Auto Channel 45 by Via Media

ISSUE 45 APRIL 2022

THE VOICE OF THE NEW ZEALAND AUTOMOTIVE INDUSTRY

DRIVEN BY PASSION FOR 100 YEARS

Motorists over a barrel WHILE THE GOVERNMENT HAS REDUCED THE PAIN FOR MOTORISTS BY REDUCING TAXES TO PUSH PETROL BACK UNDER THREE DOLLARS PER LITRE, SURGING GLOBAL PRICES ARE PLAYING INTO OIL COMPANIES’ HANDS he government has shelled out billions to support business through the Covid crisis and now Prime Minister Ardern has accepted inflation and the sharp rise in fuel prices has created another crisis for Kiwis in the cost of living. The government cut fuel taxes by 25 cents in March, which had an immediate impact. In addition, the government announced funding for local government to implement half price fares on core public transport services and to cut Road User Charges by 36 per cent, both for three months. The prime minister made the point that most of the cost increases have come from events overseas, beyond our control. That’s certainly true when it comes to the price of fuel. Prices of crude oil ramped up spectacularly in the wake of Putin’s invasion of Ukraine, when oil companies were already on

track to make record profits. Back in February, Shell reported a sharp upswing in full-year profit, beating analyst expectations by posting adjusted earnings of NZ$27.71 billion, more than $20 billion more than NZ$6.97 billion the previous year. Shell CEO Ben van Beurden described 2021 as a “momentous year” for the company and said progress made in the past 12 months would enable the firm “to be bolder and move faster”. Shell then announced a US$8.5 billion share buyback program in the first half of 2022. Clearly it can afford it — and the move shows it expects to make even more in the future. Combined, BP and Shell are on course to make a combined profit of almost NZ$76bn this year from the rocketing price of petrol and gas. That has fuelled calls in the UK for a windfall tax on energy firms to ease the

cost of living crisis. Anti-poverty campaigners have called oil company profits “obscene”.

CRUDE ANALYSIS It’s hard not to conclude oil companies are exploiting current expectations of price rises when you consider fuel, after the tax cut, is still the best part of a dollar dearer than it was in 2008 when crude prices were actually much higher. The latest available Brent crude price in midMarch was US$114.58. That’s down from a high of US$127.98 on 8 March, but a long way up from 1 January, when it was US$78.98. However, prices at the pump have soared ahead of crude costs, shooting over $3 per litre. Even after the tax cut, in mid-March, the average pump price for 91-octane according to Gaspy was $2.67. At the

CONTINUED ON PAGE 4

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Contents

From the Ed.

24 Fuel pain is driving change

Cover / 4

Web-based aligner

Formula one oil tech

Well-designed fluid handling pays off

Scissor lift choice covered

New showroom aids choice

Collision repair estimation must change

Welding basics

Car news

Tech feature: Fuel system focus

Feature car: Aluminator-powered TA2

Product profiles

Boost for motorsport

Supplier directory

The government has signalled the scaling back of vaccine passes and other mandate measures now that it is convinced the vast majority of us are no longer at risk, so we can now focus on getting business back on track. But the fuel price shock, along with the perennial cost of housing, has now made the cost of living the top concern for Kiwis. It’s clear that costs are getting away from us, and yet earning power is not keeping pace. In the past, the social benefit of a high-wage economy was more widely understood. Now, around the world it seems those with the power to exert advantage over others feel no compunction about using it. There is one blessing in this. While we can’t avoid oil price hikes, being in the motor trade keeps us busy. As Automaster managing director Gary Cotterell said in the interview about his new showroom, “Thankfully, we’re in transport. There will be demand as long as wheels keep turning.”

Ian Parkes, Editor

Auto Channel is distributed 11 times per year. To receive your free copy or to change your address simply visit autochannel.co.nz.

Minister of Energy Megan Woods said despite global oil uncertainty following Russia’s invasion of Ukraine, the Government was not reconsidering the future of this strategic national asset, a move that the head of the Northern Australia Strategic Policy Centre, Dr John Coyne, called “very naive”.

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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.

Auto Channel Issue #45 April 2022

same time the price of diesel had actually gone up over the previous 28 days, from 32.6 cents to an average of $2.27. Compare this to 2008. Crude oil prices hit more than US$140 a barrel in June 2008, yet the price at the pump peaked at only $1.80 back then — nearly a dollar less than the $2.67 we are paying now, when crude is still only at US$114 a barrel. And that $1.80 spike was enough for the government in 2008 to order a review into fuel prices. Yes, taxes are a large part of fuel prices — not least because we pay GST on the total price which already includes taxes — but in reality they have increased only slowly (see graph). In the first week of January this year (before the tax reduction) taxes and GST totalled $1.13 and the Emissions Trading Scheme levy was 16 cents. Take off the cut and the tax is now about 88c. Ten years ago those figures were 86c and 1c. While commentators expect increasing competition will keep a lid on fuel margins locally, it will do nothing to affect the prices charged for the fuel landed in New Zealand. Yet there was something the government could have done to cushion consumers and that was to prevent the closure of the Marsden Point oil refinery. It was set up precisely for that reason in the 1960s, but its current shareholders have decided the shutdown is the best option for them. The arrival of the tanker Torm Ingeborg at Marsden Point in March 2022 is the beginning of the end for Refining NZ. Carrying 90782 metric tonnes, it will be the last ship to deliver crude oil here. The shutdown of the refinery, with the loss of more than 100 jobs, was to begin in March. Marsden Point produced about 40 per cent of our refined product, the remainder being imported. What’s more, various reports have indicated New Zealand could be self-sufficient in oil and gas but the government has already decided to end exploration here in New Zealand. We will soon be completely reliant on the highly volatile international market and operating with as little as five days reserves of refined product.

In response to a Consumer NZ poll, about 81 per cent of Kiwis said they were driving less to counter costly fuel prices. The cost of living is now top of the list of their concerns, ahead of Covid and house prices. ASB Economist Mark Smith expected households to spend an extra $150 per week, on average, on their living costs this year. He also expected household costs to increase 7 per cent this year. Consumer’s Sentiment Tracker found rising fuel costs were the sixth highest financial concern, up from 11th place in previous quarters. Kiwis are also now looking much harder at the electric alternatives. Some second-hand dealers have sold out of their EVs and in a press release Hyundai New Zealand said online inquiries and at dealerships had “quadrupled” since the country’s “petrol price turmoil” began. Hyundai New Zealand general manager Chris Blair said deposits for the New Zealand Car of the Year-winning Ioniq 5 have doubled. Hyundai claims it has a more steady supply of new EV models than some other distributors.

Würth delivers cool quality and value direct to customers WÜRTH MANUFACTURES AND SELLS COOLIUS AIR CONDITIONING UNIT SERVICE MACHINES, WITH DIRECT SUPPORT FROM WÜRTH TECHNICIANS ürth New Zealand relaunched its Coolius air conditioning service machines with dedicated technical and sales support in 2021. In just over 12 months, the team has sold over 100 units to satisfied customers, and demand is growing. Being manufactured, sold, and supported solely by the Würth Group, it’s easy to appreciate the quality and value represented in this equipment. Its excellent price performance adds to the inherent value in capturing and saving refrigerant resources. Würth New Zealand is also the leading supplier of fasteners and consumable products across New Zealand. With a salesforce of more than 190 people, and over 20,000 customers, Würth can directly service anyone, anywhere with their own sales rep across both the North and South Islands. The Würth group globally produces more than 125,000 products, from screws, bolts, anchors and tools, and personal protection equipment, through to technical products like the Coolius air-conditioning service machines. It employs more than 70,000 people around the world. Being the manufacturer selling directly to

customers means the local expertise in after sales service support and training is second to none. Dedicated key account managers are linked with inhouse service technicians, which means customers aren’t just buying a product; they are effectively joining a partnership with people invested in supporting their customers’ businesses. This direct relationship also means Würth can deliver fast and skilled support and servicing. Würth New Zealand doesn’t sell other brands of air

Wheel aligner gives workshops more space and time BEISSBARTH’S WEB-BASED WHEEL ALIGNER, Q.LIGN, ADDS REVENUE THROUGH FAST ALIGNMENT CHECKS eissbarth has tapped into the ‘internet of things’ to give workshops back more space and time in the design of its revolutionary new Q.Lign aligner, making the workshop of the future more profitable. The Q.Lign Compact offers a web-based solution which does away with the traditional PCbased cabinet and trolley. Its wireless functionality allows control and display of the alignment process via a workshop tablet, laptop, or smartphone — whichever is preferred. This frees up valuable workshop space for headlight or ADAS calibration equipment, and gives the technician more space around the vehicle to carry out the alignment. Beissbarth’s rethink of the process puts speed and efficiency at the heart of the alignment, by taking advantage of the connectivity already available around us. It is this kind of innovation that has seen Beissbarth at the forefront of technology throughout its 120-year history. This web-based wheel aligner is a world first. With a focus on speed, as soon as wheel targets are attached, the Q.Lign displays the vehicle’s

Auto Channel Issue #45 April 2022

current values. Simply attach the targets and go. And the OLED display screens on the sensor heads allow alignment values to be seen from anywhere under the vehicle, in real time. Another key element in Q.Lign’s speed is Q.Grip — the quickest way to attach targets to wheels without contacting the rim. The smart gripping system allows adjustment between different wheel sizes in less than a second and its three-arm design holds securely for accurate results, without any slippage or risk of damage to the rims. Designed to fit into the fast-paced workshop environment, the Q.Lign will revolutionise wheel alignment. Beissbarth’s range of workshop equipment is available exclusively from Repco Equipment 0800 237 726.

conditioning servicing equipment, but it does back its own products with a comprehensive warranty and a vast stock of spare parts. The range of Coolius air conditioning units is broad. The ‘A’’ series is dedicated to R134a gas, while the ‘Y’ series is dedicated to servicing R1234yf. The size of the machines includes both compact units that can be used in a mobile service, through to large capacity units. The range covers all vehicles — cars, vans, commercial vehicles, construction site vehicles, trucks, buses, and agricultural vehicles. Coolius air-conditioning servicing units are easy to use and cost-effective machines that provide a value-added service to workshops. They give workshops the ability to conduct all A/C servicing, from re-gassing for loss of refrigerant to storage of gas while servicing. Contact the Würth team for a demonstration any time, anywhere across New Zealand, at wurth.co.nz, or call 0800 683 040.

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A HEALTHY ENVIRONMENT WITH THE RIGHT INGREDIENTS. EVERYWHERE. Especially on hot summer days, professional air conditioning service represents a lucrative and secure business model for many workshops. Whether bad odours or loss of refrigerant - regular maintenance of the air conditioning system is always recommended. The COOLIUS® series stands for qualitatively convincing A/C service units from our own production in Italy, which are ideally suited for servicing cars, vans, commercial vehicles, construction site vehicles and agricultural vehicles.

