Auto Channel 48 by Via Media

ISSUE 48 JULY 2022

THE VOICE OF THE NEW ZEALAND AUTOMOTIVE INDUSTRY

DRIVEN BY PASSION FOR 100 YEARS

Macnaught backs growth in New Zealand

THE AUSTRALIAN-BASED GLOBAL MANUFACTURER OF FLUID AND LUBRICATION EQUIPMENT IS SET TO RAMP UP ITS PRESENCE IN NEW ZEALAND FROM ITS FIRST HYBRID DISTRIBUTION CENTRE HERE

acnaught’s New Zealand national business development manager, Brad Pailthorpe, says the company is changing its business model on this side of the Tasman, taking over from a thirdparty logistics supplier which was delivering orders from a supply base in Sydney, to better manage supply to a growing number of local customers. The company was always keen to grow its customer base and increase sales volumes in New Zealand, but the challenges of doing this while shipping through a third-party logistics arrangement have only increased in the wake of Covid’s impact on logistics globally. Macnaught now sees managing distribution in the country, with a new partner in courier and freight services, as the best way to take the next step in customer service in New Zealand.

CONTINUED ON PAGE 4

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SCAN TO PLAY

Contents

From the Ed.

6 Macnaught invests in New Zealand

Cover / 4

Jump starters that charge themselves

GM Aftermarket’s local legends

Safe and cost-effective two-post lifts

Service wins in Waipapa

It pays to invest in quality kit

Car news

Attracting EVs to workshops

Tech feature: Tackling calibration

Feature car: Hudson Kustom

Product profiles

Supplier directory

etrol prices are now as high if not higher than when the Government cut fuel excise duties by 25c a litre in March, and as yet the government has not said it will extend the cut beyond mid-August when the relief package is due to expire. The government continues to say the “tough international environment” is largely responsible for rapidly rising prices but the underlying fundamentals for New Zealand remain strong. The price of fuel, though, is particularly outrageous, and no-one is taking fuel companies to task over it. While the excise cut remains in place the tax component today on a litre of fuel is virtually the same as it was back in 2008 at around 88c. In that year the price of crude hit over US$145 — significantly more than the current price of US$110 a barrel (June 22), yet the price of 91 at the pump then was just $1.81. But now, when crude is much cheaper, the price we are being forced to pay (June 22) is $3.06. Fuel companies have us over a barrel.

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.

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Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,298 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 #48 July 2022

SERVICE LEVEL AND VALUE PROPOSITION The change also means Macnaught can replicate the systems here it uses for managing picking, packing, and dispatching goods in Australia, which will be both more efficient and give greater visibility and control. The biggest change will be in responsiveness to customers. “We will have much greater stockholding volumes and a bigger range of products held in New Zealand,” says Brad. “We can also hold larger items, like oil storage tanks and mobile diesel tanks. Previously these were all shipped ex-Australia on a case-by-case basis.” Brad says the New Zealand warehouse stockholding will be managed by the head office in Sydney as an integral part of the network, ensuring it will meet Macnaught’s own customer service standards, removing the extra layer of working through third-party logistics. Stock management will also be easier to control, with bulk container shipments replenishing stock directly from the manufacturing facility in Sydney.

Smaller or urgent items from Macnaught’s vast range of 2500 products will still be sent from Australia by air freight, as required, although stockholding will naturally adjust to best meet local demand over time.

BACKING NEW ZEALAND “We are focussing on growth and backing ourselves and the New Zealand market to do well with this significant investment,” says Brad. “We want to showcase our strengths to the market here, and also respond to what the market wants by providing the level of services and back up customers are looking for.” Best known here for its Retracta hose reels, Macnaught — which was established in Sydney in 1948 — is a global supplier of fluid and lubrication equipment for servicing, automotive, transport, aviation, marine, manufacturing, and of course Australia’s extensive agricultural and mining industries. Macnaught’s global success has been based on innovation and patented products have set it

apart from its competitors and provided confidence to customers. Many products are backed by the Macnaught’s 10-year mechanical warranty and guaranteed parts availability.

BATTERY-POWERED INNOVATION This innovation is demonstrated in Macnaught’s latest award-winning design, battery-operated pumps, or BOPs. The patent-approved BOP is a portable, rechargeable, 18-volt battery-operated pump platform designed to improve workshop efficiency and reduce fatigue with the flick of a switch. The on-demand flow nozzle allows full control over fluid delivery. Available in 20L and 60L variants, with multiple fluid compatibility, the BOP provides its customers with easier, safer, and more efficient work practices. The modular BOP powerhead can be transferred across multiple BOP pump stems and multiple fluids to reduce set-up costs. The portable BOP powerhead eliminates the need for multiple expensive powered pumps, enabling the user to fit out a work area with BOP pump stems in the fluid types required, with a single BOP powerhead powering the family of pump stems. Pump stem kits are available for ATF, coolant, low to mid oils from 0W40–75W90, and highviscosity oils up to SAE140. The slogan ‘one powerhead, multiple pumps, countless industries’ says it all.

FAMOUS RETRACTA A new range of the iconic Retracta retractable hose reels has also been developed. For decades now the original Retracta hose reel has had an enviable worldwide reputation for performance, reliability, and safety. This industry-leading range now incorporates multiple reel constructions, specifically

designed and engineered for different industrial applications and environments. The Retracta hose reels have also been reimagined and updated. The new Retracta R3 range now includes a world-first adjustable control return system.

LUBEMATE OPTION To complement its premium range, Macnaught distributes the price-competitive Lubemate by Macnaught range. All Lubemate products are subjected to the same stringent testing and quality assurance processes as Macnaught’s other product ranges, and they have been designed based on Macnaught’s deep experience with fuel, fluid, and lubrication handling technologies. They also carry

product warranties of up to two years. Lubemate products include manual, air, and battery-powered grease guns and pumps, as well as a wide range of accessories, including quick release couplers, swivels, valves, nipples, extension hoses, and drum trolleys. Lubemate oil-handling equipment includes manual and air-operated oil pumps, electrical pumps, metered and standard oil guns, and waste oil evacuation and handling equipment. There are also fuel pumps and nozzles, AdBlue equipment, and metal and high-density plastic hose reels. For more information on Macnaught, see nz.macnaught.com. For more information on Macnaught, see nz.macnaught.com.

New Mobil oil’s heatactivated molecules offer extra protection EXXONMOBIL INTRODUCES MOBIL SUPER 3000 XE3 5W-30, A NEW FULLY SYNTHETIC PRODUCT THAT HELPS TO PRESERVE VEHICLES’ EMISSION CONTROL SYSTEMS

obil Super 3000 XE3 5W-30 All-In-One Protection is a low-ash, high-performance motor oil designed to help prolong the life and maintain the efficiency of vehicle exhaust emission reduction systems. It works in both dieseland gasoline-powered automobiles. It is formulated with ‘heat activated anti-wear’ molecules designed to provide superior engine protection in high temperatures, while also keeping an engine clean. Mobil Super 3000 XE3 5W30 helps maintain the efficiency of the exhaust emission reduction systems in both diesel and gasoline vehicles. It also permits extended operation at elevated temperatures without oxidative oil thickening and oil breakdown. It provides excellent fluidity at low temperatures, allowing easy winter starting and rapid oil circulation around the engine. Mobil Super 3000 XE3 5W-30 helps with long-term engine protection by reducing wear, and sludge and deposit build-up. This product is suitable for use in both gasoline and diesel engine passenger cars and light commercial vehicles. It is compatible with the latest gasoline and diesel particulate filters and catalytic converters. Mobil

Super 3000 XE3 5W-30 ‘All-In-One Protection’ has been developed to meet the latest specifications for engine oils required by major car manufacturers. Mobil Super 3000 is recommended for passenger cars and light commercial vehicles or vans requiring ACEA C2/C3, and/or API SN, but ExxonMobil advises checking the owner’s manual for the recommended viscosity grade for each particular vehicle.

ZF launches ‘mechatronic’ transmission service kits

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mechatronic is the ‘brain’ of the transmission, and with this bundled kit, we’re making it easier than ever for vehicle technicians to service it properly, ensuring optimal results that restore the transmission to like-new performance.”

ZF AFTERMARKET INTRODUCES MECHATRONIC TRANSMISSION SERVICE KITS, A NEW OFFERING THAT BUNDLES ALL NEEDED PARTS FOR SERVICING ZF TRANSMISSION MECHATRONICS.

he kit’s 19 SKU’s cover a range of Audi, Land Rover, BMW, and other manufacturers’ passenger car and SUV models. Submerged in oil inside of the transmission, the mechatronic component stores critical data for diagnostics and signals how much pressure should be applied to a specific clutch and gear. Replacing the unit’s seals, regulators and dampeners – which can be degraded by oil over time – can extend the life of the transmission by as much as 95,000kms. In addition to a guide sleeve, seals and pressure regulators, the kit offers mechatronic dampeners for the first time which absorb the impact of oil pressure variations during gear changes and help ensure smooth transitions in shifting. As new oil will have different characteristics to the old degraded oil in the gearbox, resetting the mechatronics components to the original condition is a critical step in restoring transmissions to OE standards. Says Mark Cali, Head of Independent Aftermarket, USC at ZF Aftermarket: “The

Auto Channel Issue #48 July 2022

The ZF mechatronic component stores critical diagnostics data. It signals how much pressure should be applied to a specific clutch and gear. ZF has introduced its mechatronic service kit which bundles all the components needed for servicing mechatronics on ZF transmissions, a critical step in restoring the transmission to OE standards.

SA TO

BUILT TO LAST: RETRACTA RETRACTABLE

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GET IN TOUCH! To find a Macnaught product solution for you, visit nz.macnaught.com To find a stockist near you, call us on 0800 023 510

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GET IN TOUCH! To find a Macnaught product solution for you, visit nz.macnaught.com To find a stockist near you, call us on 0800 023 510

INCLUDES METERED GUN

10 YEARS

MACNAUGHT

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*Warranty subject to Macnaught Terms & Conditions. ©Macnaught Pty Ltd, 2022.

