin pp ti N ne g lie on ISH r t /b s, , sm E ub ala sp a R es nc ra sh S in y g, pa rep in ai te rs rs , a ,p u ai tont b co od rre y ct io n

YOUR GUIDE TO NEW ZEALAND'S LEADING AUTOMOTIVE TRADE SUPPLIERS

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0800 472 787 0800 200 100 0800 445 889 0800 333 125 aecs.net 06 874 9077 bntnz.co.nz 09 414 3200 hcb.co.nz or 0800 422 228

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precisionequipment.co.nz 0800 246 478

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jasoceania.co.nz or 0800 527 335

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dieseldistributors.co.nz or 09 265 0622 09 836 6673

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autolign.co.nz or 09 574 2288 tatp.co.nz or 0800 268 266

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smitsgroup.co.nz or 0800 227 422

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griffithsequipment.co.nz or 09 525 4575

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parts@1stautoparts.co.nz or 09 638 6439 mountshop.co.nz or 0508 866 686

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bmw.co.nz or 0508 269 727 cyb.co.nz or 09 978 6666

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0800 465 855 0800 549 429

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automaster.co.nz or 0800 214 604 centurydistributors.co.nz

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patchrubber.co.nz or 0508 837 248 dtm.co.nz or 0800 621 233 penriteoil.co.nz or 0800 533 698 nzmotoroils.com or 0800 942 645

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0800 383 566 06 306 8446 or blackfern.coop redarcelectronics.co.nz 0800 757 333 or fenixautoparts.co.nz

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smitsgroup.co.nz or 0800 227 422

crc.co.nz or 09 272 2700 rjbatt.co.nz or 09 636 5980

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Auto Channel Issue #39 September 2021

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treadwayequipped.co.nz 0800 436 436 sales@advancefc.co.nz 0800 538 058 holden.co.nz/dealers

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07 850 5240

0800 188 122

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mmnz.co.nz or 0800 54 53 52

cooldrive.co.nz or 0800 327 868

ryco.co.nz or 0800 838 222

ford.co.nz or 0800 367 369

tyreorder.co.nz or 0800 80 90 96

moreyoil.co.nz or 09 813 9200

gearwrench.co.nz

Napa.co.nz or 0800 800 073

0800 698 227

fuchs.co.nz or 09 828 3255

bendix.co.nz

09 636 5428 or sales@clutchindustries.co.nz

nz.macnaught.com or 0800 023 510

The Auto Channel supplier directory is your easy reference for sourcing a range of automotive products and services.

This directory is a paid service for businesses who supply to the New Zealand automotive trade. To secure your inclusion, contact Mark Everleigh on 09 222 1729 or mark.everleigh@parkside.co.nz.

TIME TO UPDATE THOSE 2007 COPIES OF WOMAN’S WEEKLY IN YOUR WAITING ROOM? ON

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0800 727 574 OR MAGSTORE.NZ/BUSINESS

a S ra ring UP di s P at , d LY or iff s, s, en al SE gi ter RV ne n O IC co ato ils E ,g C m rs, po br re O as N ne ak e, S nt e c co UM s, om ol A W ba p an B O tte o L t R , rie nen ES Ra K t r an s ts gs SH , s cl , lu O fl ea b P ui ne ric C d, rs an O b u , c ts N lb SU ar , P SU s, flu ca PE M S re , a AB sh Ti PE ,a e L e N es r r ir os ES bu od SIO co o sh s, l N n s, es ba A ab , b ll j N ra ea oin D siv AF rin ts ST es TE ,r E g , s, ac ER Au R sh k d M oc en ING dr io, AR ks ds es pe K , s rf ET up or , p m AC W ai an C nt ce ES O /w p S D RK ra ar O ia S g p, ts, RI ha no HO dr bo ES s nd ti P iv d el yk c E to s, Q in it ol ho U e s, s, is IP RE sp ts M PA ec , e E N Au IR ia lec T lis t to t s ric en e SER er s, gi lec V vi po ne tr IC ce w i re cal E eq er bu , g W ui to ild ea pm ol IN r s b , W DS en s, o s u x in C t sp es d m sc RE en , c irr re E sio yli or en N nd n S s, s , c er w , c AN oo h ip hi D W er p lin ead H s, re G g s, E O E pa LA c u EM LS st irs SS om , s re re A pa p ND fit ide irs lac T m gl , c em Y en as R o t s, e ns n E S AU um t, TO t Re ab yre s R le s, s, fit su tora EFI in tin pp ti N ne g lie on ISH r t /b s, , sm E ub ala sp a R es nc ra sh S in y g, pa rep in ai te rs rs , a ,p u ai tont b co od rre y ct io n