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This range offers unique mobility thanks to compact dimensions and toolless scale locking systems. The COOLIUS® series uses high-quality componens for long service intervals. With the optional maintenance agreement, it ensures long-term funtionality. EFFICIENT IN MOBILE USE • Innovative vehicle design with transport guard • Highest level of impact reduction • Operation possible with voltage transformer PROFESSIONAL DOCUMENTATION • Exporting of data to Excel via USB interface • Documentation of individual services • Evaluation of total refrigerant consumption LONG SERVICE INTERVAL TIME • Use of high-quality and specially designed components • E.g. PAG to POE oil • Intelligent rinsing of the pipe system and service hoses NO UNWANTED ACCESS • Personalised access for the device can be set up • Personal 4-digit password ensures access only for authorised persons

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Petronas and CoolDrive bring worldclass lubricants to New Zealand COOLDRIVE AUTO PARTS CONTINUES ITS COMMITMENT TO THE WORKSHOPS OF NEW ZEALAND BY ONLY STOCKING OEM APPROVED, WORLD-CLASS LUBRICANTS, WITH PETRONAS LEADING THE CHARGE ince 2018, CoolDrive has been constantly growing its Petronas range, with product lines such as Syntium, Tutela, and Urania finding favour with mechanics for their dependable high quality and simplified ranges. Petronas is synonymous with Formula 1 as a fluid technology partner to the Mercedes-AMG Petronas F1 team that has claimed eight constructor’s and seven driver’s championships since 2014. The lessons learned in the heat of competition truly flow through research and development carried out at a state-of-the-art-facility in Italy, and on to the quality of the products available for the road. Heading the offering available at CoolDrive is the Petronas Syntium with CoolTech range, developed to reduce engine heat and maintain optimum performance, especially in stop-start city traffic. Petronas Syntium with CoolTech is uniquely engineered with strong oil chains which absorb

COOLDRIVE.CO.NZ

and transfer excess temperature away from critical engine parts, stopping engine-damaging heat at its source. The increased temperature dissipation of Petronas CoolTech lubricants gives three main benefits. It prevents engine failure by protecting critical components from temperature induced wear and tear. Secondly, it delays the thickening of oil by resisting oxidation, ensuring optimum lubrication, and finally, it maintains peak engine performance by reducing harmful deposit build ups. Complementing the engine oil offering is Petronas’ Tutela range of automatic transmission fluids. Tutela’s many manufacturer approvals reduce the inventory that workshops are required to carry via a streamlined product range. At the forefront is Multi ATF 700, a state of the art, ultra-high quality, fully synthetic, low viscosity automatic transmission fluid, developed for many

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4x4 Essentials Auto Channel NZ APR 2022 HALF.indd 1

modern US, European, and Asian vehicles. Multi ATF 500 is approved for various powersteering systems. It is backward compatible with many older specification transmissions, while other available products cover CVTs, dual-clutch transmissions, manual transmissions, axles and general gear oils. Meanwhile, for trucks and heavy-duty applications, the Petronas Urania line is formulated with ViscGuard technology, designed to protect against engine build ups, such as soots, ash, particle deposits, and varnish. This prevents abrasive wear and oxidation, which allows for continued optimal oil viscosity and engine performance in the long run. The entire Petronas range is available through CoolDrive in various package sizes, suited to every application. For more on Petronas lubricant technology, see cooldrive.co.nz.

ESSEN TIALS

11/3/22 3:54 pm

Steering customers to the best decisions CAR OWNERS DON’T ALWAYS MAKE THE BEST DECISIONS FOR THEIR CARS OR THEIR SITUATIONS. IT’S TIME TO USE A LITTLE HUMAN PSYCHOLOGY echnical professionals might prefer working on cars to dealing with people, and if you are one of those, the following advice might not come easily but, if you can recognise people and see things from their own perspectives, you can guide them gently towards making the right decision. Customers need to feel that they can say ‘yes’ or ‘no’ to advice, that they are part of the decision. Sometimes they simply want to stop or slow things down, because change is difficult. People need to feel in control. Steer them to make the best decision so it remains their decision. Their trust in you takes a lot of the weight of that decision off their shoulders, but aim to get the customer to arrive at the ‘yes’ decision on their own, with your help. Try this: • Active listening — establish eye contact, nod, restate, or clarify what you hear if at all unclear. Be careful of not listening while you are thinking of the next thing to say. • Understand where the customer is coming from: bills, economy, old car, too many recent repairs, kids in school. Letting them explain will get them closer to making a decision. • The new customer will be wondering about you.

Try to get them to think of you as a collaborative partner, rather than someone who wants to give them a bill. What your customer feels about his relationship with you will form the foundation of how he views your products and services. Maybe ask an off-topic question about them to make a connection. Call them by their name. • You need to spend time building rapport and trust before going into the transaction. Give context to the problem, what it means, or how typical it is, versus just telling them what the problem is. That is, help your customer arrive at the ‘yes’ conclusion. • Smile! Good eye contact makes for a good customer connection. Use a friendly tone on the phone no matter how rushed you are. The conversation that generally inspires the greatest trust is seeking mutual benefit — generally wanting what’s best for everyone involved. People trust people more when they view them as being similar or familiar. Realising you have their best interests in mind builds trust and nothing has more

influence than a reputation of trust. Trust makes transactions quick and easy. Inspire confidence in your knowledge, attitudes, skills, and style. Obviously, it’s advantageous to have the customer enjoy working with you. Act and talk as if the customer is going to say ‘yes’. Use a confident and calm tone of voice. Don’t pause after each repair description — give them all the repairs at once so they have an accurate view. Expect a complete ‘yes’, which is easier when you explain that some things can wait, instead of trying to get it all at once. Then you can mention the high price/list price three times, before quoting your price. If they feel that price is personal to them, so much the better. There is no reason to fear any phone call. If you can do all this, it will be easier to make a profit.

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Emco adds quality to the fluid middle ground IN WORKSHOPS, BETWEEN BULK TANKER SUPPLY OF AUTOMOTIVE LUBRICANTS AND CONSUMER PACKS, THERE’S A LARGE MIDDLE GROUND WHERE QUALITY AND EFFICIENCY COUNT usinesses dealing in commercial quantities of automotive lubricants don’t want to be messing about with plastic bottles. Import and distribution business Emco caters to that market, supplying and installing a wide range of dispensing equipment for oils, coolants, and grease, as well as commercial and industrial storage. Emco’s products include pneumatic oil pumps, powder-coated carbon steel retractable hose reels for oils, air, and water; digital, standard or pre-set oil delivery handpieces, waste oil receivers, mobile equipment for all drum sizes, bulk storage, and more. An installation division covers the country setting up lubrication dispensing systems for many car and truck dealerships to manage many different oils and lubricants. Emco also supplies latest industry-approved, double-skinned storage tanks, and carbon or stainless steel piping systems. They deliver clean, contamination-free products, and well organised, high-quality piping systems add a mark of quality and efficiency that builds confidence in staff and customers. “What we are seeing in the market today is a move away from low cost, cheap applications to

just get by, towards quality equipment that functions well, includes metering, and will last years before it requires replacement,” says Emco’s James Driscoll. The high value of oils makes it important that every drop of oil is accounted for. This can be managed by automatic billing integrated via WiFi from the dispensing points in the workshop. The same system can also automate reordering based on storage levels. “We only deal in sound, high-quality brands which allow us to stand behind the performance of our equipment,” James says. “We take pride in not just the aesthetics of the product, but also its ongoing durability and that it’s commercially fit for purpose.” James says Emco’s qualified and experienced team of engineers have a deep understanding of the industry. They provide expert technical advice, will problem solve equipment issues, and design workshop installations fit for purpose. “Having such a great team allows Emco to develop and design the best outcome for specific business requirements, from small garages to large commercial operations. “We can give our customers great service because we know and understand our products’

entire life cycle, from manufacturing through to end-user operations, maintenance, and upgrades,” says James. For more information on products or installation, call Emco on 07 850 5240.

Protecting Kiwi vehicles’ soft underbelly BIG TOUGH UTES ARE PARTICULARLY VULNERABLE IN NEW ZEALAND ighteen years ago, David Kirkham set about developing a rust protection service geared to New Zealand’s uniquely testing conditions. New Zealand’s climate is ‘temperate’ and we don’t salt our roads. You’d think vehicles here would have it easy, but David says our location provides ideal conditions to set up under-body rusting in only two or three years. We have warm, moist air which condenses on cold steel parts overnight. If those vehicles aren’t driven during the day, the underneath might not dry out, which means low-mileage vehicles will rust faster than daily drivers. Vehicles around the coast are especially at risk as salt is drawn in, which holds the moisture and catalyses the rusting process. Most of New Zealand’s population lives in that coastal zone. Some dealers offer a wax/oil rust-proofing service but that is usually only sprayed inside chassis rails — and it is prone to slumping, often within a year, meaning protection fades. What’s more,

Auto Channel Issue #45 April 2022

external painted surfaces under the vehicle are left to fend for themselves. David has developed a unique service specifically to combat our salty sea air conditions. Autoblast’s Autolast process applies a variety of different sprays to coat all of the underside. They dry out, harden, and stay in place. They are thixotropic, which means that if they are struck by a stone, for example, they soften, remould, and harden again. On top of that, Autoblast offers a gold-standard galvanising process — the most effective rust protection in countless industrial applications. It’s favoured by businesses that have bought fleet vehicles before, only to see them fail warrant

inspections for chassis rust within a few years. David says vehicles destined for Stewart Island and the Chatham Islands, and coastal locations around the country, are regularly shipped to Autoblast’s Auckland workshop. The market is nationwide and, with the influx of utes bought for use in rugged conditions, growing fast. So now David is offering a franchise opportunity to business people around the country with the drive to fully capture this opportunity. For more information on Autoblast’s processes or its franchising opportunity, check out the extensive resources on the website autoblast.co.nz, or call David Kirkham on 09 443 6574.

Automaster covers the scissor lift field PORTABLE OR IN-GROUND SCISSOR LIFTS KEEP WORKSHOP SPACE CLEAR, WHILE A MOBILE VERSION PROVIDES ANOTHER HOIST OPTION WHEN THINGS GET BUSY here’s something for everyone in Automaster’s scissor lift range. Automaster’s AM-7130DH full rise 3-tonne scissor lift combines a very low platform height of 100mm, with a 1900mm full height position. Flush mounting the unit in the floor gives a workshop more space, as it can be driven over at any angle. You can also vary the width between the platforms to accommodate a wide range of vehicle body types. An optional van lifting kit adds bars for lifting SUVS and utes. The control unit contains the 220-volt single phase motor, with push-button control for raising and lowering. It features an automatic 10-position, air-activated locking mechanism, which is engaged and disengaged with each height movement. The lift comes with approach ramps that can be locked horizontally to extend the platform length, and a set of four 40mm rubber lifting blocks, and a set of four 80mm blocks. As with all of Automaster’s lifts, only the best quality components — like oil pumps, cylinders motors, and couplings — are used, and all hinges are fitted with grease fittings for the maintenance that will ensure years of service. Automaster also offers a mid-rise belly lifter. The AM7530 also has a 3-tonne capacity, but the

portable power unit console can also be used to tow the lift to a new location. In addition, the open middle section gives more access than other lifts with more superstructure. The approach ramps can be locked in place to extend the platform by a The AM7530 ‘belly lift’ shown with optional ramp useful 285mm on each side. It also comes with four extension kit 80mm and four 40mm rubber lifting blocks, an air regulator/moisture trap and oiler, a standard single of the best value for money lifts available. phase plug, and oil hose covers. Motorcycle and quad bike servicing is catered Both of these lifts can also have the optional for by the Automaster AM-7607D. It is operated by a set of 1030mm low-profile loading ramps for the single phase 230V power supply, lifting up to 700kg lowest of low-riding vehicles. to a maximum working height of 100mm. Wheel alignment is also catered for with the fiveOptional side panels can be added for quad bike or tonne AM-8250TXD-R, which also includes twin small tractor applications. The ramp length is 400mm. rolling jacking beams for wheel removal for brake See automaster.co.nz,email info@automaster.co.nz or service or tyre rotation. call 0800 214 604 for more information. The Automaster AM-8250TXD-R has a lifting height of 2160mm, so it can be floor mounted, or recessed for a flush mount installation. The full frame under the scissor lift provides maximum stability. A runway length of 5m will cater for both long and short vehicles, while long 1900mm approach ramps will cater for even the lowest riding vehicle. Automaster’s Gary Cotterell says quality workmanship, ease of operation, and durable powder coating in red/grey, or dark blue/yellow, make this one The AM-8250TXD-R alignment lift