GM recognises first ‘Legends’ AWARD-WINNING DEALERSHIPS RECOGNISED IN FIRST YEAR OF NEW LEGENDS PROGRAMME

eneral Motors New Zealand has presented awards to two top-performing dealerships as part of the Aftersales ‘Legends Programme’, a new initiative that recognises business excellence with a focus on customer satisfaction. “Judging a dealership and its team on all facets of its operation is the most accurate measure of overall success,” said Stephen Matthews, GM New Zealand’s general manager of Aftersales. “There are 31 Holden Service Centres around

the country, so we know the winners have well and truly achieved to the highest level possible.” The two winning dealerships were Giltrap North Shore and Robertson Prestige in Palmerston North. General Manager of Giltrap North Shore Phil Dixon was proud of the recognition bestowed on the dealership and his team. “We are humbled to receive this award, which has been achieved by truly dedicated Parts and Service teams,” said Mr Dixon. “Without the support that these teams provide to our

customers, we would not have achieved this award.” The second winning award was presented to Mark Harris, Dealer Principal of Robertson Prestige in Palmerston North. Judging criteria included parts sales, service, customer satisfaction, facility standards, commitment to technical training and a number of administration considerations. “I am extremely proud of our people, as their commitment and efforts are reflected in what we were able to achieve,” said Mr Harris. “Maintaining excellence in everything we do is what we strive for every day, so this award is recognition that we’re achieving this goal.” Sheena Ighani, GM New Zealand Aftersales Business District Manager, presented the awards to the winning dealerships and their respective teams. Stephen said the programme credits points based on a variety of achievements. “It’s up to each part of the team to ensure they are performing consistently at the highest level.” Customer satisfaction is a key consideration for any business but General Motors New Zealand is particularly keen to ensure Holden drivers appreciate the value of Holden Service Centres. “The fact customer satisfaction is a key consideration is important, as we want people to know and trust the service they receive when they take their Holden, GMSV, or other make to one of our Service Centres,” said Stephen. To contact a Holden Service Centre, go to www.holden.co.nz/book-service.

Auto Channel Issue #48 July 2022

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Two Peak two-post, low-cost commercial grade lifts

They comply fully with local regulations, which is not always the case for some cheaper products from other brands. Both the base plate hoist, P-209X, and the clear floor hoist, P-209C, have a four-tonne capacity, and both need only 100mm of reinforced concrete for footings. Both hoists are powered by direct-drive 3hp motors, driven by either single phase or three-phase power. Both feature aviation-quality cables, and fittings include self-lubricating UHMW polyethylene sliders with bronze bushings. The four three-stage arms will handle a wider variety of vehicles than asymmetric arms, are equipped with tool trays, and the stackable rubber pads come with 1.5, 3, and 5-inch extension tubes. The key difference between the lifts is the installed height — the P-209X has an overall height of 2841mm, while the clear floor model has an overall height of 3621mm, or 3821mm. The P-209C clear floor lift is also fitted with an automatic overhead safety shut-off mechanism to prevent damage to the vehicle’s roof when lifting high-top vans, or vans with roof racks. The drive-through clearance of the P-209X is 2560mm for an overall width of 3460mm, and 2528mm with 3428mm overall for the P-209C. Both lifts are European CE safety certified and come with a two-year warranty for the complete lift, and a five-year warranty for the steel structure. Automaster Equipment stocks a complete inventory of parts for all the equipment it sells. For more information see automaster.co.nz, or call 0800 214 604.

THE PEAK 209 HOISTS IN BOTH BASE PLATE AND CLEAR FLOOR CONFIGURATIONS OFFER COMPLETE SAFETY AT LOW COST

he Peak P-209X base plate lift features a revolutionary double-lock system installed in both columns. Automatically activated double safety locks built into each column, released by a single release lever, make the Peak 209X floor plate lift one of the safest and easiest to operate floor plate lifts in the industry. The clear floor model, the P-209C, has a high and low setting for the top bar to suit different roof heights. Also available is the optional height extension kit that lifts the height of the top bar to 4431mm. A single-sided lock release on both of these lifts means there is no need for the operator to manually unlock both column locks. They can be sited close to a side wall and, as the operator has no need to be under the vehicle to unlock one of the column locks, these two lifts are much safer to operate.

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New look John Bean wheel aligners JOHN BEAN WHEEL ALIGNERS CONTINUE TO PROVIDE THE PRODUCTIVITY ENHANCING FEATURES AND INNOVATIVE TECHNOLOGY THAT SET THEM APART IN THE MARKETPLACE

he industry leading V2380, 2260, and V2280 provide workshops with performance at exceptional value, each offering distinct advantages for workshops seeking to increase their wheel alignment business. The latest John Bean machines offer a fast and flexible way to increase alignment revenue. They were designed from the ground up to provide the fastest possible, error-free alignments. They feature a next-generation user interface that provides intelligent predictive alignment flow. In addition, video cameras constantly monitor the alignment and provide critical feedback to help get the job done right the first time.

The new independent beam and cabinet John Bean wheel aligners do not require as extensive training or experience to operate as other models. Easy to use, fast to set up, and with flexible installation, the latest XD target and camera system — combined with the simplest, most intuitive software ever offered — provides the essential tools for any alignment tech. John Bean offers workshops complete performance at an affordable price. New features include online connectivity, which means the aligners can quickly access vehicle specifications and OEM repair procedures, as well

as software and vehicle specification updates. In addition, the new Cloud-based report management allows shop aligner reports to be displayed, printed, emailed or texted from anywhere, improving workshop efficiency and customer service. “In addition to sporting a new look, these redesigned aligners provide the innovative technology and ease of use that customers have come to expect from John Bean,” says John Bean’s director of product, Adam Brown. “For workshops looking to move their alignment business in a new positive direction, these three aligners offer the superior productivity, time-saving efficiency, and the flexibility required to improve the bottom line.” For more information about the John Bean V2260, V2280, and V2380, call Repco on 0800 237 726

9. Be nice Technicians need to work well with all of the other departments. Keep in mind that neither sales, service, nor parts could ever exist without each other.

10. Be humble and take everything in New technicians can learn an awful lot in a short time by just being observant of the behaviour of others. Technicians just starting out should strive to learn one new thing every day. They should even consider spending the first day at a new workshop just watching how everything is done.

11. Be professional Look professional, speak professionally, and act professionally. Being young or new isn’t an excuse.

12. Ask questions The only dumb question is the one that is never asked. Technicians should speak up and ask questions. It’s a great way to learn and shows an interest in the trade.

13. Ask for help Don’t be scared of talking with HR or the boss. If mistreatment is happening during work hours, there are resources available for employees’ well-being.

14. Don’t be an askhole

21 unspoken workshop rules NEW TECHNICIANS STARTING OUT OFTEN WONDER WHAT UNSPOKEN RULES TO FOLLOW IN ORDER TO STAY ON THE GOOD SIDE OF THEIR FELLOW TECHNICIANS AND MANAGEMENT

ere a group of industry professionals list the unspoken rules they wish they had known when they started.

1. Bring solutions (not negativity) to the table Make a habit of bringing one or more solutions or suggestions to the table when discussing problems. Complaining every day can be damaging. On the other hand, bosses will pick up on positivity and problem-solving ability, and a positive attitude could help boost a technician’s chances of a promotion or raise in the future.

2. Keep the workshop clean Keep the walkways clear and clean up after yourself. Even if the workshop has a dedicated cleaning person, technicians should still keep their work area clean. Clean work areas are easier to work in and it’s easier to avoid the frustration of looking for tools.

3. Put it back on the rack Not putting shared workshop equipment away is one of the worst habits new technicians can develop. New technicians need to make sure they re-rack shared equipment after use.

Auto Channel Issue #48 July 2022

4. Borrow it three times? Time to buy it If technicians have to borrow a tool or piece of equipment more than three times, then they should buy it. Also, borrowed tools should be returned in better condition than when received.

An askhole is someone who asks how to diagnose a problem or do a job and then argues about the solution/option that is offered. New technicians should be appreciative, even if they disagree.

15. Don’t blast music Just keep the volume down.

16. Remember safety Safety is a top priority while working with tools, heavy machines, and other workshop equipment. Heed the advice from experienced technicians and don’t get blase about eye and ear protection, or contact with chemicals.

17. No phone Technicians should keep their phones on silent and keep them tucked away until break times.

5. Have your own tools New technicians should not expect the established technicians to provide tools for them.

6. Respect your bay, workshop, and co-workers Technicians should treat their bays and the rest of the workshop with the same level of respect that they would their own homes. Respect is big in a workshop. Technicians need to remember to work with each other, not against each other.

18. Be early New technicians should arrive about 15-30 minutes early. This will give them time to get in the workshop, get settled in, and be ready when the workshop opens.

19. Don’t stand around There is always something to do in a workshop. If there’s downtime, grab a broom, help a co-worker, organise tools, or ask if anyone needs assistance.

20. Be mindful on social media 7. Take responsibility Things break, and it doesn’t mean they were being abused. Technicians just need to be honest and tell somebody when they happen to break something. They will be respected for it.

Nothing on social media is private. Technicians need to watch what they say about their workshop, boss, co-workers, and management while online. Keep it positive, or say nothing at all.

8. Speak up and tell the boss first

21. Ask permission, every time

If a technician does make a mistake, they need to tell their boss themselves and confront it straight on. Hiding a problem makes things worse for everyone.

Never touch another technician’s tools without asking permission — every time. Just because you may have had permission once, doesn’t mean you have permission the next time.

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Liftech — giving the whole workshop business a lift OUTSOURCING MANAGEMENT OF WORKSHOP EQUIPMENT ENSURES IT KEEPS RUNNING SMOOTHLY, ALLOWING WORKSHOPS TO FOCUS ON THEIR CUSTOMER SERVICE

iftech is an automotive equipment installation and servicing business supporting workshops across the North Island. “No other company covers such a wide area, working independently with all the major equipment suppliers in New Zealand,” says managing director Josh Humble. “We can tailor solutions to meet any need. Liftech has built a reputation on providing a thorough and thought-out approach. Our goal

will always be working with the end user to deliver results that get the most out of the investment.” Liftech director Gareth Grove says its core business is the installation of new two-post and fourpost lifts, scissor lifts, air lines, and tyre changers, but also lifetime management of that equipment. “We can look after the process from consultation to commission, working with workshops and suppliers to ensure the best solutions are delivered smoothly and on time. Before installation of equipment, we can offer consultation and provide scale drawings to see how equipment is going to fit in the space.” Liftech covers the field from one-off private parking lifts to 20-plus hoist workshop fitouts.