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Kiwi claims Capricorn rising star apprentice of the year title RANGIORA APPRENTICE BEN BROWN IS THE 2021 CAPRICORN RISING STARS APPRENTICE OF THE YEAR orth Canterbury apprentice Ben Brown has demonstrated outstanding problem-solving capacity, commitment to excellence, and a genuine love for the automotive to claim the Capricorn group title for 2021.

Capricorn Rising Stars is an initiative to recognise, reward, and encourage Australasia’s topperforming apprentices.

Ben beat a record 600-plus apprentices nominated in 2021 from an array of industry sectors including panel and paint, auto electrical, commercial/heavy diesel, tyre/wheel, and general mechanical workshops in New Zealand and Australia.

CWR Motorsport’s Mel Ward describes Ben as the perfect fit for their workshop: “We took on Ben as an apprentice in August 2020. To say the least, it is the best thing we have done. Ben has a fantastic work ethic; he is polite and great with the customers. He is passionate about not only his mechanic side of the job but also has a lot of ideas and vision to help us to grow our business. He has proved to be invaluable, and we wouldn’t be where we are today without him.”

Ben attributes much of his success to the support received by his employers at CWR Motorsport: “Chris Ward is well known in the motorsport field, and equally regarded as an honest, professional, and remarkably skilful automotive engineer. This has given me learning opportunities I didn’t know existed, and developing skills I had only dreamt of, working in motorsport.

“It’s all about perspective and attitude. I have an appetite for knowledge and a passion to be the

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Auto Channel Issue #39 September 2021

best at what I do. I treat every job as an opportunity to develop my skill set and knowledge. I hope to become the best technician possible.”

As the 2021 Capricorn Rising Stars Apprentice, Ben receives $5K from Castrol.

The CWR Motorsport team will also benefit from enrolment in Workshop Whisperer’s Service Advisor Pro online programme.

By recognising the contribution of automotive apprentices and highlighting the bright careers they have ahead of them, Capricorn aims to help its members attract the best talent and keep more qualified repairers working in the industry.

Capricorn CEO automotive Brad Gannon says the number and high quality of nominations were a positive sign for the industry.

“It is clear the future is in safe hands with so many outstanding apprentices being nominated

by Capricorn member workshops,” he says. “The record number of applications is also a tribute to the resilience and strength of our members’ businesses that have continued to develop tomorrow’s qualified repairers in a year of disruption. We at Capricorn look forward to helping these members to strengthen their businesses further, to thrive not survive in an increasingly competitive marketplace.

Truly, we are stronger together.”

Capricorn also thanks Capricorn preferred suppliers and programme sponsors Castrol, Repco, and Workshop Whisperer for their continued support.

To find out more about Australasia’s largest automotive cooperative, visit capricorn.coop/join or call 0800 401 444.

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,306 New Zealand businesses in the following automotive sectors: Automotive workshops Parts importers and distributors Transmission specialists Automotive recyclers Towing operators Panel beaters and painters Crash repairers Tyre dealers Suspension and underbody repairers Steering specialists Towing operators Auto-electrical repairers New- and used-car dealers

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Air-conditioning repairers

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Heavy-machinery dealers

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Trucking and transport

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Auto Channel Issue No. 40 distributed 28 September

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s Editorial: editor@autochannel.co.nz

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Advertising: Michael White michael.white@parkside.co.nz

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All other enquiries to: autochannel.co.nz Auto Channel is produced by Parkside Media, publishers of NZ’s three biggest-selling automotive magazines, NZ Performance Car, New Zealand Classic Car, and NZV8.

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Ball Joints body / subframe mounts bump stops Connecting Rods couplings Engine Mounts Harmonic Balancers Idler Arms Pitman Arms strut mounts Suspension Arms Suspension Bushes Sway Bar bushes Sway Bar links Tie Rod Ends

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