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The radiator specialists – NZ Radiators Ltd WHEN YOU WANT THE RIGHT RADIATOR SOLUTION FIRST TIME AND EVERY TIME, IT PAYS TO GO TO A SPECIALIST Z Radiators Ltd is a specialist radiator and heater importer and distributor supplying workshops around the country from its Christchurch base. Dale Mainwaring started the business almost 20 years ago out of a garage in Christchurch. After trading as CTC Radiators for the first 10 years, the business was rebranded to NZ Radiators in 2013 when fellow director Chris Thomson joined the business. “We remain New Zealand-owned and operated,” says Dale. “That’s another reason we are attractive to Blackfern as a supplier, as well as the fact we have a very comprehensive offering to the trade. Time is money and getting the right part first time saves a lot of hassle for the repairer.” NZ Radiators understands trade customers’ needs for quality assemblies exactly matched to the application, so the business really focuses on making sure its cooling and heating solutions are fit for purpose and durable. “Over the years we have focused on sourcing the best-quality parts we can import from across the globe and selling them through our knowledgeable telephone sales team here in Christchurch,” says Dale. The adage ‘you get what you pay for’ is very true for radiators. Chris Thomson says the market for radiators has

changed dramatically over the past 10 years, with new resellers entering to focus on importing the cheapest available high-volume product from China. NZ Radiators has a different focus, offering breadth and depth, and the right solution for every possible application. “Our range of over 1900 complete radiators and 200 heaters is constantly being added to, and it’s backed up by our team’s market-leading experience,” Chris says. The constant focus on meeting trade customers’ needs has meant continually expanding the range beyond passenger vehicles. “Our cooling solutions cover 4WD, light and heavy trucks, intercoolers, oil coolers, buses, tractors, forklifts, excavators, custom fabrication, and race radiators. We keep focusing on sourcing to meet emerging needs as we realise that the market continues to evolve, so we really listen to our customers. We are only successful if our customers are.” Dale says the national fleet and customer budgets have moved to plastic alloy assemblies in the main, but as a specialist, NZ Radiators will meet all customers’ needs. The six-strong team continues to supply or design and build copper-brass assemblies to match or upgrade older vehicles’

Directors Chris Thomson (left) and Dale Mainwaring

original equipment, or all-alloy solutions for the high-performance enthusiast market. “We have a reputation to protect, so we have always resisted the move to low-quality or low-cost options to replace copper and brass radiators. We always recommend the professional approach and we stock the range to deliver this. We understand quality first but we know the price needs to be competitive,” says Dale. As a specialist supplier, NZ Radiators stand behind its product range, with a robust warranty backing its commitment to quality first. Make an enquiry with NZ Radiators during April and go into the draw for 5000 Blackfern reward points. To contact NZ Radiators, see nzradiators.com, or call 0800 BUYRAD (0800 289 723).

New Narva beacons among few compliant with code NAPA AUTO PARTS SHINES A LIGHT ON COMPLIANCE FOR AMBER FLASHING TRAFFIC WARNING BEACONS he new Aerotech flashing amber or orange safety beacons from Narva offer greater visibility as well as better aerodynamics. NAPA Auto Parts points out the range is also one of very few types of amber beacons that actually comply with the relevant NZTA Code of Compliance. NAPA Auto Parts’ automotive product specialist Ian Murie says compliance is increasingly important in managing a well-run automotive business. NZTA has consistently shown its willingness in recent years to maintain pressure on raising performance to the standards expected across the industry. “There are a host of regulations governing many different aspects of the transport business, so it’s important business owners get reliable advice when making product purchases to avoid making an unconscious error,” says Ian. Many different types of amber safety lamps are available, including the old, unsealed units with halogen bulbs and rotating reflectors. Many vehicle operators will assume that’s all they need, says Ian. However, Narva’s new Aerotech range is one of very few LED beacons that actually meet the current Code of Practice for Temporary Traffic Management — which applies to all vehicles

Auto Channel Issue #45 April 2022

involved in traffic management in New Zealand. “I know of only one other range of lamps that complies in this style,” says Ian. The Code of Practice for Flashing Beacons, B141.1, says they must comply with a European standard, ECE Regulation 65, which requires certification of several criteria by an accredited laboratory. The new short and tall Narva Aerotech lamps meet or exceed requirements for both night-time operation (R65 Class 1) and day time operation (R65 Class 2). A light sensor in the lamps automatically switches the output down so they don’t dazzle at night. The flashing pattern is also selectable and it can be synchronised across several lamps. To comply with the code, the lamps’ output in lumens must be 30 per cent greater than the common SAE J845 Class 1 standard. Ian notes that the ECE standard is measured in candelas, which is a more specific measure than lumens. He explains candelas are measured at different points on the beam’s radius. This means a 700-lumen light with a wide beam would achieve a much lower candela score than one with a narrow beam. Narva’s Aerotech lamps were designed

in Australia to work in that country’s harsh environmental conditions. The units have virtually unbreakable polycarbonate bases that are immune to corrosion and ultrasonic welding seals the units against water and dust to the IP67 standard. Their Makrolon 2607 polycarbonate lenses are also virtually unbreakable, and UV-resistant. The lamps themselves are long-life LEDs controlled by solid state circuitry which means no moving parts and no maintenance or downtime. They come with a seven-year warranty. “That’s a pretty decent warranty period,” says Ian. The most notable feature of the lamps is their ‘trilobular’ shape, which demonstrates Narva’s fresh thinking. Not only does this present a broader surface of visible light, the teardrop shape is more aerodynamic. They have measured the reduction in drag at up to 60 per cent, which translates into less wind noise at speed. The versatile Aerotech range is 9-33 volt compatible and available with a broad range of fittings, an adaptor to match existing mounting points, or with a single bolt for a new installation, or magnetic mounts. They are also offered mounted on rigid or flexible poles. The options are all available in three sizes and power levels for small, medium, or large vehicle applications. That totals 15 different part numbers, plus the range of poles or bases. In addition, two new R65 Class 2 slimline warning lights will be released in April with narrow and low profile options. For more information on safety lighting, contact NAPA Auto Parts on 0800 800 073.

WANT TO WIN A NEW CORVETTE?

VEHICLE SHOWN IS FOR ILLUSTRATIVE PURPOSES. PHOTOGRAPHED UNDER CONTROLLED CONDITIONS.

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Right-sized tyre bay fits the bill at Kingsway THE RIGHT ADVICE LED TO THE RIGHT SOLUTION AT KINGSWAY AUTOMOTIVE AND ELECTRICAL ingsway Automotive and Electrical is well known in Takanini, having served the surrounding area for more than 30 years since auto electrician Bevan Mannix established the business in 1989. Four years ago, qualified mechanic Jaeden Owen joined to strengthen the mechanical side of the business. Two years ago, he took the step to add in wheel servicing as part of their warrant and repair business, “so we didn’t have to send people down the road,” says Jaeden. We caught up with Jaeden to ask how adding the tyre bay had worked out for them. In consultation with Treadway Equipped, Kingsway opted for the classic Steiner ST260 Tyre Changer and Steiner ST420 Wheel Balancer combo. As a Blackfern member, the workshop took advantage of an interest-free finance offer, which allowed Jaeden and Bevan to steer additional revenue into paying off the gear. Jaeden says the tyre bay provides added value

to their customers and makes it an easier choice to stay with Kingsway. He says the Steiner gear has performed flawlessly, but it only gets light use — around 10 times a week. “It’s very good compared to what I’ve used in the past — and it’s not bright red!” As part of the package, Treadway Equipped included onsite training and set up to ensure Kingsway’s crew got up and running with minimal fuss. “We make sure our customers are happy and going strong with regular check-ins. On the first-year anniversary, we even send a little gift to celebrate

ST260 Tyre Changer

COMPACT, EFFICIENT, RELIABLE The perfect option for Car Dealerships and Workshops that have a tyre changing facility or need to get into changing tyres. › A clamping range of 11 to 24", variable torque bead breaker, and the option of a helper arm make the ST260 an extremely versatile machine.

Installation and training › Our After Sales Team ensures that your machine is set up and staff trained, so your business is ready to go.

OUR PROMISE:

100 ONE HUNDRED DAYS 100% SATISFACTION

If you are not 100% satisfied with your equipment, Treadway Equipped will repair, replace or refund the equipment free of charge within the first 100 days.

GET IN TOUCH

0800 436 436 treadwayequipped.co.nz

their first year with a Steiner,” says Treadway Equipped’s equipment specialist, Mary Woolhouse. Jaeden says the tyre machine operated in a similar way to equipment he had used before, but he says all balancers are a bit different, so the training was valuable to ensure the tyre is set up correctly, and they needed to learn how to calibrate the machine to ensure it continued to measure accurately. For more information on setting up a tyre bay, or planning any addition to workshop equipment, contact Treadway Equipped on 0800 436 436, or see treadwayequipped.co.nz.

Innovation and flexibility from Hella’s DURALED ® COMBI-SR Position/Rear Direction Indicator/Reversing DuraLED Combi-SRStop/Rear Lamp with Retro Reflector Technology with Vision

NEW RELEASE

A FIVE-FUNCTION, ALL-IN-ONE DESIGN MAKES HELLA’S DURALED The new all-in-one five function Combi-SR Lamp now incorporates a built-in retro reflector, COMBI-SR IDEAL FOR VEHICLES WITH LIMITED SPACE TO MOUNT saving both time and money on installation. The all-in-one design makes the Combi-SR the SEPARATE LAMPS AND REFLECTORS ideal choice for vehicles with limited space to mount a separate reflector. he unit measures 223mm long by 96mm in has a night light function in the DT options enhance installation flexibility and the innovative HCS feature means DT Connector height, and sits 27mm tall on the mounting connector versions. these lamps work seamlessly with many late model vehicle electrical systems. Made with a ® Combi-SR Lamp in a variety of plate.DuraLED The lamps are available The unit is completely maintenance high sealed, performance Grilamid®free, lens offering unmatched resistance to impact, long term UV with Retro Reflector configurations, including a pack of 12. They are and designed to withstand highand pressure washing exposure commonly used chemicals. available with 2.5m of cable, or with a DT connector, and temporary submersion. The high-performance vehicle fleets, and the improved reliability has ➔ All-in-one function design and both types are available5with HCS technology Grilamid lens offers resistance impact,inlongmade roads safer. As with alltoproducts the DuraLED®effectively range, this new lamp offers superior durability and a that will work with either or term UV exposure, corrosion, and lifetime commonly used for complete The rear position class leading warranty* peace of mind.indicator LEDs and the night ➔ automatically Grilamid® Lens (high12-volt performance polyamide) 24-volt systems. The DT socket protrudes 24mm chemicals. Hella offers a class-leading lifetime light function consume 1.5W, the brake light 5W, the ➔ AHCS Technology (12contacts and 24V) Power Supply UV reversing lamps 2W. from the rear. six-pole DT plug and are warranty for complete peace of Certified mind. Compliance direction indicator 6W, andHarshthe BULB FIT & LED FORGET ECE ADR available separately. Hella’s DuraLED was conceived andCOMPLIANCE field For more information, visit HCS ➔ Lifetime Warranty* UV www.hella.co.nz. CERTIFIED RESISTANT RESISTANT The DT connector options enhance installation trialled by Hella ➔ Suitable for trucks, utes and trailers Part Number Description Packaging flexibility and the innovative HCS feature means New Zealand in these lamps work seamlessly with many late1998 to create CARTON PACK 2VP 015 074-001 2.5m cable version model vehicle electrical systems. Red reflector ‘fit and forget’ 24 24 27 27 26 26 223 223 BLISTER PACK 2VP 015 074-002 2.5m cable version strips sit either side of the LED panel, which LED lamps and appears white until the LEDs are activated. A large indicators. The PACK OF 12 2VP 015 074-007 2.5m cable version section turns red to indicate position and bright introduction of 96 96 96 96 red when braking. The bottom section lights up durable, lowCARTON PACK 2VP 015 074-101 2.5m cable version with HCS Technology yellow as the turn indicator, while another section maintenance CARTON PACK illuminates white when193 reversing, completing lamps has 2VP 015 075-001 DT version 193 DT LED version the five functions: reflector,instop, lowered the cost All dimensions mm rear position, CARTON PACK 2VP 015 075-101 DT version with HCS Technology turn indication, and reverse. The lamp unit also of ownership for