“We do it all,” says Gareth. “We’ve fitted all makes and models of equipment including car stackers, vehicle turntables, column lifts, and more.” Liftech’s services include repairs, servicing, certification, and relocations. “Whether moving site or re-arranging equipment within the workshop, we have the specialised equipment to be in and out with minimal disruption to workflow.” No job is too big or too small. The business started in Auckland but it now has technicians in Hamilton, Manawatu, and Wellington. That means Liftech has the North Island covered with its own personnel, but it can also arrange freight and installation anywhere in the country. Liftech’s experience shows servicing is a vital part of getting the maximum life and efficiency out of workshop equipment, but managing the mini crises and minimising delays caused by breakdowns is also vital to good customer service. “Scheduled servicing and maintenance can extend the life of workshop equipment by years,” says Josh. “We’d go as far as guaranteeing it will work better for longer when serviced and checked on time. We can even train your staff in what to look for between services. “We know that workshops are busy with a lot of things to think about. Take the pressure off with Liftech by seeing what we can do for you.” As Liftech works with all makes and models it can create tailored servicing plans for any sized workshop. See liftech.co.nz to find a local agent. Advice over the phone (021 0277 3965) or email (info@ liftech.co.nz) will always be free.

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Service wins the day for Waipapa Auto Repairs OWNER TIM OAKLEY WAS LOOKING FOR QUALITY, VALUE, AND SERVICE WHEN SHOPPING FOR A NEW HOIST, BUT IT WAS THE SERVICE FROM TREADWAY EQUIPPED THAT MADE THE DIFFERENCE

aipapa Auto Repairs, north of Kerikeri, is a fairly big general automotive workshop, with five staff in addition to Tim. It had six lifts already when Tim decided it needed another about a year ago. Tim had dealt with some other large suppliers in the past but this time he wanted to shop around. He had seen Treadway Equipped’s advertising and when a colleague recommended them he did some further research and gave them a call. They “took the time and effort” to send a representative to the workshop, take photos, and come back with a recommendation for a fourtonne Steiner two-post, clear floor hoist, which Tim says has been “excellent”. It was Treadway Equipped’s service he was most

impressed with. “The guy I talked to, Jackson, was excellent, and he followed with details on delivery and parts, etc — and a year on they are still following up.” He says representatives of some of the bigger companies appeared to have a different attitude. “You get the feeling those guys lose interest as soon as they have got the order signed.” Tim wants to replace the beam jacks on an existing four-post hoist, but as it’s an older hoist he’s finding it difficult. “If I can’t get that I’ll probably have to get a new four-post hoist and certainly Treadway will get my first call.” Waipapa Auto Repairs has been trading for over 20 years, and the team have a combined experience of over 100 years, so you would assume that any supplier would be happy to work with them. However, Tim had no such luck, until he contacted the team at Treadway Equipped. He says Treadway Equipped’s

service was much better than from anyone he has purchased from before — “10 times better”. Treadway Equipped’s Loren Bill says the company offers complete solutions for auto workshops. They work with their customers to find the right machines for each workshop’s goals, layout, and budget, and all Treadway Equipped sales are backed by their ‘100 Promise’. If a customer is not 100 per cent satisfied with the equipment supplied, Treadway Equipped will repair, replace, or refund the cost of the equipment free of charge, within the first 100 days. Fast forward a year and Tim says the hoist has added value to Waipapa Auto Repairs, allowing the business to increase output by at least 15 per cent. For more information on Treadway Equipped’s products and services, see treadwayequipped.co.nz, or call 0800 436 436.

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Spray-on white lithium grease from WD-40 WD-40 SPECIALIST HIGH PERFORMANCE LITHIUM GREASE OFFERS PROVEN LUBRICATION AND LONG-TERM PERFORMANCE IN THE CONVENIENCE OF A SPRAY CAN

here’s no better lubricant for heavy-duty metal to metal applications than white lithium grease. Its resistance to water means it doesn’t dissolve or wash away. This long-lasting formula won’t melt, freeze, or run in harsh weather conditions. It is non-corrosive and resistant to salt. It does not harden or soften readily under moderately high temperatures, maintaining its viscosity and ‘stickability’ in a wide range of temperatures, making it ideal for outdoor applications directly exposed to weather. It has good shear stability, even when lubricating metal to metal contact in motion, which means it’s suitable for use in high load bearing applications. It adheres well to metal, while reducing friction between metal surfaces. Its lubricating properties reduce wear and prevent seizure — it keeps parts moving freely and easily, and its ‘stickability’ means it offers barrier protection, including rust protection, over the long term. This long-term stability and barrier protection against rust means it is also ideal for lubricating equipment before placing it in storage. One of the main downsides of most greases is the difficulty involved in applying them and getting them into bearing surfaces. That’s where WD-40’s

Specialist High Performance Lithium Grease in an aerosol can comes in. It makes it much easier to apply a consistent coating, even to hard-to-reach places, aiding penetration. It won’t drip or run, making it ideal for use on vertical surfaces and for use on automotive

connections, such as towbars, gear and brake mechanisms, cables, chains and shackles, and CV joints. White lithium grease is used to lubricate and protect the moving friction parts of bearings, bolts, chains, hinges, brake lever systems, and other metal-to-metal connections. It is ideal for use in heavy machinery, agricultural machinery, forklifts, trailer springs, tow connections, chains and shackles. It is also ideal for use in marine applications on outboard engines, brackets, and steering gear. WD-40 Specialist High Performance Lithium Grease is available from auto stores nationwide. For more information, contact hamish@eproducts.co.nz

More options for personalising new C8 Corvette GMSV OFFERS NEW OPTIONS AND IMPROVED AVAILABILITY ON THE FORTHCOMING MY2023 RIGHT-HAND-DRIVE C8 CORVETTE

reating the first right-hand-drive Corvette at the factory has given General Motors Special Vehicles the chance to offer more personalisation to New Zealand customers. GMSV director Joanne Stogiannis says the response to the C8 Corvette has been “unheralded” in New Zealand, Australia, and around the world. “The overwhelming international demand for the C8, along with added complexity of being the firstever factory-manufactured right-hand-drive model, meant we needed to pre-set our launch allocation of customer vehicles,” she says. “However, with our latest MY23 allocation, we are able to offer customers the ability to personalise their orders further, resulting in a more bespoke ordering process. “Providing customers an improved level of personalisation was a key focus for us with this allocation as well as news that we are providing smaller, more frequent, dealer allocations. “This will mean there is greater visibility on production timing along with the opportunity for

Auto Channel Issue #48 July 2022

customers to personalise elements of their vehicle.” Model year 23 offers three new wheel options, black exhaust tips and a new blackout interior trim. A brand new Adrenaline Red full dipped interior is also available. Alongside the new options customers have a choice in exterior paint colour, decals, brake calliper colour, exhaust tip option, seat belt colour as well as interior trim colour. “C8 Corvette is a vehicle which elicits a huge amount of passion and excitement amongst owners and fans,” said Ms Stogiannis. “It is a very dramatic car, full of character and personality, and now the possibility of making changes to certain features gives new owners the opportunity to make their Corvette their own to a greater extent than has been possible before. I am sure they will take pleasure in finessing some of the finer details relating to their new Corvette.” Shipping of the MY23 C8 Corvette is anticipated to commence Q4 of this year.

Try our WD-40 Specialist Fast Release Penetrant spray to loosen screws, loosen rusted bolts, or other corroded or rusted components and mechanisms. This rust penetrating spray has an extremely low surface tension, meaning it can: • Quickly penetrate and release rusted or corroded parts • Loosen seized fixings and mechanisms • Loosen rusted bolts • Lubricate to protect against further rust and corrosion • Be used on materials such as metal, most rubber and plastic surfaces, alloys and most paints The Smart Straw allows it to be used precisely at all angles, and it can reach tight and hard to reach spaces like nuts and bolts, locks and chains, hinges, fastenings, bearings, and tools. Once you're done, you can flip the straw back down for wide coverage.

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ATS 6004XM WiFi scope

Working smarter CONSIDERING THE POSSIBLE CAUSES AND FINDING WAYS TO ELIMINATE SOME OF THE OPTIONS IS MUCH EASIER WITH THE RIGHT TOOLS AND THE RIGHT SUPPORT

quipment supplier AECS director Herbert Leijen says AECS’s technical help desk was called in to help diagnose a crank/cam correlation fault code for the left-side engine bank of an Audi RS5 2011 4.2 V8 FSI. The workshop had checked with the Launch Scanner and tried in vain to reset the code and

Cam actuators in an Audi engine

do a cam relearn, but it was unsuccessful. AECS suggested measuring all four camshaft hall sensors’ signals to see if the phasing of the left and right banks on this vee engine were matching. The VVT system’s camshaft adjuster solenoids were disconnected locking the hydraulic advancers

ATS 6004XM WiFi scope recording of the four camshaft sensors

ATS WiFi 6004XM scope recording with added crank angle math trace

After the repairs, we can clearly see the left-bank exhaust camshaft is in line with the right-bank exhaust camshaft

Auto Channel Issue #48 July 2022

in the fully retarded position to eliminate possible cam phasing fluctuations created by the ECU. Now the left bank should be the same as the right bank. The recording shows the left intake camshaft is not in alignment and is advanced compared with the other camshafts. Possible causes include the left exhaust camshaft has jumped on the timing chain, or the camshafts advancer on one of the left-side bank camshaft has seized. To eliminate a cam chain issue, the diagnostician was keen to see the phase shift in crank angle degrees. The four-channel scope was connected to the crankshaft and the two intake camshafts. Added to the traces of recording was a ‘Maths’ channel, a trace that can be added to a live recording. In this case the Maths channel uses the rise and fall of the crankshaft teeth, adding and subtracting, to calculate and display crank angle degrees as a trace. This is only one of the unique and super useful functions of the ATS scope. Having found no issue with the crankshaft, the workshop was now in a position to quote with confidence. After the customer accepted the quote, the engine was disassembled. The mechanical timing was all correct, but the left-bank intake camshaft advance mechanism had seized. We see this more often in engines with super-long service intervals, where the oil has been left in for too long. The sludge will seize the actuator by filling its cavities, and you cannot flush it through. The actuator and the intake VVT solenoid were replaced and the engine was reassembled. The vehicle owner was presented with a bill that was well under potential estimated costs as the diagnostic time had been significantly reduced with the right tools and support. No “swapnostics” were done and no unnecessary parts were used. Herbert says the speed and accuracy a quality diagnostic oscilloscope like the ATS and Launch scan tool can add to repairing cars is not to be underestimated. He says workshops should avoid cheaper or inferior scopes that only claim to do the same job and which have non-existent support services. Suppliers need to understand how their diagnostic equipment works and be able to prove they have a history of supporting their clients.

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Car news

The next big pollution target: car tyres CAR TYRES PRODUCE ALMOST 2000 TIMES MORE PARTICLE POLLUTION THAN MODERN CAR EXHAUSTS, TESTS HAVE SHOWN. Analysts say tyre particles pollute air, water, and soil, and contain a wide range of toxic organic compounds, including known carcinogens, suggesting tyre pollution could rapidly become a major issue for regulators. The tests also revealed that tyres produce more than 1tn ultrafine particles for each kilometre driven, meaning particles smaller than 23 nanometres. These are also emitted from exhausts and are of special concern to health, as their size means they

wear rates, you get some staggering figures as to what’s being released.” Used tyres produced 36 milligrams of particles each kilometre, 1850 times higher than the 0.02 mg/km average from exhausts. A very aggressive – though legal – driving style will send particle emissions soaring, up to 5760 mg/km. The wear rate of different tyre brands varied substantially and the toxic chemical content varied even more, he said, showing low-cost changes

Milligrams of particles per kilometre of driving New Types 73.0 Used Tyres 36.5 Exhaust (legal limit) 4.5 Exhaust (real world) 0.02 can enter organs via the bloodstream. Particles below 23nm are hard to measure and are not currently regulated in either the EU or US. “Tyres are rapidly eclipsing the tailpipe as a major source of emissions from vehicles,” said Nick Molden of Emissions Analytics, the leading independent emissions testing company that did the research. “Tailpipes are now so clean for pollutants that, if you were starting out afresh, you wouldn’t even bother regulating them.” There are currently no regulations on the wear rate of tyres and little regulation on the chemicals they contain. “There are hundreds and hundreds of chemicals, many of which are carcinogenic,” Molden said. “When you multiply it by the total

were feasible to cut their environmental impact. “You could do a lot by eliminating the most toxic tyres,” he said. “It’s not about stopping people driving, or having to invent completely different new tyres. If you could eliminate the worst half, and maybe bring them in line with the best in class, you can make a massive difference. But at the moment, there’s no regulatory tool, there’s no surveillance.” Other recent research has suggested tyre particles are a major source of the microplastics polluting the oceans. A specific chemical used in tyres has been linked to salmon deaths in the US, and California proposed a ban this month. “It’s early days, but this could be a big issue,” Molden said.

Is this the beginning of the end for brakes? PARISIAN LUXURY CARMAKER DS AUTOMOBILES HAS DEVELOPED A PROTOTYPE ELECTRIC VEHICLE THAT USES ONLY ELECTRIC MOTOR REGENERATION INSTEAD OF CONVENTIONAL BRAKES — SHOWCASING A POTENTIAL FUTURE ON ELECTRIC VEHICLES. USING TECHNOLOGY FROM THE BRAND’S FORMULA E RACE CAR, THE DS E-TENSE PERFORMANCE USES TWO ONBOARD ELECTRIC MOTORS TO SLOW THE VEHICLE ENTIRELY THROUGH REGENERATIVE BRAKING, UP TO 600KW. Though regenerative braking is already available in most electric vehicles, conventional friction brakes are still there when you need them. DS is exploring whether regenerative braking alone could work, helping to better recharge the battery in the process, and doing away with conventional brake discs and pads. Beatrice Foucher, DS Automobiles CEO, said: “Formula E is about maximising performance

Auto Channel Issue #48 July 2022

and efficiency, and the DS E-Tense Performance is our vision of a road car utilising our racewinning technology. Regenerative braking is a very powerful way to not only slow the vehicle down, but also help improve battery performance. The DS E-Tense Performance takes the technology to a new level, with regenerative braking used solely to slow the vehicle down.”

Fast charge in five STOREDOT, A PIONEER OF EXTREME FAST CHARGING (XFC) BATTERY TECHNOLOGY FOR ELECTRIC VEHICLES, HAS DEMONSTRATED ITS ABILITY TO CHARGE A FULL-SCALE ELECTRIC VEHICLE (EV) BATTERY CELL WITH THE ENERGY FOR 160KM IN JUST FIVE MINUTES. The presentation took place at EcoMotion Week 2022 in Israel, which brought together car makers including General Motors, Volvo, Ford, Continental, the Renault-Nissan-Mitsubishi Alliance, and Hyundai. The demonstration was a milestone on StoreDot’s ‘100inX’ strategic technology roadmap to deliver 100 (miles) in five by 2024, 100 in three by 2028, and 100 in two in by 2032. The demonstration featured a 300x100mm pouch cell produced at EVE energy’s manufacturing plant in China. The battery was charged under a 10-minute time limit, during which the cell charged to 20Ah, exceeding the 0-80 per cent capacity target set for the demonstration. The cell maintained a charge rate capable of adding 160km of range every five minutes of charging. At no point did the battery temperature exceed 33 degrees Celsius, well below the recommended operating temperature set by StoreDot’s engineers, and all critical parameters of the cell performed at an optimum level.

Airless tyres still coming THE PICTURES HAVE BEEN AROUND FOR MORE THAN A DECADE — TYRES WITH NO SIDEWALL, NO BALLOON OF AIR BUT SOME ARRANGEMENT OF FLEXIBLE SPOKES BETWEEN RIM AND TREAD — AND NOW THE RUMOUR MILL IS SUGGESTING AT LEAST ONE MANUFACTURER IS CLOSE TO LAUNCHING A PRODUCTION MODEL OF AN AIRLESS TYRE. Goodyear’s senior program manager for non-pneumatic tyres (NPTs) Michael Rachita is upfront about the limitations: “There will be noise, and some vibration. We’re still learning how to soften the ride. But we think you’ll be surprised by the performance.” Electric cars and autonomous mobility are changing tyre needs. Delivery firms and shuttle services want products that are low-maintenance, puncture-proof, recyclable, and have sensors that map road conditions. A car with a flat tyre is a car not making money. Mr Rachita says: “While air-filled tyres will always have their place, a mixture of solutions is needed. As we move into a world where autonomous vehicles are becoming more common and many cities are offering transport-as-a-service strategies, having a maintenance-free tyre is hugely important.” At Goodyear’s labs, the tyres are tested for 24 hours at a time, under different loads and speeds. That’s thousands of miles non-stop. Some spokes deform, some break, but the structures continue to perform safely, Mr Rachita says. “It’s test-learn, testlearn,” he says. “But we’re at a stage that’s given us a huge amount of confidence. This is the real deal.”

Heavy battery weight means airless structures are particularly suited to electric vehicles. “You can carry more load with a more compliant feel than in an air tyre,” Mr Rachita says. Goodyear rival Michelin has been working with General Motors (GM) on airless tyres since 2019. In February, there were media reports that Michelin’s Unique Puncture-proof Tire System (Uptis) could debut on a new Chevrolet Bolt electric car being planned by GM, possibly as early as 2024. Uptis tyres are made of high-strength resin, embedded with fibreglass, and composite rubber (for which Michelin has filed 50 patents) to create a mesh structure that surrounds an aluminium wheel. Michelin has been a market leader in airless wheels. Its Tweel (tyre-wheel) has been around since 2005 and is used on slow-moving vehicles, such as farm equipment. Bridgestone, the world’s largest tyre maker, is also interested in industrial applications in farming, mining, and construction where punctures cost a loss of productivity. Hankook company unveiled the latest version of its i-Flex NPT in January, and also

sees NPTs as being of particular interest to the military, disaster response, security vehicles, and specialist machinery. Optimising the technology for road vehicles is a different challenge. Tyremakers have more than a century of experience and knowledge in pneumatic tyres. Airless technology is very recent. Governments will also demand rigorous safety tests and a standardisation of rules, and tyre makers would need to invest heavily in new manufacturing facilities and develop supply chains. It will take years for any kind of wholesale change to take place, but the ability for regular re-treading and 3D printing could be a game changer. Some experts speculate consumers won’t even need to buy tyres outright. Instead, they’ll get them free and pay per mile, with sensors monitoring usage.

Cost of living driving change THE COST OF LIVING CRISIS IS AFFECTING THE VAST MAJORITY OF DRIVERS’ MOTORING HABITS, WITH A SURVEY OF 2000 DRIVERS SHOWING THAT SEVEN IN 10 MOTORISTS HAVE CHANGED THEIR BEHAVIOUR SINCE THE BEGINNING OF THE YEAR. The research for UK automotive servicing and repair company Kwik Fit shows that in 2022 over one third (35 per cent) of drivers have cut down on car journeys they describe as “non-essential”. Those driving petrol or diesel cars are twice as likely to have cut down on these journeys compared to drivers of electric vehicles (EVs), or hybrids (40 per cent vs 22 per cent respectively). The cost of living crisis has also prompted many drivers to reappraise their driving styles. More than one in five drivers (21 per cent) say they have consciously tried to drive more smoothly or less aggressively, 14 per cent say they have driven more slowly on all their journeys, with 17 per cent saying they have done so on some journeys. Despite the average low-emission car (EV or hybrid) being less costly to run, drivers of these vehicles are more likely to have decreased their speed than those driving petrol or diesel engine cars.