Visibility Optic Wide

BY DESIGN

DT connector on back

Mounting

Suitable for horizontal mounting Two hole surface mount with mounting bushes supplied

Voltage

Multivolt™ suitable for 12 and 24 volt systems

Power Consumption

Stop: Rear position: Rear direction indicator: Reverse: Night light:

Protection

Reverse polarity and 5000 watt Transient Voltage Suppressor (TVS) IP 6K7 (Protection against dust and temporary water immersion) IP 6K9K (Protection against dust and high-pressure/steam jet cleaning)

Cable Length

Pre-wired with 2.5m of sheathed multi-core cable (non DT version)

Accessory

4963-P

Lens Material

Grilamid

Compliance

ECE R148

P/N 4963-P (not included with lamp)

Technology with Vision

COMBI-SR LAMP FUNCTIONS

Stop

Rear direction indicator

Rear position

Reverse

Marketed by: HELLA-New Zealand Limited

HELLA Compatibility Solution

5W 1.5W 6W 2W 1.5W (DT version only)

6 pole DT plug, wedge and 6 contacts (DT version) ®

ECE R150

ECE R10

ISO 13207-1

HCS Technology - HELLA Compatibility Solution - These lamps are designed to International Standard ISO 13207-1 to provide compatibility with commercial vehicle indicator failure systems. *Lifetime means the economic life of the vehicle these products were first installed on.

Sales/Customer Service: Phone: (09) 577-0366

LUMINATOR 3.0 LED High Beam Driving Lamp

Email: nzsales@hella.com

www.hella.co.nz

Designed with style, built for performance - the perfect lighting choice for taking your on and off road adventures to the next level. The new distinctive position lamp function is made possible by HELLA’s innovative Edge Light technology. Must be mounted according to local installation regulations for high beam and position lamps

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

The showroom

Automaster launches new concept Auckland showroom NEW HENDERSON SHOWROOM GIVES CUSTOMERS HANDS-ON EXPERIENCE OF WORKSHOP EQUIPMENT OPTIONS uto Channel got an early look at Automaster’s new Henderson showroom recently, which demonstrates the company’s response to changing trends in equipment purchasing. Managing director Gary Cotterell says the company has expanded and moved several times over the years, but its new location in Henderson Valley Road ticks all the boxes. “Space is easy to get; you can get space anywhere, but this place has a big yard, which is much harder to find.” Automaster needs the space for handling and unpacking containers. In recent weeks, the company has taken in eight 40-foot containers from Italy and 15 from China, which has finally topped up the company’s stock levels back to where they should be. Automaster is now almost fully stocked in Auckland, as well as having a good stock of lifts in its other warehouse in Christchurch. The refurbishment of what used to be the Charlie’s Juice factory in Auckland is ongoing. The offices adjacent to the 260-square-metre showroom have been completed, giving sales staff a picture-window view of the showroom. All of the equipment installed is ready to run, so customers can touch, feel, and see the long list of features of modern workshop equipment in action. Tyre machines and balancers have been arranged in order around the walls from simplest to most sophisticated. Hoists and a wheel alignment set-up fill the centre of the showroom. Gary says they didn’t have enough space to fit all of the available hoists, but they can show 60 per cent of them. The most popular options showing key features in each range are on display.

Having done the research, many customers will have narrowed their choices down to two or three similar machines — but each will have slightly different features and price points. “That’s where the showroom comes in,” says Gary. “At that point customers are keen to see them in the metal to see differences in the machines. They can come in and get proper demonstrations with one of our very experienced sales guys, see which will work best for them, and compare the different features and price points.” It helps customers make a choice based on practical experience rather than a hunch, says Gary. All of the machines in the showroom are wired up and ready to go. Price and value for money is obviously still a key consideration when choosing equipment, which is why Automaster’s range is built around three price points — low, middle, and high. It has specified

its own brand range to deliver tyre equipment and hoists with high-quality components offering exceptional value, while also distributing some of the world’s most respected brands in automotive workshop equipment, such as Corghi, Peak, Powerrex, and Maha. Gary says home workshops which don’t have intensive use normally go for the lower price range, while tyre shops that are putting through hundreds of tyres and dealerships will often go for higher spec machines to get the durability, speed, and labour-saving features they offer. Independently owned workshops generally go for the middle ground of price and value-packed equipment, says Gary — but of course, everyone’s needs are slightly different, which makes direct comparisons, side by side, most valuable.

STOCKING UP Automaster started the move into the new premises in November 2020 but it’s only now that stock levels are back up to where they needed to be, Gary says. That meant Automaster could allocate equipment for the showroom, giving the sales team the tools and inventory they need to function as intended, while the business gets on with the renovation in other areas. Gary says the world’s widely publicised logistics problems — a lack of shipping compounding

TOUCH AND FEEL So why a showroom? “For a couple of reasons,” says Gary. “We have such a big range on offer, it’s much easier to explain the differences to the customers when they are standing in front of the machines. It is also great to be able to show the customer benefits of our equipment over the competitors’.”

Auto Channel Issue #45 April 2022

Corghi tyre machines

Top of the range Every spare in stock

exceptionally long factory lead times as manufacturers scrambled to make up for time lost to Covid lockdowns — was actually even more complicated than that. Fearing the worst when Covid hit, businesses around the world cancelled orders. They then sold down their existing stock to avoid being caught out in a locked-down economy with low liquidity and unsaleable stock. But then as global demand bounced back, businesses everywhere tried to reorder stock to get back to normal. However, as manufacturers had closed down for a period, they still had to catch up on pre-sold orders, and orders that hadn’t been cancelled, as well as the new influx of orders. What’s more, many of the new orders were double previous orders to meet pent-up demand and to build back stocks. The automotive industry was one of the first to step up demand again, says Gary. That meant lead times for new equipment blew out to over a year in many cases. “Only now are lead times coming back into reasonable time frames, around three to four months. It’s a lot better.” Asked how he had managed to get so many containers of equipment recently, Gary said they were a long time coming, but a lot had turned up at once. “We ended up with many containers stuck in Singapore waiting up to three months for shipping space to New Zealand, and that confirmed the decision to go for a much bigger yard was even more worthwhile. We have had up to six or seven containers at a time in our yard. We could never have handled that in our old location.” However, as shipping to this part of the world is still scarce and costs are very high, Gary expects it will be another year or so before things return to something like ‘normal’. “Thankfully, we’re in transport. There will be demand as long as wheels keep turning,” he says. So has Automaster switched to a higher stock strategy to cope with the ongoing supply chain issues? Yes, said Gary, especially in key products and spare parts, but Automaster had previously held comparatively high stock levels anyway, driven by the company’s long-standing focus on

Artiglio Master 28

customer service. It has always stocked parts for all the machines it sells to ensure fast after-sales support and service. “That’s where the business started,” says Gary. “And it just grew, and grew, and grew.” Automaster built its reputation on providing exceptional levels of after-sales service and support to customers and it wasn’t about to forfeit that. “This has been challenging and we have had to air freight many parts orders, due to sea freight delays.”

EXPANDING AND CENTRALISING Another key advantage of the new location was space available behind Automaster to build new premises for the group’s other business, Patch Rubber, which can also make use of the same yard. New double-storey, pre-cast walls for the new warehouse are currently being erected next to the existing buildings. Gary says that although they are run as separate, complementary businesses — Patch Rubber dealing in tyre shop consumables, while Automaster supplies capital equipment — there will be synergies in operating from the same site and having a centralised, shared head office. There are 33 staff across both companies. The head office space in the existing

administration area is awaiting refurbishment. Gary had planned to rearrange the walls but, with gib in short supply, they might well use the existing configuration and finish it later. The extensive warehouse space behind the showroom features separate areas for stacks of crated wheel service machines, forklifted out of the shipping containers. It also has extensive racking for parts and servicing, a separate storage area for the long and thin packaged hoists, and there’s an area for unboxing and assembly of equipment prior to delivery immediately, in front of the loading dock. Automaster’s warehouse in Hornby, Christchurch, is already supplying and servicing South Island customers with popular items normally held in stock. “This saves considerable freight costs and time not having to ship everything from Auckland,” Gary says. Gary says the exterior of the existing building is still to be reclad, painted, and properly branded with Automaster branding. He expects the transformation to be completed later this year, depending on material availability. For more information on Automaster’s extensive range of wheel-service equipment, hoists, and other workshop equipment, see automaster.co.nz, call 0800 214 604, or visit the new showroom at 87 Henderson Valley Road, Henderson, Auckland. Please phone first to arrange an appointment.

Sales team’s Jeremy Gilbert overlooks the showroom

The new way to estimate THE DAYS OF THE 10-MINUTE ESTIMATE SHOULD PROBABLY BE OVER epair and replacement procedures have been around for as long as cars have been and in the past they could be relatively quick because the metals, tools, and techniques were similar. Replacing a rear body panel on almost all cars involved the same welder, tools, and thought process, as the materials were all mostly mild steel, and they were replaced similarly. But those days are over — if you do not research and implement following current procedures specific to that vehicle at that time, you have much catching up to do. Change needs to happen now! Switching to using ‘current procedures’ will also measure your processes and possibly expand them, while improving your accuracy.

WHY USE CURRENT REPAIR PROCEDURES There are obvious reasons involving liability, and the improvement of efficiency, employee retention, and recruitment. In the past, workshops would assess the damage, even if just briefly, and hopefully retrieve the procedures for replacement. For this discussion, let’s assume a vehicle was slowly backed into by a large flatbed truck in a parking lot, and the rear corner of the bed ripped into the quarter panel. Easy enough to repair — replace the quarter panel. Blend the rear door, boot lid, and rear bumper cover, and so on. So you go on your trusty computer and pull up the quarter panel replacement procedures. At this point, you have already failed the test. This is not entirely wrong; you will need those specific procedures. The problem is the mindset. There should be a lot more research done before you get to that replacement procedure.

A ‘SIMPLE REPAIR’ IS ANYTHING BUT In the recent past, we would mostly disassemble a vehicle and then look up procedures and

The days of the 10-minute estimate are over

documentation to support our repair plan, but perhaps there should not be a screw turned, or a clip removed, on that vehicle until the procedures are in hand, You may consider you are doing research during and after disassembly, but you must at the very least first research/obtain some documentation even before disassembly begins. ADAS, construction/structural materials, and safety-related concerns such as batterydisconnect procedures should be sourced before touching the vehicle.

PROCEDURES ARE ‘MOST CHANGED’ More vehicle manufacturers are doing a better job of providing the information needed to repair today’s vehicles. It’s in their interests to have their cars repaired properly, regardless of who is performing the repairs. Aside from being more available, procedures are also in the top section of our industry’s ‘most changed’ list. We have so many changes in vehicle materials, construction methods, and added safety/comfort features. We also have different procedures for many aspects. Knowing how an ADAS function may be affected as the result of just removing a part/component for a related repair should drive the research component of repairplanning at the beginning phase.

HIGH-VOLTAGE HAZARDS

The triangles are weld points indicating outside, middle, or inside, and how many

Auto Channel Issue #45 April 2022

Check precautions on disabling or general handling for any vehicle with a high-voltage system, such as a hybrid or battery-electric. We should all know that orange is the typical colour used for high-voltage wiring and other components, but there are also vehicles built with a system above 12 volts that are not considered ‘high-voltage’. Those vehicles may use various colours for the wiring and components in those systems. Blue and yellow are common, but this is not standardised. Note these vehicles may not have much in the way of the helpful badging that BEV (Battery Electric Vehicle), HEV (Hybrid Electric Vehicle), FCEV (Fuel Cell Electric Vehicle), or PHEV (Plug-in Hybrid Electric Vehicle) vehicles typically display. The need to research before touching the vehicle is the important takeaway here. If you see large battery cable-size wiring that is not black or red, back away and do some research before proceeding.

ADDRESS SAFETY AND CALIBRATION REQUIREMENTS ON THE REPAIR PLAN Once you have determined what systems the vehicle has, those safety and calibration requirements can be addressed on the initial estimate, or work order. It takes a lot longer to form a repair scenario than it ever has in days past. Hours, maybe even days, can be involved. Education is the key here. We cannot expect our industry to function as it did 20 years ago. There are far too many differences in these vehicles/ repair procedures, and the advancement of safety/ convenience features, to determine the proper collision repair process quickly, and proper research takes time.

REPAIR OR REPLACE? Once we determine the vehicle is safe to approach and dismantle, the next question is, “What types of materials are we working with, and what is allowed?” We all know there are a lot of talented craftspeople in our industry who have the capability of repairing parts/panels. The problem with having the ability to do amazing things is that it can sometimes mean something is repaired when it should have been replaced. We must focus on subsequent collisions and the ‘whys’ behind a manufacturer’s procedures/guidelines. The construction/structural material documentation and the general guidelines will determine if the repair or replace question is even valid. We already see less repairability when it comes to structural parts, meaning a replace-only description will be more common when it comes to damage to some advanced steels.

A BASIC CHECKLIST Assuming the vehicle with the damaged quarter panel is not a hybrid/electric vehicle, or has anything above a standard 12-volt system, we need to assess the supplemental restraint system, enable/disable, repairs/inspections required after collision guidelines including seat belt inspections, etc.; battery disconnect procedures, and electronic components reset; construction/ structural materials diagram; material repairability matrix; welding guidelines/machine set up; body panel gap/tolerance guideline; welding symbols explanation, welding/bonding guideline; corrosion protection guidelines, body sealant procedures,

The location of 1500MPa UHSS on a

very well be specific and lengthy inspections of that system and related components.

2018 Honda Odyssey

THE DISCOVERY PHASE

undercoating guidelines; body dimensions/opening measurements; soundproofing/insulation/foam guidelines or procedures; steering/alignment measurements/calibration; scanning pre/post, and ADAS inspections/calibrations (if applicable). Now you can print those panel replacement

procedures you’ve been after. You should have a book to place them in already. If you were researching any inner structure, uniside, frame rail, or such, expect that ‘book’ to be much thicker. It’s also important to note that even though there was no airbag deployment in our example, there may

Cross sections of UHSS parts requiring specific welding and replacement procedures

Before beginning any repairs, measurements of the body/frame and steering alignment diagnosis should be a part of the discovery phase. There is a lot of debate about why measurements and wheel alignment are necessary. Maybe you can look at a bonnet and tell if it’s damaged or not, but you cannot ‘look’ at a steering/suspension system or a structure and tell if it’s within specification. The stack of procedures/guidelines must remain with the vehicle and be followed accordingly, but technicians often don’t take the time to read and understand what has been given to them. They need to understand that if administrative staff are doing procedure research, they are equipping that technician to do a safe and proper repair to that vehicle. The owner of that car, truck, or SUV deserves that commitment. If a third-party payer is involved, they also need to understand that this is needed for repairs to be performed properly, and there is a cost associated with this process. Most automakers have subscription capabilities for their repair manuals, which is not a cost of doing business. It is the best way to obtain current information. The time it takes to do research is another consideration.

IT’S A NEW WORLD There is no more ‘one size fits all’. There is no more ‘I did that same repair last month’. There is no more ‘I’ve been doing this for XX years’. There will need to be sweeping changes in the expectations we deal with. It is the only way to provide a safe and quality repair that will endure the test of time and, more importantly, perform as designed in a subsequent collision.

Definition of symbols

Tips for top-quality welding GETTING THE BASICS RIGHT SETS YOU UP TO DO HIGH-QUALITY WORK oing back to the basics can make the difference between a quality repair and a disappointing one, maybe even one that will fail. When it comes to inspecting vehicle repairs for safety and quality, one of the first things to consider is welds. This is critically important, as welds have a significant impact on the way the repair will stand the test of time — especially in another collision. A visual inspection for porosity, penetration, cleanliness, and incomplete welds will reveal obvious defects that weaken the weld and potentially cause a repair to fail, but that is just the beginning.

similar material of equal thickness. This allows the person welding to accurately adjust the settings and techniques to the material and thickness that is being joined. Destructive testing is done by tearing and twisting the test weld to show if a proper weld has been created. It’s important to avoid guessing a weld’s strength. Each vehicle is so different, with so many combinations of attachment methods and material stacks, there’s no way for a welder to have a set up that can effectively weld all the different scenarios that a technician may encounter on a vehicle.

VISUAL INSPECTIONS AND DYE PENETRANT

COMPLEXITIES OF UHSS

A visual inspection is the best place to start, but you have to know what you’re seeing. Looks can be deceiving. Test fitting of panels, flange preparation, and weld penetration are all things that can be inspected visually and give an indication of the quality of the weld. In some cases, the vehicle maker may also call for the use of a dye penetrant that can be used to check for cracks and defects in the weld. This method is most commonly called for during aluminium welding, but can also be used on steel welds. Dye penetrant requires three parts — a cleaner, dye, and developer.

DESTRUCTIVE TESTING Destructively testing a weld to evaluate its characteristics is another crucial step in the repair process and should be performed on a

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Ultra-high-strength steel (UHSS) is being used in even more complex ways than in previous vehicle generations. With this level of complexity, using the proper welding techniques, attachment method, and settings becomes even more important. When spot welding is used during repairs, UHSS may not weld the same as mild steel. The welder will need a different setting for UHSS to make a good weld. The vehicle maker may also have requirements for a specific spot-welding machine that may have preset programs for specific applications. Some spot welders may only need the sheet thickness and the type of material to be input and the welder will make the necessary adjustments. Finally, some OEM procedures also require specific manual settings for the spot welds at specific locations to ensure the material is being joined correctly. When GMA-welding UHSS, such as boronalloyed steel, there are additional considerations. Most UHSS parts are typically replaced using

squeeze-type resistance spot welds (STRSW) at a factory seam, and GMA plug welds are used to attach the part where a spot welder cannot reach. Also, you need to understand that just because it was attached at the factory with a spot weld, it doesn’t mean that is how you’re required to replace that weld. In the vehicle specific repair manuals, procedures may include specific locations to be replaced with structural adhesives, extra welds, plug welds, structural rivets, or weld bonding. The only way to find this information is by doing the research before starting the repair to ensure that you have the correct tools and materials on hand to complete the repair. When making welds on UHSS to UHSS, there may not be tear-out of the weld nugget. When making welds on mild steel to UHSS, or highstrength low alloy (HSLA) steel to UHSS, there should be tear-out of the weld nugget of the weaker steel. If there is tear-out of the UHSS, the heat has changed the strength of the metal. First and foremost, given the many alternatives available, the initial place to turn for any welding guidelines that are vehicle-specific is the OEM repair procedures, typically found under general welding guidelines.

WELDING TIPS • Always practice welds on scrap material from the damaged part before welding the new part onto the vehicle. • Always check welds before moving on to the next process. • Before destructively testing welds, inspect them visually first. If it’s defective, the destructive test will be pointless. • With spot welding equipment, check and make sure that the welder is receiving the correct voltage at the receptacle. If the voltage is too low, it will not make a good weld. • Always look first to the OEM repair procedure for the correct information.

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Car News

VW launches electric Kombi Volkswagen Commercial Vehicles’ new ID (electric) model aims to follow in the iconic Kombi’s footsteps with a new look that pays homage to Volkswagen’s past. The electric all-rounder transfers seven decades of Kombi know-how into the new five-seater ID Buzz and the ID Buzz Cargo version. Volkswagen Commercial Vehicles’ general manager Kevin Richards says it will bring both models to New Zealand next year. “The ID Buzz marks a shift for Volkswagen Commercial Vehicles into the electric era and we’re confident it will also create a lot of love for the brand

by bringing back some happy memories. “To have an icon reimagined like this that fits with the needs of modern mobility, means we’ll be seeing future generations telling their own ID Buzz stories so the legend will continue,” says Richards. Knobs and buttons in the cockpit are replaced with a touchpad on the steering wheel. A state-of-the-art Augmented Reality (AR) projection, courtesy of an AR heads-up display, projects the navigation directly in front of the car onto the road. There’s even intelligent LED headlight ‘eyes’ that communicate interactively with the driver and passers-by. It also offers the ‘Plug & Charge’ function that allows the ID Buzz to serve as an energy storage device so customers can power their home or charge other EVs. Bi-directional charging can also come in handy during camping trips to power speakers, cooking appliances, and lights. The synchronous motor generates 150kW of output, and 310Nm of torque is at the rear, driving

the rear axle. Production of the ID Buzz is set to start in the coming months for launch in Europe later this year. “We’re working very hard with the factory in Europe to get the ID Buzz into New Zealand next year as soon as possible,” says Richards. “The only downside to creating such a fantastic ‘buzz’ with this vehicle is that everyone wants one. Demand in Europe is so strong that we’ll just need to be a little bit more patient downunder before we see it.”