The Kwik Fit research found that 17 per cent of drivers of EVs or hybrids have swapped from a diesel or petrol car this year as a direct result of the cost of living crisis. Some car owners have made an even more dramatic switch. Four per cent of drivers say they have sold their car this year and not replaced it. The research findings highlight that the impact of rising costs is not uniform across different groups — drivers under 35 are a staggering eight times more likely to have sold their car and not replaced it than drivers over 55. One in 10 London drivers say they have sold their car and not replaced it. This may be due to the availability of public transport options as an alternative to private car journeys, as 14 per cent of drivers in the capital say they have made more of their essential journeys by public transport or have car shared. Although the government may be keen to reverse the home working revolution caused by the pandemic and get people back to the office, Kwik Fit’s research

shows that the cost of living crisis may not help with their aim. Since January, 11 per cent of drivers say that they have been working from home even more often to save money on driving costs. The increasing cost of motoring has prompted some drivers to take up good motoring maintenance habits. One in 10 drivers (10 per cent) say they have started regularly checking their tyre pressure. A slightly higher proportion (11 per cent) have emptied their car boot of any heavy items, 3 per cent of drivers say they have removed roof racks, bars, or bike racks which they normally keep permanently on their car (8 per cent of drivers under 35 say they have done this). In 2021 car traffic returned towards the same levels as the equivalent days before the pandemic and by June 2021 was regularly exceeding those figures. However, since January 2022, daily car usage has exceeded the equivalent pre-pandemic volume on only five occasions.

‘Fan car’ returns to the track PRIVATEER MCMURTRY AUTOMOTIVE AIMS TO TAKE THE GOODWOOD HILL CLIMB RECORD WITH A UNIQUE CAR USING A FAN TO ADD 2000KG OF DOWNFORCE, GIVING THE CAR ACCELERATION OF 1.5 SECONDS 0-100KPH. In 2016, entrepreneur Sir David McMurtry tasked a team of former Formula 1 engineers to design and build the ultimateww high-performance car. The result, the McMurtry Spéirling, was revealed to the public at Goodwood in 2021. Twelve months, later the team returns with aspirations to challenge the outright record. The Spéirling is a ‘clean sheet’ design. The result is a fully-electric, compact vehicle designed around the twin goals of driver engagement and vehicle performance showcasing McMurtry Automotive as EV innovators for road and track cars. The Spéirling’s unique feature is its fan producing more than double its own weight in downforce which, unlike conventional vehicles, is available at all speeds, as it does not rely on airflow over the car. It generates more downforce than a Formula 1 car at speeds up to 150mph, with significantly less drag. The instant downforce allows the instant torque from the drive motors to be fully deployed — the

result is 0-60mph in under 1.5 seconds, and a top speed of 150mph (which is capped due to hillclimb gearbox selection). The last time a fan car competed in motorsport was when Niki Lauda won the Swedish F1 GP in 1978 with the Brabham BT46B. It was subsequently withdrawn from future races due to its projected dominance to maintain harmony with other teams in the world championship. The Goodwood Hill record is currently held by the Volkswagen ID.R which beat the mark set by a McLaren Formula 1 car. Driving the McMurtry will be Le Mans and IndyCar driver Max Chilton and British hillclimb championship leader Alex Summers. Says Chilton: “Having previously enjoyed demonstration runs in an F1 car at Goodwood Festival of Speed this year, I’m looking forward to making my competitive hillclimb debut. The challenge now is to translate confidence and speed from testing on conventional circuits onto Goodwood’s tight, undulating hillclimb course. We will have limited practice runs and an audience of hundreds of thousands, so it’s a demanding yet great opportunity to show the current pace of this car on the world stage.” Powering the fully-electric car, the 60 kWh battery pack within the Spéirling is designed and built by McMurtry Automotive using cutting edge Molicel cells. The two companies’ strategic technical partnership gives the Spéirling a distinct advantage for power density, delivering impressive acceleration, and for energy density, contributing to over 30 minutes of track running range.

Towing being overlooked in the rush to electric THE NEEDS OF THOSE WHO USE THEIR CARS TO TOW ARE BEING OVERLOOKED IN THE RUSH TO GO ELECTRIC. As part of the judging process for the What Car? Tow Car Awards 2022, eight of the latest electric cars were range tested with and without a caravan. While towing a caravan weighted to 85 per cent of the car’s kerb weight (the maximum recommended), the best performer managed only 113 miles, and the worst just 78.1 miles. The average drop in range compared to a similar car without a caravan was 54.6 per cent. By comparison, the drop in the fuel economy in a petrol or diesel car when towing was a third, making more stops a necessity for electric tow cars. On top of that the big issue for electric towing is that recharging on the move is likely to be much more complicated. Most charging services won’t allow caravaners to charge without first unhitching. What’s more, one-way systems at motorway services could make it impossible to get back to the tow parking area. Electric car ranges have improved massively over the past decade, but towing is always going to reduce how far they can go on a charge. At the moment caravaners’ needs are not being considered, even though the ban on the sale of new petrol and diesel cars in the UK is just eight years away.

Audi Q5 awarded best caravan tow car THE AUDI Q5 40 TDI QUATTRO DIESEL WAS NAMED THE BEST CAR FOR TOWING IN 2022 AT THE ANNUAL WHAT CAR? MAGAZINE’S TOW CAR AWARDS, HELD IN PARTNERSHIP WITH THE UK’S CAMPING AND CARAVANNING CLUB. What Car? editor Steve Huntingford said: “Stability has to be the number one priority when towing, and the Q5 is as solid and secure as they come. However, it also offers a fantastic blend of performance and practicality, and is cleaner and more efficient than traditional diesel models, thanks to mild-hybrid electric assistance.” The Camping and Caravanning Club’s Ian Hewlett, a tester judge on the programme, added: “This year’s field was packed with great tow cars, but everyone on the judging panel agreed that the Audi Q5 was the best all-rounder.” In addition to taking the top prize, Audi won the 1700-1899kg weight category with the Q5. Two other manufacturers also took home a brace of awards: Kia won the 1900kg+ category with the Sorento 2.2 CRDi, and best electric tow car with the

Auto Channel Issue #48 July 2022

EV6 77.4kWh AWD, while Skoda won the up to 1400kg and 1550-1699kg weight categories with the Scala 1.0 TSI and Karoq 2.0 TDI Evo 150 4x4 DSG respectively. Volkswagen Commercial Vehicles’ new Multivan was named Most Practical Tow Car. Judges praised the Volkswagen Multivan for its strong towing capabilities and stable driving experience, even though the petrol engine isn’t an obvious choice for towing (there are also diesels and hybrids). The vehicle was additionally commended for practicality and flexibility, particularly highlighting the spacious interior and the flexible passenger seating. It may look more like a campervan than a tow car, but it offers strong performance, Hungerford said. “Most big 4x4s are more at home pulling away uphill, but few can match the practicality and flexibility offered by the Multivan.”

Reliable winter batteries by KOBA PLUMMETING TEMPERATURES ACROSS NEW ZEALAND ARE PUTTING INCREASED PRESSURE ON VEHICLE BATTERIES. A BATTERY USES A CHEMICAL REACTION TO STORE AND DELIVER ENERGY AND WHEN THE TEMPERATURE DROPS, THE CHEMICAL REACTION SLOWS DOWN, REDUCING THE AMOUNT OF POWER A BATTERY CAN DELIVER, WHICH IS THE MAIN REASON WHY BATTERIES FAIL AT THIS TIME OF YEAR.

They are manufactured in one of the most experienced calcium battery facilities in South Korea. South Korea is well regarded for its advanced manufacturing capabilities due to its highly skilled workforce, world-class infrastructure, and technology, resulting in industry leading research and development, and advanced product quality. KOBA maintenance-free calcium batteries are available in sizes to suit most automotive and commercial vehicles. These batteries are designed to provide safe, reliable starting power with improved durability and cycle life. Their low-resistance envelope separators maximise electrical performance. The quality, durability, and safety of these batteries make them an ideal choice for everyday automotive and commercial use. KOBA Batteries’ range of Absorbent Glass Mat (AGM) batteries and Enhanced Flooded Batteries (EFB) are designed to meet the evolving needs of modern vehicles. KOBA’s AGM battery range has an even higher durability and cycle life than the calcium battery range. These batteries have high charge

t’s worth noting this effect also applies to batteries usually in storage, such as those in boats or ride-on lawn mowers. The ability of a battery to withstand and perform in extreme temperatures, both low and high, conveys a great deal about its quality and reliability. Long-lasting KOBA batteries offer a maximum return on investment and value out of a battery. Over more than a decade, KOBA has gained a strong reputation in New Zealand for quality batteries.

acceptance and are able to deliver superior starting power, which is critical in ‘stop-start’ vehicles. Due to their compressed internal construction, AGM batteries also have a much higher resistance to vibration than flooded batteries. The EFB range from KOBA Batteries is designed to deliver the power required for stop-start vehicles. These EFB batteries are designed to deliver two to three times the battery life of standard calcium batteries in an ISS application, and have very high charge acceptance to take advantage of the high power charging systems in vehicles designed to save fuel. KOBA Batteries are exclusively distributed by R&J Batteries in New Zealand. R&J Batteries is one of the leading battery distributors in New Zealand with branches in Wiri, Christchurch, Hamilton, and Albany. Stockists throughout the North and South Islands make KOBA Batteries accessible to all. For more about KOBA Batteries, see rjbatt.co.nz, or call 0800 546 000.