Audi foreshadows Avant electric station wagon Audi has unveiled the A6 Avant e-tron ‘concept’, but says it’s pretty close to the production version due in 2024. “I can promise you that a lot of what you see now will be available on the road,” said Wolf Seebers, who led the car’s exterior design. The A6 Avant e-tron promises to be quick like its petrol forebears, and of course other EVs, reaching 100kph in under four seconds in dual motor guise, producing a combined 350kW (470hp) and 800Nm (590 lb-ft) of torque. A massive battery of “around 100kWh” will provide 700km of range under the optimistic WLTP testing cycle in a more efficient single-motor configuration. It is based on the new forward-looking PPE platform, with the same dimensions as the A6 Sportback e-tron. At 4.96m long, 1.96m wide, and 1.44m high, it slots into the luxury station wagon class. “The A6 Avant e-tron concept will attract a new audience to transition to fully-electric,” said Dean Sheed, general manager of Audi New Zealand. “We welcome the quattro and high-performance versions, which Audi is legendary for in the New Zealand market. The Avant body shape has a premium new design, whilst offering the extra utility that Kiwis love.” It also offers clues to the look of future Audi

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electric models. “With the Audi A6 Avant e-tron concept, we are offering a completely tangible look at future production models on our new PPE technology platform,” says Audi board member for technical development, Oliver Hoffmann. “We’re not just electrifying the Avant’s successful 45-year history. What we want most of all is to use technical skill to add an exclamation point. In particular, this includes powerful 800-volt technology, 270kW of charging capacity, and a WLTP range of up to 700kms.” The Audi A6 Avant’s back end is not the only thing that qualifies it as the storage champ. With

its 800-volt system and a charging capacity of up to 27kW, it can take in enough energy in just 10 minutes at a fast-charging station to drive about 300kms. The models in the Audi A6 e-tron family are uncompromisingly suitable for long trips. Audi also says the A6 e-tron concept — as is typical for an electric car — outshines its rivals with combustion engines. Thanks to its high torque right from the first revolution, even entry-level models designed for efficiency will accelerate to 10 km/h in less than seven seconds. And in the top-of-the-line, high-performance models, this sprint can be reduced to well under four seconds.

Kia add Red Dot award to 2022 European COTY title Shortly after being crowned 2022 European Car of the Year, the multi-award-winning Kia EV6 added overall victory in the prestigious 2022 Red Dot Design Awards. The 50-strong expert jury of the renowned international design competition awarded the EV6 with the ‘Red Dot: Best of the Best’ accolade for its pioneering design. The all-electric crossover was also named winner of the Red Dot ‘Innovative Products’ category. As Kia’s first dedicated battery-electric vehicle, the EV6 has a powerful visual identity, combining sharp stylistic elements and sculptural shapes. The EV6 is also the first Kia to be based on the company’s Electric-Global Modular Platform (E-GMP) which has given it a spacious interior, a driving range of up to 528km, and 800-volt ultra-fast charging technology that enables the vehicle to be charged from 10 to 80 per cent in just 18 minutes. Karim Habib, head of Kia Global Design Centre, said: “The EV6 is a very important vehicle for the Kia brand, as it is our first fully dedicated EV with our best technology for a new era. We have the ambition to keep pushing the boundaries of automotive design and to back up product substance with inventive, bold, and forwardlooking designs. “These two Red Dot awards honour the hard work of our teams and encourage us to stay the course towards the future of environmentally responsible mobility for all.” Since 2009, when the Kia Soul became the first vehicle from a Korean brand to receive the award, a total of 27 Kia models have won Red Dot awards.

Renault resumes production in Moscow After a pause following Russia’s invasion of Ukraine, Renault has resumed operations, apparently in response to Putin’s threat to nationalise factories of foreign companies that pull out. While many others have pulled out of the market in response to economic sanctions, Renault said in late February that it was pausing production due to a “forced change in existing logistic routes”, but it had not pulled out of the market. Renault is Russia’s largest foreign automaker. In mid-March, unnamed sources said it did not want

The EV6 is also the sixth Kia to receive the Red Dot ‘Best of the Best’ accolade.

COUSIN TO NEW ZEALAND COTY WINNER It was the EV6’s cousin built on the same platform, the all-electric Hyundai Ioniq 5, that claimed the 2021 New Zealand Car of the Year title — the third EV in a row to claim the prestigious award. Previous all-electric winners of the award were the Mercedes-Benz EQC in 2020, and the Jaguar I-Pace in 2019, but the Ioniq 5 is also the first winner of the award to qualify for the government’s ‘Clean Car’ rebate, with its entry-level variant eligible for an $8650 discount. The fully dedicated electric platform features technology that allows for a range of up to 500km for premium variants, and high-speed charging able to add 85km of range in just five minutes on the new generation of hyperchargers. It’s a powerful and brisk performer, with the flagship variant’s dualmotor electric system mustering 225kW of power, and 605Nm of torque, which in turn delivers a 0-100kph sprint time of just 5.22 seconds. And while the EV6 has new genre-defying styling, it’s the Ioniq 5 that makes all other cars look old-fashioned. The New Zealand Car of the Year is selected by members of the New Zealand Motoring Writers’ Guild, the professional body for motoring journalists

to exit the market for fear of losing its production sites. The automaker was responding to threats made by the Russian government suggesting it would nationalise the production plants of foreign companies that pulled out of the market during its invasion of Ukraine. The French automaker also owns a controlling 67.61 per cent share in Lada Auto Holding, which in turn owns Avtovaz, the maker of the very popular Lada brand of vehicles. In all, Renault controls about 30 per cent of Russia’s automotive market, employs around 40,000 people, and makes 8 per cent of its core earnings there, according to Citibank. Avtovaz said recently that it was partially halting production at its plants in Togliatti and Izhevsk between 21-25 March due to shortages of electronics parts.

and content creators from around the country. The guild’s two dozen voting members test the vehicles in their home environment — important for providing a ‘real world’ result. New Zealand Motoring Writers’ Guild president Richard Edwards notes the Ioniq 5 is a gamechanging vehicle. “It is truly mould breaking, without sacrificing efficiency, practicality, or attractiveness. It is an allround intriguing car, even before you consider its exceptional all-electric drivetrain.” Guild secretary Fred Alvrez lauded the car for its ‘clean sheet’ approach. “The Ioniq 5 goes to show what a car manufacturer can do when they start with a clean sheet and create a car that’s an EV from the ground up. It drives brilliantly.”

Hyundai New Zealand general manager Chris Blair (left) and NZ Motoring Writers’ Guild president Richard Edwards

Along with Lada models, the Izhevsk plant also produces Dacia Logan and Sandero at the plant, according to Reuters. Reports indicate, though, that the economic sanctions being imposed against Russia could cause its automotive market to shrink by 50 per cent this year. Along with the economic sanctions, supply lines and production pauses have affected the market, too.

Rented driveways As the UK grapples with a new Workplace Parking Levy (WPL), a charge on employers who provide 11 or more workplace parking places, enterprising residents are offering a cheaper alternative. Nottingham is currently the only city in the UK to have imposed the controversial policy, but it is feared other councils will soon follow suit. In the event of a parking levy being introduced more widely, Harrison Woods, CEO at YourParkingSpace.co.uk, says parking on rented driveways could be a cost-effective option. “Commuters can be reassured that alternative parking arrangements are available. Driveways listed near office locations can be a serious money-spinner for homeowners. In fact, on average, homeowners listing on YourParkingSpace made £892 in 2021 and a combined total of £26m.”

VW to go EV-only in America Volkswagen is investing US$7.1 billion in North America over the next five years, to boost its product portfolio, regional R&D, and manufacturing capabilities, while phasing out petrol and diesel-powered vehicles from its line-up. The company is aiming to exit from ICE sales at the beginning of the next decade. An assortment of new electric vehicles will be built in the United States. As previously announced, the company’s plant in Chattanooga, Tennessee, will begin building the ID4 in the second half of 2022. The company will then begin building the ID Buzz in America in 2024, while new electric SUVs will follow, starting in 2026. Volkswagen Group brands will introduce more than 25 new electric vehicles to American consumers through 2030. Besides new EV production, Volkswagen’s battery engineering lab in Chattanooga will

Audi gets in first with virtual reality platform Audi reckons it will be the first automobile manufacturer in the world to bring virtual-reality entertainment from Holoride into series production. Beginning mid-year in some markets, back-seat passengers can put on virtual reality glasses and immerse themselves in games, films, and interactive content — but the big draw is virtual content that will adapt to the driving movements of the car in real-time. For example, if the car is taking a right turn, the spaceship in the imaginary world will also fly to the right. If the car accelerates, so will the spaceship. Initiated by Audi, the development of this innovative VR or XR (extended reality)

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start operations in May. It will enable the automaker to test and validate batteries for all their upcoming electric vehicles in the American marketplace. Volkswagen is aiming to localise all major design and engineering responsibilities for body and interior products destined for the domestic markets by 2030. The company said this “approach reflects the company’s emphasis on American consumer demands, while scaling Volkswagen Group’s global vehicle platforms (MEB and future SSP)”. In effect, it sounds like future models will ride on a global architecture, but feature unique styling inside and out to appeal to Americans. Volkswagen is also planning to upgrade its factories in Puebla and Silao, Mexico, for the assembly of electric vehicles and components (such as e-motors), by the middle of the decade.

technology is being advanced and commercialised for different manufacturers by the tech entertainment start-up Holoride. The Munich-based start-up has established a completely new media category that they call ‘elastic content’ — content that adapts to driving movements, journey time, and driving routes. The result is immersive experiences with a previously unknown level of quality. From June 2022, Audi models with the latest upgrade of the modular infotainment toolkit (MIB 3) could be Holoride-capable, but availability will vary according to market. The new start-up technology will launch in Germany, the United Kingdom, and the US markets. Other markets will follow successively. According to Holoride, in the future the progressive automation of travel by car will make new forms of entertainment possible while driving.

When drivers also no longer have to concentrate on driving, they can turn their attention to other things — work, reading, watching films, or gaming. The motion-synchronised voyage through virtual worlds with Holoride also reduces the common phenomenon of motion sickness often experienced by passengers reading a book or using electronic devices, as the visual information now syncs with the physical sensations.

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The magic mixture EVERY COMPONENT IN THE FUEL SYSTEM, FROM TANK TO INJECTOR, HAS A ROLE TO PLAY IN FEEDING THE ENGINE THE RIGHT MIX he drive to increase overall efficiency has powered innovation and development in vehicles and aircraft almost since the first inventions. Now rising fuel costs, and a greater awareness of our impact on the environment, place even greater emphasis on this goal both for consumers and regulators.

possible, you need to make sure that all elements of the fuel delivery/control systems are working exactly as they should.

THE SUM OF ITS PARTS Every component in the fuel system, from the fuel tank to the injectors, is designed to deliver the correct amount of fuel to the engine under any foreseeable circumstances. The ECM is in charge of maintaining the correct air/ fuel ratio and does so by controlling the amount of fuel injected, based on its internal programming and data received from external sensors.

While the current crunch on oil supplies is accelerating the switch to electric power among consumers and car makers, the drive to make the most of conventional power plants and to reduce emissions remains fierce. And, of course, there are many thousands of cars and utes out there running conventional fuel injection engines and, to keep them running as efficiently as

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The simplest way to understand how the ECM performs this task is to remember that it has no idea what is happening unless it is told. For it to figure out how much fuel to add, it has to know how much air is getting into the engine. More precisely, it needs to know how much air by weight. A stoichiometric air/fuel ratio for petrol engines is 14.7 pounds of air to every pound of fuel. So what affects the weight of the air? Altitude does, and so does temperature. Early fuel injected systems used manifold absolute pressure sensors (MAP), among others, to allow the ECM to calculate the density of the incoming air charge using the ‘speed-density’ method. Many manufacturers have switched over to mass airflow sensors (MAF). This sensor measures the mass of the air entering the engine directly. With either method, once the ECM knows how much air is going in, it can calculate how much fuel it needs to add. It delivers that calculated amount of fuel by precisely controlling how long the fuel injectors are held open. This is the pulse width parameter identifier (PID) you see on your scan tool. Typically, a fuel injector will be held open only for a few milliseconds at idle. To put that in perspective, watch a spark jump across a plug gap for a few seconds. That takes about 1.5ms, so multiply that by two. Not much time, is it?