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 RJBatteries

Meeting the EV Challenge MAKING EVS WELCOME HELPS ENSURE CONTINUITY FOR ‘TRADITIONAL’ WORKSHOPS

he recent fuel price hike is accelerating the demand for EVS, and while they are still a tiny percentage of the vehicle fleet in New Zealand, workshops can maintain a relationship with customers who have added an EV to the family fleet by adding EV services. Workshops will naturally be wary of the new technology and will want to avoid undertaking work on systems they have not been trained on, but Blackfern Cooperative director Roger Castleton says they are encouraging workshops to look at the

Auto Channel Issue #48 July 2022

opportunities they present — much like the growing opportunities in gaining expertise in ADAS systems. And he encourages them to move with their customers who often have a foot “in both camps”. “Most families with two vehicles will retain a fossil fuel car, so EV owners should by virtue of their history still want to deal with the team they trust at their local garage.” As a first step, Blackfern recommends workshops look at installing a universal EV charger in the workshop and offer free or low-cost charging

as part of the vehicle service. Blackfern partner YHI Energy has a number of options in this field. Roger says most workshops will find a hard-wired 7kW AC charger, like the EO Mini Pro 2, is enough to provide a decent add-on service and customer perk. With a charge rate of 30km–50km per hour (vehicle dependent) and a universal socket, this one unit will charge any PHEV/EV on the road both now and in the future. With the ability to reduce its charging power based on what electricity is being consumed elsewhere on the property, workshops will never exceed a site’s energy supply. For workshops with EV customers already, or even planning upgrades, Blackfern recommends an entry level 30kW DC charger. Available in wall-mount or mobile, this solution provides fast charging — which EV owners seek out — at a rate of 100km to 150km per hour (vehicle dependent). “It is an excellent addition to a busy workshop,” says Roger. “DC charging is also a great way to attract customers, in particular if there are things to do close by, such as dining or shopping. “Talk to the experts at YHI Energy supplies about EV charging,” he says. “They will find a solution that works for your workshop today and well into the future.” Blackfern members will go in the draw to win 10,000 reward points by just enquiring during July. “Should you purchase a charger, you can divide your payment into three months, no interest, no fee,” says Roger. For more information on Blackfern Cooperative, see www.blackfern.coop.

Introducing Autolabs AFTER MORE THAN 20 YEARS IN THE CAR DETAILING BUSINESS, MATTHEW RIDGE AND HIS SON BOSTON HAVE DEVELOPED A NEW CAR CARE RANGE — AUTOLABS

atthew has been involved in detailing cars for more than two decades through his Carfe businesses across Auckland, cleaning over half a million cars. During this time, Matthew and Boston realised most available products were highly acidic and bad for the environment. “There was a gap for products that were effective but not full of damaging chemicals that were bad for the environment and your vehicle. We knew there had to be something that could hit all three things on the head,” says Matthew. Working with chemists and scientists over three years, the father and son team developed the range

of Autolab products, combining science with the art of detailing. “It was such a great experience developing this range with Dad,” says Boston. “We were brought together by our passion for both cars and the environment. We also used cutting- edge technology to create a range that really works and is safe for all cars.” They rolled out the products in their own detailing business and the feedback was “phenomenal”. Their growing customer base includes Giltrap Audi, which is using the products in its grooming facilities, as well as in tailored car-care kits. The Autolabs range includes a Base Cleanser +

Wax; Protective Alpine Coat, a liquid quick detailer with high-gloss optics; Flawless Quartz Glass Cleaner which is ammonia free, non toxic and safe on tints; and Re-gen Interior Detailer, which cleans and disinfects, removing sweat and oils while conditioning and regenerating interior surfaces. It also leaves an anti-static barrier to protect against moisture, dust, oxidation, and UV degradation. Re-gen Paint Foundation restores the clarity of clear coat, and Hydrating Tyre Conditioner penetrates into rubber to create a rich, natural sheen. Iron Remover + Cleaner for Wheels removes tar and other organic or inorganic contaminants. It is safe to use on all alloy wheels, including vehicles with ceramic brakes. The range is now available from the Autolabs website and from Carfe. For more information see autolabs.nz.

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RYC2904

An ADAS target frame and accessories from Delphi, now Aptiv

Getting to grips with static calibrations LEARN ABOUT THE EQUIPMENT OPTIONS AND VEHICLE CONSIDERATIONS YOU NEED TO KEEP IN MIND WHEN PERFORMING STATIC CALIBRATIONS IN YOUR WORKSHOP

f you’re delaying getting into servicing ADAS (Advanced Driver Assist Systems), don’t delay too long. Governments around the world agree with vehicle manufacturers that ADAS saves lives and reduces collision damage. This means they’re here to stay and will continue to become more commonplace than ever in your bays. Many advanced (and profitable) repair workshops are manoeuvring their way through the complicated maze of ADAS sensor diagnostics and calibrations, but doing it properly — and that is the only way to do it — will not be a simple or cheap endeavour. ADAS service joins a long list of other complicated technology challenges we’ve faced and adapted to.

The ‘human’ side of ADAS If every ADAS-equipped vehicle could calibrate itself as well as it performs its advanced driver-assist duties, we could breathe a big sigh of relief. Instead we are faced with an ever-growing number of complicated calibration procedures and tools to juggle (Figures 1, 2). And there are not one, but two main types of ADAS sensor calibration procedures — ‘static’, when the vehicle is parked; and ‘dynamic’, when the vehicle is being driven. In both cases, the vehicle’s system can be ‘learning’. In most cases, both types of calibrations will require an enhanced OEM-level aftermarket scan tool, or true factory (dealer) scan tool. Some manufacturers require either static or dynamic calibrations, while others require both. Static calibrations (typically in your bay) require the most equipment, workshop floor space, and time. If you are just beginning to do your research on what type and brand of static calibration equipment fits your needs (and budget), there are two big factors to consider: First, the equipment is costly. Whether you opt for a collection of pure OEM tools (as used by the dealers), or a choice from a growing list of aftermarket providers, plan on spending tens of thousands of dollars if you want to calibrate multiple vehicle brands. But keep in mind that diagnosing pre-OBD vehicle drivability problems was best accomplished via a big box engine analyser which cost many thousands of dollars 35 years ago, and still made a decent return on investment. In today’s dollars, ADAS equipment is almost certainly less. Choices are abundant in

Auto Channel Issue #48 July 2022

ADAS camera/radar static calibration equipment, and they can be broken down into several categories and subcategories, starting with OEM and aftermarket.

OEM/Dealer equipment OEMs mostly use a geometry-based target placement process using common carpentry tools such as a plumb bob to find the exact centre of the front (and back) of the vehicle (Figure 3). Note you will need to check the manufacturers’ specifications. This allows a technician to locate and mark the vehicle’s geometric centre. Lines are then drawn on the workshop floor (i.e. chalk lines/ tape/markers) along with various angles to set the camera static calibration target(s) and radar sensor reflector (mounted on stands) at precise position/ distances in relation to the vehicle (Figure 4). Note that you will need to use an area of floor that is known to be flat and ensure you have clear space in which

Traditional carpentry tools like a plumb bob can be used in set-up procedures, and static calibration for an Aptiv radar can be achieved with a carpenter’s level

to set up targets. A factory scan tool is then connected to issue bi-directional requests to the ADAS sensor being calibrated. The scan tool tells it to lock on to that target to finish the static calibration process. Laser measurement instruments may be employed to speed up this time-consuming process.

Aftermarket – Stand-Alone target frame An aluminium ‘frame’ with arms to mount targets, lasers, and tape measures is set in place in front of the sensor being calibrated (Figure 5). As with OEM’s static calibration equipment, the position of the visual (camera) target(s) and/or reflector (radar) target must be precise. Wheel-mounted heads (with clamping brackets resembling chassis alignment heads), in conjunction with tape measures/lasers, may speed up the process of finding the centre of the vehicle. This is required to geometrically place the calibration targets in the precise location in front of the vehicle. This emulates the vehicle manufacturer’s target placement position, but can often take less time to accomplish compared to some OEM methods.

Aftermarket Target Frame with chassis alignment equipment integration Because ADAS calibration procedures require the vehicle to be on a level surface, alignment racks (which must keep the vehicle perfectly level anyway) have recently become a handy piece of equipment to mount ADAS calibration tools. Several chassis alignment equipment companies are getting into the ADAS calibration tool market. Some aftermarket stand-alone ADAS calibration systems (i.e. Autel) can adjust the height of their target frame arms (and tool calibration software) to accommodate the raised height of the vehicle while parked on an alignment rack. The second consideration is weighing OEM vs. aftermarket ADAS calibrations. Some deem this a modern-day Hatfields vs. McCoys. While the OEM vs. aftermarket parts, info, and equipment debate is nothing new to our profession, ADAS has heated this feud. In the ADAS calibration debate, the ‘McCoys’ cite the obvious — we’ve been using aftermarket tools to work on other safety systems for decades without the vehicle repair field turning into a disaster. The OEM ‘Hatfields’ cite multimillion-dollar lawsuits being filed (and won) overseas by victims of accidents blamed on non-OEM service procedures.

OEM camera

This pyramid shaped reflector

target for Honda

is common to Toyota and

static calibrations

several other OEMs

i.e. Adaptive Cruise Control (Figures 6-9). Cameras in the outside rearview mirrors used for ‘around view’ (a.k.a. surround view/bird’s eye view) may still require camera targets (visual pattern target mats) positioned at specified distances from each side of the vehicle for static calibrations. Some Honda and Subaru models may also require both static (in the workshop) and dynamic (on a road test) calibration procedures on their ADAS sensors. Toyotas require static calibrations on their camera and radar sensors. Their factory calibration equipment is not overly expensive and any J2534 programmer will work well with a Toyota factory scan tool software (TechStream Lite) subscription. Further education and factory/dealer equipment on ADAS calibrations for GM, Ford, and Toyota aren’t likely to bankrupt you as you gradually get into the calibration field.

Chassis alignment – cause or cure for ADAS calibrations? Many OEMs advise performing an ADAS calibration if a chassis alignment changes the vehicle’s ride height. All OEMs (that I’m aware of) stipulate the thrust angle must be correct (no dog tracking) before performing an ADAS calibration (Figure 10). This makes total sense even if the steering wheel is not visibly off-centre while driving straight. ADAS radar and camera sensor static calibrations rely on their targets being placed in exact positions relative to where the vehicle will be moving. Why go to the trouble of lining up the exact centre of the front and rear of the vehicle in your ADAS calibration if that centre line is not where the vehicle’s camera and radar sensors will be looking? On vehicles with positive or negative thrust, the vehicles’ sensors will be looking toward the left or right, instead of at the vehicle your customer is following. The static calibration completes/passes on the scan tool, but the process was flawed.