Once the ECM has delivered the charge and combustion has taken place, it needs to be told if the charge delivered was correct. This is where the oxygen sensors come in. Let’s stick to conventional sensors and Air-Fuel Sensors (AFS). The first functions more like a switch than a sensor, while the latter can measure what’s left over in the exhaust pipe. Both report what they see to the ECM, so it can decide whether it hit its mark or not, and if not, if it missed by too much or too little. The ECM takes that feedback and alters the next injection to compensate, then waits for the report on how it did that time. This is what techs refer to when they say a system is in ‘closed loop’. ECM trouble codes (DTCs) for system lean or system rich will set when the ECM can’t correct enough to make the sensors happy with what they are seeing. And consider this when diagnosing general drivability complaints and even some misfires — injectors are tied together by bank or by firing sequence. Currently, no injection system is able to correct an individual cylinder independently. Often, the cause of a drivability issue is found in a cylinder that is running leaner (less fuel or more air), or richer (more fuel or less air) than its companions, yet the companion cylinders are the ones exhibiting the symptoms.

For example, a leaky injector can result in a rich condition in one cylinder that is detected by that bank’s feedback sensor. The sensor faithfully reports its findings and the ECM adjusts by reducing fuel until the sensor is happy. Now the weak cylinder is getting enough fuel, but its companions are receiving too little and may even misfire as a result of this now lean condition.

BACK TO THE BEGINNING This occurs after the fuel reaches the fuel rail. The journey starts in the fuel tank. Fuel in the tank on most cars has to first pass through a filter before entering the fuel pump module. The module is a can of sorts that houses the fuel pump, and the idea is to prevent starving the pump whenever the vehicle changes direction or inclination. The pump draws what it needs from the can through another filter mounted to its inlet. The fuel then passes out of the pump and through yet another filter, before reaching the fuel rail and the injectors (many equipped with yet another filter).

Older systems had a means of regulating pressure on the fuel rail. This was thought to be needed to account for the pressure differential that existed at the injector’s tip, with one side at manifold pressure and the other at fuel line pressure. Without the correction, the amount of fuel delivered would be less when internal pressures in the intake tract increased, without a corresponding increase in fuel pressure. Engineers do not hold this concept as tightly as they once did, and most returnless systems today are equipped with fixed pressure regulation in the fuel pump module or the fuel filter itself. Proper fuel pressure is, of course, still an important part of a properly functioning fuel system, but often overlooked is the equally important question of fuel volume. As airflow into the engine increases, the amount of fuel required also increases and the delivery half of the fuel system has to keep up with the demand. Remember all those filters in the system? If the first is restricted, fuel flow into the pump well will be reduced and it is possible for the pump to run dry, even when it’s at the bottom of a full tank of fuel. Likewise, restrictions in the pump filter can cause pump starvation. Clogged in-line filters reduce the amount of fuel volume reaching the engine, even though your pressure tester is reading in specification. All three are good reasons to include a thorough tank cleaning whenever you replace a failed pump.

Check your service information (SI) for a volume specification, but if none is listed a general rule for static (key on, engine off) test is one quart in 30 seconds. Perform this test by disconnecting the fuel line from the rail and redirecting the fuel into a clean, graduated container. Bypass the fuel pump relay, or use the bi-directional controls on your scan tool, to run the pump. Safety first! Use eye protection and keep a fire extinguisher handy in case you splash fuel on something you shouldn’t have.

TEST

A scope is very useful here. By using a pressure transducer instead of a mechanical pressure gauge, you can use a scope to measure pressure over time and measure the pressure drop across each injector to detect one that might be leaking or clogged. Performing an injector drop test using a scan tool, or by mechanically firing each individual injector, is a time-consuming chore that is virtually eliminated by using your scope instead. All you have to do to identify the offending injector(s) is trigger off of the No. 1 cylinder’s injector, and then follow the firing order down the pattern. At the same time, a third channel on the scope is assigned the task of monitoring current flow through the fuel pump. This is called current ramping and is not a new technique. It has tremendous value in determining the overall health of the fuel pump by tracing the current flow through each individual commutator segment (that’s the copper strip at each end of the motor winding

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where the brushes contact) on the little electric motor that is the pump. Healthy pumps will have definitive peaks and valleys in the waveform, while worn pumps will have a more erratic appearance. In addition to examining the pump for mechanical wear in the brushes and commutators, you can determine the operating speed of the pump. Most fuel pumps use eight commutator strips, but occasionally you’ll run into one that uses 10 or 12. Look carefully at your scope waveform to see if you can see the repetition in the pattern. Then place your time rulers on the peaks of the first and last segment. If your scope doesn’t calculate the RPM for you, plug the time you measured into this formula: 60,000 ÷ (time measured in milliseconds) = revolutions per minute. Specification for pump speed is rarely listed so use 5000 to 6000 RPM with the engine running as a guide. Diagnosing a fuel delivery problem can be streamlined when you examine pump speed and the pump’s current draw together. For example, let’s say you have a no start condition and you’re troubleshooting. You stab the Schrader valve on the fuel rail with your pocket screwdriver and nothing comes out. Next, you locate the fuel pump relay and bypass it to power the pump continuously. When there is still no fuel at the rail, are you ready to condemn the pump?

NOT SO FAST You can even leave the pressure transducer on the bench for the moment. Just grab the low amp probe and clamp it over that jumper wire you just used to bypass the relay and examine the pattern you get. As a general rule, you should see about 1 amp of current for every 10psi of pressure. Let’s say the pressure spec for the car you’re working on is 60psi. If everything is working right, the pump should draw about 6 amps. No current flow means an open circuit and time to do a little electrical diagnosis. Low current flow means the pump isn’t working very hard and, if it’s coupled with a higher than normal RPM, odds are the pump module has run dry, or the tank is empty! But if the RPM is lower than normal, you could be dealing with a voltage drop issue somewhere in the circuit. What if the pump current draw is high, but RPM is low? In this case, suspect a clogged fuel filter downstream of the pump. Like any motor, current draw will increase in relation to the work the pump has to do. The harder it is for the pump to spin, the more current it will demand.

Auto Channel mar22.indd 1

15/03/2022 11:00:01 AM

Achieving the impossible CRE DEVELOPS THE WORLD’S FIRST FORD ALUMINATOR-POWERED TA2 HERE IN NEW ZEALAND AHEAD OF A RETURN TO RACING IN THAILAND WORDS: MARCUS GIBSON PHOTOS: STRONG STYLE PHOTO

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ast time we checked in with Jono Corliss of Corliss Race Engineering (CRE), he’d just relocated back home from Thailand, bringing with him a few containers of TA2-based TAV8 race cars, and setting up a new race shop at Hampton Downs. While here, the team got stuck into endurance racing. But with the rest of the world now opening back up and returning to some kind of normal, which of course means racing once again, the team has since shipped two cars back to Thailand, ahead of the 2021 Thailand Super Series. But their time in New Zealand has seen one major upgrade …

Through CRE’s relationship with Ford, finally the cars are powered — rightly so — with Ford power plants. But not just any power plant. Teaming up with Mostech Engines in Queensland, which is responsible for supplying engines to numerous Supercar teams including DJR, and sole supplier of the new Ford 5.4 for the Gen 3 Supercars, the TAV8s have become the first TA2s in the world to run the Ford Performance Aluminator 5.2 litre. It was Ford Performance Thailand that came to CRE about developing a Ford-powered package for the TAV8s (TA2s), as Jono explains: “Majority of the TA2’s is

US run GM engines, so I evaluated the options, and basically we were looking at Supercar money to bring the single cam motor up to our required specs because Ford doesn’t make any motors we saw fit for this application. All their motors development has moved on from the single cam pushrod applications, so we’d be heading down the route of using aftermarket components etc.” When the idea of running a modern Coyote was floated that’s when things really took off, although there was one major hurdle to overcome. “We went through an elaborate program using a GT4 engine which was

supplied to the chassis builders, who confirmed that the engine does not fit and it was too big a job to make it fit, with a cost estimation of the job difficult to even gain.” With the US based chassis builders Howe leaving the team searching for answers and a delivery that would not meet our deadline, Jono put his hand up. They had two NZ-based Mustangs sitting idle, so Ford gave the green light to cut them up to fit the wide berth Coyotes. Both cars had all the tube frame forward of the A pillar removed so that new front clips could be fabricated, although they were careful not to mess with any of the geometry so that it wouldn’t open up another can of worms for the team. But a job that chassis builders were reluctant to take on stating it was extremely difficult to fit in this chassis, was soon completed in short order here in New Zealand. While this was going on, Mostech was busy on the engine development side of things, clocking up plenty of dyno time, and life cycling of the engine components underway. The engines are built in the USA by Ford performance to a spec not too dissimilar from what the gen 3 Supercar Ford engines will be, just with a different crank and rod combo, and different intake. They start life with a Shelby GT350 Ford Performance block, and at the hands of the same team who build the Cobra Jet engines, the blocks receive the usual suspects with rods from Manley, pistons from Mahle, ARP hardware, and the crank itself is the GT 350s forged

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CRE prefers to keep things on the conservative side, and are only revving to 7800 which still saw well north of the 600hp figure item. The heads are also from the GT 350 program and have been CNC ported. As you’d expect, there are differences between the race engine and the crate offering, some of which is public knowledge, some not, the most glaring being a dry sump system. Surprisingly, there are plenty of shared components like the impressive Cobra Jet dual throttle body intake. On the dyno at Mostech the combination was spun as high as 8600rpm, at which point it’s producing well north of 600hp, with an expected race life cycle of 10,000km. However, CRE prefers to keep things on the conservative side, and are only revving to 7800 which still saw well north of the 600hp figure. They are also looking at the idea of running restrictors, which pulls the power down to around the 550 mark. Backing them is the same driveline they ran with the LS package — a New Zealand-built TTi paddle shift six-speed, and Detroit

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This thing was a jet and we haven’t even touched a shock — it was massively positive locker equipped camber adjustable 9-inch. It wasn’t all plain sailing, as the off-the-shelf bellhousing was found to sit way too low in the chassis, so required considerable modifications to work. Earlier this year the final engines made their way to New Zealand for the team to fit in both cars to be tested before heading to Thailand, which is where we caught up with the NZ-based CRE team, who only had a short half-day test window before shipping out — talk about pressure. “We started in a restricted form and slowly increased RPM and a few other parameters in the ECU over the day so we could monitor all the vitals,” Jono says. “We tidied the tune during the four-hour test session, and the lap times directly reflected the times we’d previously had with the LS. So we were on the money straight away without any engineering. I was kind of like doing high five — this thing was a jet and we haven’t even touched a shock — it was massively positive.” While power levels are identical in both engines, where the Ford really trumps the GM is in the tunability, and in turn the driveability. “The Coyote is slightly heavier, but its performance makes up for that due to the variable valve timing,” Jono explains. “You can manipulate the powerband to the effect that it brings parity back in. It makes the engine respond differently, so you’re not running on traction control as much as a driver, whereas the LS is fixed and when you punch 50 percent throttle this is how much torque you are going to get. This is quite different. In the LS it was quite common to up shift mid corner and carry speed with the torque, but with the Coyote you stay down in that gear because you have so much more control of the power. Because it didn’t have that old school thump

Auto Channel Issue #45 April 2022

which would make it a handful.” The only other change that has taken place to the cars, was the aero development which Ford themselves took care of. The cars were 3d scanned, and then new aero components 3d printed in plastic before final versions were printed in carbon. It’s one thing that Jono points out as a massive benefit having factory backing brings. It’s not the money, it’s the resource they can throw at a program, something a private just can’t match. With the cars now having made their race debut for Ford Thailand Racing in the Thailand Super Series, just how competitive they are in the

Auto Channel Issue #45 April 2022

It’s something you can’t really test until you’re there running hard for an hour straight GTC category will soon become apparent. But the team are well aware that new engine programs take time to develop, and are using this Covideffected shortened season as a test bed to iron anything out in preparation for a full season in

2022. One of the first things to come up was the oil temperature. Given that Thailand is located on the equator, the ambient temperatures compared to those in New Zealand are extreme, and given the engine has more moving parts it creates more heat and friction. “It’s something you can’t really test until you’re there running hard for an hour straight,” Jono says. “So an oil cooler upgrade is on the way. But as far as first runs go, the weekend was a success.“ We’re sure this will begin to open up the eyes of other teams and organisers around the globe, about the package, and we’re sure one of the first calls will be to Jono here in New Zealand.

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Products

The latest automotive products

See and be seen Hella has used LED ‘light pipe’ technology to create an innovative position light integrated with a powerful high-beam light bar. Multivolt circuitry means the dual function lamp can be powered by 12V or 24V DC, while only consuming 36W on high beam. Any input between 9 to 33 volts offers optimum brightness. The light bar is designed and manufactured in New Zealand to meet the IP67 water and dust protection standard, and it is easy to clean compared with heat fin designs. It comes with a five-year warranty. For more information visit www.hella.co.nz.

Space saving wheel aligner The web-based Beissbarth Q.Lign Compact does away with the traditional PC-based cabinet and trolley, freeing up space around the vehicle and making alignment easier. It also frees up workshop space for headlight or ADAS calibration equipment. Three arm targets attach without touching the rims and provide instant feedback via screens visible under the vehicle, while the alignment is managed wirelessly via a workshop tablet, smartphone, or PC. The Beissbarth Q.Lign Compact is available exclusively through Repco Equipment 0800 237 726.

Ignite the light Built with workshops in mind, the Ignite handheld rechargeable LED inspection lamp features a torch, docking station, and wireless Bluetooth speakers. The 10W high intensity COB LED for the inspection lamp operates for up to three hours, while the 1W high intensity SMD LED can run for up to four hours. It is shockproof and dirtproof, making it suitable for use indoors and outdoors. This unit can be handheld, surface mounted or hang mounted. For more information, see cooldrive.co.nz.

The right bright beacon Narva Aerotech beacons and warning lights are ECE R65 compliant, which is the standard required for compliance with NZTA’s Code of Practice for Temporary Traffic Management. It is one of very few amber beacon ranges that actually complies, according to stockists NAPA Auto Parts. The beacons’ innovative ‘trilobular’ design also offers a broader light surface, automatic day and night intensity switching, and better aerodynamics for less noise. The solid state design with no moving parts is backed by a seven-year warranty. For more information on Aerotech beacons, or correct advice on Code of Practice compliance, contact NAPA Auto Parts on 0800 800 073.

Auto Channel Issue #45 April 2022

Optimax LED beacons for long-term safety Narva’s new Optimax LED Rotating Beacon range offers LED technology and polycarbonate durability. LEDs achieve a life of more than 50,000 hours compared with around 650 hours for a standard H1 globe. Optimax beacons are vibration (IEC 60068-264) and mechanical shock (ISO 16750-3) tested and are IP67 certified against dust and water ingress. Optimax’s 6 x 5 watt high-power LEDs are two times brighter than SAE and they are backed by a three-year warranty. See stockists for pricing.

Lawnmower and turf tyres Blairs Supertyre Distributors has a full range of lawn mower and turf tyres available, from 3 inch to 12 inch, in a variety of patterns. The majority sold are 4-ply or heavier, which means fewer punctures and downtime. The Blairs range is selected to avoid damage to precious green spaces, while also being effective and affordable. Blairs also distributes car, 4WD, truck, and agricultural tyres, specialising in highquality, cost-effective brands. Contact your local tyre shop for more information on the Blairs turf tyre range.

Pro series wheel balancer The AM-482 Automaster features a European made ‘quick nut’ mounting cone system. It has a generous 24 in LCD monitor, fully automatic data entry for offset, width and diameter, and automatic stop and lock where the balancing weights are to be applied. It has a laser indicator line to maintain accuracy and an LED light, and the option to apply stick on weights at either the 6 or 12 o’clock position. See automaster.co.nz, email info@automaster.co.nz, or call 0800 214 604 for more info.

NAPA Auto Parts ramps up support for Formula Ford NAPA AUTO PARTS HAS BOOSTED ITS SUPPORT FOR LOCAL MOTORSPORT BY ADOPTING THE 2022 NEW ZEALAND FORMULA FORD CHAMPIONSHIP, WHICH IS NOW OFFICIALLY THE NAPA AUTO PARTS NEW ZEALAND FORMULA FORD CHAMPIONSHIP APA Auto Parts had already invested in the championship, sponsoring up and coming driver Bree Morris. She has already notched up wins in both the North and South Island Formula Ford series, which feed into the national event. NZ Formula Ford Championship organiser Shane Drake is delighted with the new deal. “This is a new era for Formula Ford in New Zealand and having NAPA Auto Parts on board helps us deliver this exciting new format.” Each of the two rounds will consist of 4 x 20-minute races, the overall winner being crowned national Formula Ford champion, with trophies too for the leading Class 1 (post 2000) and Class 2 (1990-1999) drivers. A field of up to 20 cars was expected on the grid for the opening round at Taupo International Motorsport Park, in late March. The second round is in Christchurch on 1 May. General manager of sales and operations Tony Walker says backing Formula Ford here was a logical choice for NAPA Auto Parts. “We have a strong motorsport pedigree around the globe, and it is great to be able to leverage

Auto Channel Issue #45 April 2022

this in New Zealand and partner with local racing,” he says. The new sponsorship complements the launch of the NAPA Know How Motorsport Academy, which is designed to help grassroots drivers get the most out of their motorsport, on and off the track.

RESULTS ON TRACK Meanwhile, both Bree Morris in Formula Ford and Justin Allen, driving the NAPA Auto Parts-liveried car in the Toyota 86 championship, are winning on track. Bree finished second overall at Giltrap Group North Island Formula Ford series in mid-March at Pukekohe after a win, a third, and a fourth in the three races. At the first round of the North Island series at Taupo Motorsport Park in February Bree won two of three races outright and had battled to the front in the first race before cruelly running out of fuel. “That was definitely character building,” said Bree. Her next outing is the first round of the New Zealand Formula Ford Championship at the Bruce Mclaren Motorsport Park.

Meanwhile, on 5 March, Justin Allen was also winning at Pukekohe Park, making it two wins from three outings at that circuit, reclaiming his third place in the championship in the process. Allen led from pole, spending the race fending off the hard-charging Marco Giltrap and Simon Evans. “I was forced to focus on making my car as wide as possible. I’ve had an awesome day and I’m rapt for everyone who has supported me,” said a delighted Allen.

ACADEMY STAR Supercars driver Bryce Fullwood will continue his lead role as ambassador and driving mentor at the NAPA Auto Parts Know How Academy. Fullwood is in his third season in the Supercars Championship and is one of four academy mentors who give advice and tuition on driving, fitness, and also the commercial and media aspects of the sport, which are vital for progression, regardless of driving talent. The academy has already attracted more than 200 applications last year from drivers competing in a variety of motorsports in New Zealand and Australia. “It’s really cool to offer something back to grassroots motorsport,” says Bryce. “Some of us have dreams of being at the elite level of racing, and the NAPA Motorsport Academy can help drivers no matter where they fit into the landscape.” Any young driver over the age of 13 with aspirations in motorsport should register their interest in the NAPA Know How Motorsport Academy at https://join.NAPA.co.nz/register and check out ‘NAPA Motorsport Asia Pacific’ on Facebook and Instagram.

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Supplier directory

PA R Be TS

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 tra , s cl , lu O flu ea b P ile id ne ric C rp , rs an O b ar u , c ts N ts l b S SU ar , P U s, flu ca PE M SP re , a AB sh Ti E ,a e L e N es irc ros 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 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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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

trojan.co.nz or 0800 876 526

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.

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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 , rie nen ES Ra K t r an s, ts gs SH tra , s cl , lu O fl ea b P ile ui ne ric C rp d, rs an O b ar u , c ts N ts l b S SU ar , P U s, flu ca PE M SP re , a AB sh Ti E ,a e L e N es ir ros ES bu rod SIO co o sh s, N n ls, 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

PA R Be TS

Check all sources and verify when making a diagnosis JAGUAR ENGINE WON’T START? LOW COMPRESSION? CHECK TSBs — AND THE DIPSTICK ngine management systems can have glitches but manufacturers will likely hear about them and provide an update through a Technical Service Bulletin (TSB). In addition, some old-fashioned checks can also detect telltale symptoms that will point in the right direction. Take the case of a 2000 Jaguar Vanden Plas 4.0 litre that refused to start. The last workshop to touch the car fixed the problem by replacing the whole engine. The new workshop started from scratch with our diagnosis. As any technician knows, there are three ingredients for a properly starting engine — spark, fuel, and an operative engine. It had fuel and spark, so the next check was on the engine’s compression. It was low in all cylinders at only 30psi a cylinder. The cranking compression should have been closer to 100 to 150psi. What’s the only thing that can bring compression down equally on cylinders? The timing chain … which is probably where the previous workshop decided an engine swap would solve a host of issues. However, there is one more step to take to insure a proper diagnosis, and

that’s to check for applicable TSBs. Thanks to a TSB S479, the second workshop found out that this Jaguar specific no-start issue is caused by a programming problem. The old programming left the injectors open too long at engine shut down, allowing them to dump too much fuel and effectively washing down all the cylinders. Over time, this build-up kills compression. Note that on other vehicles, the same thing can occur when a driver keeps cranking their engine and mashing the pedal until they hydrostatically lock their engine. The Jag bounced back after an oil change, new spark plugs, and a mixture of 10W30 and STP oil treatment squirted in the cylinders to rebuild compression, and a reflash. Keep an eye out for this happening on other cars, as you can never discount the extremely unlikely. However, simple tests like sniffing the oil on the dipstick, checking the oil level (it may be high), or oil colour might indicate fuel contamination. You could also set the dipstick on fire to see how it burns. This can all indicate petrol contamination in the oil.

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 Air-conditioning repairers Heavy-machinery dealers Trucking and transport

Auto Channel Issue No. 46 distributed 3 May Editorial: editor@autochannel.co.nz Advertising: Michael White michael.white@parkside.co.nz 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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Auto Channel 45

Articles inside

Product profiles

Tech feature: Fuel system focus

New showroom aids choice

Web-based aligner

Fuel pain is driving change Cover

Car news

Welding basics

Collision repair estimation must change