Ready to give up on ADAS? Don’t! If your business has a large volume of GM or Ford vehicles, complicated (and expensive) ADAS static calibration equipment is not required in many cases for the forward (windshield mounted) camera and long-range radar sensor,

Check thrust angle to avoid ‘dog tracking’ or diagnosis of a bent axle

Use a digital angle gauge to adjust the ACC radar’s vertical aim

A laser distance finder can help in geometric static calibrations

Is close good enough? According to Dirk Fuchs, ADAS instructor for I-CAR, thrust lines that are off — or ADAS sensor calibrations that are 1 degree off — equate to the potential for up to a 1.5-metre lateral miscalculation at 100 metres of distance between your customer’s vehicle and another vehicle. The result might be a false ADAS intervention (vehicle braking/stopping for no reason), or worse yet, an accident.

Vehicle ride height/sensor vertical accuracy A favourite custom modification for many vehicle owners is changing the ride height of their vehicle with lift kits, lowering kits, custom wheels, and the like. This can make an ADAS sensor ‘look’ at the pavement (instead of another vehicle), or ‘look’ towards the sky. Potential missed hazards and false triggers can occur with vertical inaccuracies, too. Car makers are concerned enough about sensors having precise vertical calibration accuracy that many specify verifying the following before static calibrations: • • • •

Correct tyre size and inflation Empty boot/cargo area Full fuel tank Wisdom from a mobile tech

Shouldn’t ADAS Inaccuracies set DTCs? Sure, but shouldn’t other vehicle issues such as leaky EVAP systems and intermittent misfires? Sometimes you have false DTCs, sometimes you have real problems without DTCs. That’s just the nature of today’s awesome (but not perfect) automotive self-diagnostic technologies. To make that point, Mike Reynolds, owner of Mobile Automotive Service Solutions in Charleston, South Carolina, posted one of his case studies in a video. Mike was asked to look at a 2020 Honda Odyssey repaired by a collision workshop after frontal damage. After leaving the collision workshop, the customer noticed the Honda SUV’s adaptive cruise control did not function. Mike took the vehicle on a road test. After activating the ACC (Adaptive Cruise

This Miller tool kit can be used to adjust the ACC radar sensor

Control), the vehicle did not attempt the proper auto braking intervention while approaching another vehicle. A return to the collision workshop for an inspection of the ACC radar sensor revealed a slightly bent mounting bracket missed during the collision repair. The radar sensor was essentially looking ‘over’ the top of the vehicles it was following. The workshop replaced the bracket, Mike performed the proper factory calibration of the sensor, and all ended well.

Windscreens tell a story Quality glass/OEM windshield/clean? Obviously, a bug-covered windshield can cause camera issues, but so will poor-quality glass, as it distorts the camera’s view. Look at the logo on the windshield and do your research to determine if it’s what the vehicle needs. Glass quality and cleanliness issues may or may not set a DTC, but can reduce the system’s confidence/performance level (Figure 12). Is there a disability placard on the mirror? Disability placards commonly indicate the primary driver is older. Older drivers may need extra education and encouragement from the experts at their repair workshop on how these systems operate. Adaptive cruise control (ACC) and lane keep assist (LKA) might take them by surprise. Is the lane camera overheating? This only sounds crazy. What happens when you put your phone on a windshield mount on a sunny day? It can overheat and shut down to prevent damage. The same is true for windscreen mounted ADAS cameras. Cameras and radars have heaters built into them. Those heater sensors can fail (like O2 sensor heaters burning out) and stay on. One GM PI (Prelim Info) bulletin states “cool the cabin down with the A/C to restore LKA and ACC functionality”. I understand the LKA part because it relies on a camera to ‘see’ lane markings. But why would the grill-mounted ACC radar shut down from a windows-up/direct sunlight super-heated cabin condition? Because the two systems work together (sensor fusion) in several aspects of ADAS operation. Whenever circumstances merit calibrating one sensor, experienced techs recommend calibrating both the radar and camera sensor regardless of whether the OEM requires it. Using a more familiar analogy — what drivability tech checks fuel and ignores spark?

Being certain – ADAS confidence

A misaligned camera — or a dirty windscreen — can cause this message

Auto Channel Issue #48 July 2022

Confidence is not just a software level in an ADAS system. Confidence is another human side of the ADAS equation. Overall, ADAS features input far more positive variables into our customers’ safe driving experience than negative ones. As repair techs, we mostly deal with broken vehicles and vehicle abuses. We rarely hear the positive side of vehicle safety systems — the injuries avoided and lives saved. The worst thing the repair industry can do is to become a negative factor in the ADAS equation. Going forward, we must continue our education on the subject, carefully research (and purchase) quality calibration equipment, document every process involved, and follow every instruction from the vehicle manufacturer whenever performing calibrations. When performing static calibrations, it makes sense to be certain at every step.

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Diagnosing a neglected engine TECHNICIAN TIMOTHY JONES RECKONS NOT ALL PROBLEMS ATTRIBUTED TO GASOLINE DIRECT INJECTION OF GDI ENGINES ARE THE MANUFACTURER’S FAULT

’m not sure what it is about Hyundai vehicles that come into our workshop, but it looks like every one of them is at their first appointment ever. I know Hyundai has its share of problematic engines, especially on their Gasoline Direct Injection (GDI) platforms, but I just cannot accept it’s all on the manufacturer. In my experience, it is almost always the case that the engine is out of oil, the oil filter is not a factory filter, and the air filter is 100 per cent restricted. Yet somehow these engines are getting warranty claims accepted when the connecting rod is sitting on the ground from obvious lack of maintenance. I have heard two different theories on their engine failures: low speed pre-ignition (LSPI), and metal left in the blocks during machining.

Low-Speed Pre-Ignition (LSPI) When I first heard of LSPI, more commonly known as mega knock, I was sitting in a class by Automotive Seminars presented by John Thornton. I think every one of us in the class was taken aback by this little-known phenomenon. What I remember is that LSPI is difficult to detect, but it’s significantly more violent than a typical spark/knock concern. This type of knock is associated with turbo GDI applications, but also affects non-turbo GDI engines as well. I know Hyundai/ Kia has offered software updates to aid in reducing this condition, but tuning the engine will not eliminate all concerns. Manufacturers are still struggling to maximise power output on GDI platforms because of the problems presented with LSPI. Another aid has been developed to help minimise this phenomenon. There is a new engine oil additive that has been engineered and will be purpose fitted into the ILSAC gf-6 spec of engine oils. If owners are offered a cheap oil change special for a GDI vehicle, they seriously need to find a more reputable garage. Luckily for this customer, they managed to get the last year available for the Tucson without a GDI application, otherwise they may have already needed an engine or two (Figure 1).

Fig:1

a stuck open EGR valve felt like. I decided that I need to back up my hypothesis with some relevant scan data. I’m thankful that some manufacturers saw the need for accurate cam timing PIDs and answered the call. It seems like some manufacturers are embracing the need to have accurate numbers regarding cam position, while others severely lack capability. When a DTC sets on a GM vehicle, the numbers are replaced with zeros. I am baffled as to why any manufacturer would think that would be a useful way to deal with cam timing PIDs. In my experience, when dealing with exhaust camshaft position PIDs, they usually incorporate a minus sign (-), whereas intake camshaft position PIDs reflect positive integers in the PID value (although I have seen a couple of curveballs that don’t conform to that last statement). I have seen that when an intake cam on VW/Audi products has jumped into a retarded position a (-) can show up before the intake PID value. This is a dead giveaway that you have a mechanical problem. There are typically two possibilities that cause this: • A cam reluctor has shifted on the camshaft • The cam is retarded past its set point As I started to work through this customer’s concern, I had two questions in my head that I wanted answers to: • When the PCM commands the exhaust cam to move, how does that impact the numerical value? In other words, does the value go more negative or positive? • What are the total cam phase degrees?

A 2013 Hyundai Tucson with 70,000km on the odometer came to our shop with a start-stall condition, as well as a check engine light. I performed an auto scan and found a p0017 in the engine controller. I noticed that the oil change sticker was well overdue by mileage. I confirmed the concern and, sure enough, the engine would start and stall. If I added some pressure to the accelerator, I could get the engine to continue to run off idle. The idle quality was terrible, but as I increased engine speed the engine ran well. To my surprise, there was oil in the engine, and it didn’t sound like it was going to explode. I had an idea about what was wrong with the vehicle from simply manipulating the gas pedal and understanding the nature of the DTC stored in the PCM. I thought that a cam jumped time or a cam phaser was stuck outside of its normal default/base position. This came to mind because when I was in the driver’s seat (being mindful of the symptoms the engine presented), I was reminded of what

Knowing the total cam phase degrees can support theories on what component may be faulty. This is particularly applicable when a cam phaser has moved to its max travel. On a V-engine design, it’s much easier to obtain known good specifications if the problem is associated with one bank. The reason being is that we have a whole other side of the engine for analysis (the unaffected bank will give you something to compare to). On a four-cylinder engine, this can raise the level of complexity, as there is no known good to compare to. Sometimes we can get lucky and find that the intake cam phaser and the exhaust cam phaser have the same degree of travel. In the case of this Hyundai, there is a 10-degree difference in cam phase capability between both camshafts. In my experience, when a cam timing DTC is set, we typically don’t have phase control in our bidirectional tests (PCM will not allow). I can only imagine that manufacturers do this deliberately so a collision cannot occur between valves or pistons. After clearing the DTC, the code immediately resets, so I had to get a little bit dirty to get answers to the questions I have. As I pulled up my cam data PIDs, I saw a set point PID of what the PCM desired and I saw a PID indicating what the actual position was. There was

Fig:2

Fig:3

The issue exhibited

Auto Channel Issue #48 July 2022

a 14-degree discrepancy (the difference between the -112 degrees ‘desired position’, and the -98 degrees ‘actual position’). I suspected the numbers were not going to match, based on how it was running (Figure 2). This didn’t tell me if the cam moved into the desired direction of travel or the opposite way. If I knew which direction in the numerical scale was ‘retarded’ or ‘advanced’, I could rule out a mechanical failure a lot sooner.

Time to get dirty In my next test, I full-fielded the exhaust solenoid and phased the cam as far as it would go (Figure 3). What I saw was that the cam’s actual value goes from -98 degrees to -71 degrees (that answers my first question as well as my second). The set point being -112 degrees and the maximum retarded position is -71 degrees. (This equates to roughly 40 degrees of phase-angle.) Since the cam moved in the direction that the PCM would normally move it in, I suspected that the cam solenoid valve may not be returning to its resting position. Some other possibilities include: • The camshaft phaser has a mechanical issue • The chain jumped one link • There is a hydraulic failure in the engine, outside of the solenoid Let’s reach for the low-hanging fruit. A known good cam/crank correlation

Fig:4

waveform is available in the service information from the manufacturer. That also meant I had to get my scope and hook it up to the car. I felt confident that I could accurately diagnose this vehicle’s fault. The exhaust cam solenoid on this engine is very accessible. I removed the solenoid for physical examination. When I took it out, I saw how neglected this engine was. The solenoid was contaminated with oil deposits and carbon (Figure 4). When I shined my light through the solenoid oil passages, I could tell the solenoid valve wasn’t returning to its resting position. I used a can of brake cleaner and an air gun to clean the solenoid out. I used my jump pack and powered the solenoid quite a few times. This allowed the valve to return to its resting position. I installed the solenoid back into the engine and boom! The engine started and ran fine at idle. I noticed as well that my desired cam timing and actual PIDs agree (Figure 5). This car isn’t fixed yet because I still have not addressed the root cause of the problem. If I allow the customer to leave with the car right now, without servicing the oil, a comeback is sure to follow. I recommended the service advisor suggest the replacement of both cam timing solenoids and a BG EPR oil change service. BG EPR is a chemical supplement that is added to the engine oil before the oil change is performed. This chemical is engineered to break down sludge, release stuck piston rings, and de-gunk other engine internal components. I have personally seen some truly fantastic results after performing this service (Figure 6). When I perform a BG EPR service, I like to actuate the solenoids. Doing this

Fig:5

Fig:6

helps clean them out and get engine oil/chemical into the cam phasers. BG does not recommend driving the vehicle or raising the engine rpm past 1200 with this product in the oil because it can significantly dilute the engine oil and cause bearing wear or damage. Since we are a professional shop, we understand the value of using quality parts and materials. We always install a factory oil filter on the engines that have experienced repeated mechanical failures. Hyundai has also released technical service bulletins advising on engine knocking noises associated with aftermarket filters. Oil changes are not very profitable in most circumstances, but it’s not worth blowing up an engine to save a few dollars on a cheaper oil filter. The more time I’ve spent in this industry, the more I have come to desire quality parts. To find quality, our parts are more frequently sourced from the dealership. There are some instances where an aftermarket part outperforms the OE, but I often request an OE part, especially if we have had issues with aftermarket parts with certain applications. The longer the suggested labour time is for a part replacement, the more likely it is that I want to put an OE part in the vehicle. I couldn’t imagine performing a 15-hour heater core replacement and using the cheapest component you can get your hands on, only to have to disassemble the entire vehicle again, due to a part failure. This is not just the warranty labour/time you are eating. All the production lost from other jobs you could be profitable on is compounded. In the case of this Hyundai, the labour/time for an oil control valve is 0.5 hours. Many times, I do not have any control over where the part comes from, I can only make a suggestion. After all, businesses exist to be profitable. I think this is often a source of frustration for professional technicians. We want to give the best quality repair to the customer and gain the maximum efficiency for both ourselves and the shop. After I performed the oil/filter change, I replaced both oil control valves. I cleared out the fault codes, and drove the vehicle out of the bay for a final road test. Shortly after driving, the malfunction indicator lamp came on, which meant I headed back to the shop to grab my scan tool, and scanned for DTCs. This is what was stored: P0080 Exhaust cam solenoid circuit high. I was thinking to myself that I remembered plugging the connector in, but I wanted to recheck my work. I examined the solenoid and found the connector fully seated. I removed the connector, plugged it in, and it felt normal to me. I approached the service counter and advised them to order the solenoid from the dealership. I felt confident that this would fix it because the original solenoid didn’t have a circuit fault (just applying some logical thought to the situation). I removed the replacement solenoid from the engine and found one of the male terminals bent up in the solenoid connector cavity. I have seen this a few times in the past. The only thing I could think of that would cause this issue is someone attempting to mate the connector incorrectly. If the connector doesn’t seat easily, there is probably a valid reason. I told the service advisor that I wouldn’t recommend bending the terminal back because it is difficult to ensure a proper connection between the male and female terminals. We installed the OE part from the dealer and the vehicle has not been back. With a firm understanding of how the hydraulic portion of the VVT system functions, my instinct allowed me to visualise what was wrong with the vehicle. Without taking the time to familiarise ourselves with the systems we work on, we often begin our analysis far from the actual fault, and as a result invest a lot of unnecessary time. In this case, I had to use the scope to prove what was wrong with the vehicle, not that there is any wrong in going that route. But I’d always prefer to remain efficient as well as accurate. The moral of the story is to take the time to learn about the ins and outs of the systems and components we face daily. Familiarise yourself with the tools you have and learn what they can and cannot show you. Your accuracy is likely to increase, just like your profitability and confidence.

Halogen still the best upgrade for headlights LEDS ARE SETTING THE PACE IN MANY AREAS OF LIGHTING, BUT A NEW RANGE OF NARVA HALOGEN BULBS IS STILL THE BEST LEGAL UPGRADE FOR CONVENTIONAL VEHICLE HEADLIGHTS

arva’s new Plus 200 halogen performance bulbs are more than twice as bright as standard H7 bulbs and the beam penetrates 80 metres further ahead. The light is also whiter, rendering objects’ colours closer to their appearance in daylight. The new-design bulbs also achieve this improvement with no increase in power consumption or heat, making them suitable for use in vehicles with polycarbonate headlamp covers. This makes the new bulbs, which are available in both H4 and H7 fitments, a simple swap. They are ADR-approved and are a fully legal and compliant upgrade in New Zealand. This is likely to make sticking with halogens — rather than choosing an alternative upgrade path — a more sensible option in the future, thanks to a recent change affecting compliance with the 2004 Vehicle Lighting Transport Rule.

An amendment to the vehicle inspection requirements manuals, or VIRMs, gazetted on 9 May this year, gives vehicle inspectors the ability to check the condition of vehicles against the National Motor Vehicle Title Information System (NMVTIS) — which shows its original specifications — to assist with proof of standards compliance. That gives the inspectors confronted with an aftermarket lighting installation, such as a replacement LED headlamp array, the right to deny a vehicle a warrant or certificate of fitness because it was not a standard factory fitting. The new Plus 200 bulbs are the most powerful

lamps in the Narva range, making them an ideal upgrade solution for any application using H4 or H7 sockets. They are available as four part numbers — two H4 part numbers, comprising a single or a pair of bulbs, and the same in H7, as follows: Part number 48392BL has a single H4 12C 60/55W P43T Plus 200 bulb, while part number 48392BL2 has a pair. Similarly part number 48396BL has a single H7 12C 55W PX26D Plus 200, and 48396BL2 has a pair. Narva’s new Plus 200 halogen bulbs are available at auto parts stores nationwide.

PERFORMANCE HALOGEN GLOBES Features

STREET LEGAL

l l l l l l

Up to 200% more light on the road* Up to 80 metres longer beam 20% whiter light* ADR approved and street legal Suitable for polycarbonate headlamps No increase in power consumption or heat SINGLE BLISTER PACKS

48392BL 3750°K

* Compared with standard halogen globe 48396BL

H4 12V 60/55W P43T H7 12V 55W PX26D

TWIN BLISTER PACKS

48392BL2 H4 12V 60/55W P43T 48396BL2 H7 12V 55W PX26D

* Compared with standard halogen globe

Quality fluid handling pays unexpected dividends INVESTING IN QUALITY FLUID HANDLING EQUIPMENT DELIVERS BOTH TANGIBLE AND INTANGIBLE BENEFITS

any businesses, especially when times are tough, look to spend the minimum on relatively low cost equipment like oil pumps, drum trolleys and drain trays, but James Driscoll, director of equipment supplier Emco, says that’s often a false economy. He has seen the difference a shift to better quality equipment has made which extends beyond the physical workshop, as creating a better place to work leads to greater satisfaction in the people working there. Emco is often contacted by workshops that have become frustrated with breakages, spills, leaks, and the downtime spent on repairing or attending to poor equipment. “Often people are responding to the need to tick boxes for health and safety, and environmental compliance,” he says. But what they get from better quality solutions is little short of business transformation. “What I’ve seen over many years is people looking to get by with equipment that’s low quality and cheap and ultimately it can fail early in the piece, leaking out product. When fluid handling

equipment starts to break down, having to deal with that is not just downtime, it also creates significant environmental issues, health and safety risks from slips and trips, exposure to fluids, contamination issues, and knocks and bruises. “It also leads to frustration which affects work performance.” He says working in an environment where fluid spills are common and working in a mess is tolerated has a psychological effect that could translate into people not caring about the quality of their work. Providing quality equipment or installations reverses that situation, says James. “Good quality equipment can lead to pride and increased staff performance and efficiency — as well as improved environmental performance and reduced health and safety risks.” Taking the next step, shifting from pumping products from drums to a fixed line installation, accelerates those gains. James is a big fan of bulk storage and fixed line installations, having seen the difference that has made in many workplaces. The initial investment is always repaid in increased efficiency in accurate dispensing and avoidance

of spills, he says. In addition, removing the need to handle drums or transfer pumping equipment avoids potential contamination, creates a cleaner and tidier workshop, and further reduces hazards. “It takes away uncertainty and creates consistency.” What’s more, an attractive well-designed pipe layout makes a physical statement about workshop quality and efficiency that speaks to staff and customers alike, says James. For more information on fluid handling products or installations, call Emco on 07 850 5240.

LET’S KEEP THINGS MOVING TALK TO EMCO FOR NATIONWIDE DISTRIBUTION AND INSTALLATION OF EQUIPMENT FOR LUBRICANTS, FLUIDS AND GASES.

EMCO offers an extensive range of premium reticulation products with the highest levels of functionality and design, from quality manufacturers across the globe. Our team of determined problem-solvers are passionate about quality, service and doing what’s right for you. EMCO products and installations solve even the most technical of reticulation challenges. SPEAK TO EMCO FOR PUMPS, REELS, DISPENSING EQUIPMENT AND ACCESSORIES, ALONG WITH SITE PLANNING, INSTALLATION AND SUPPORT. New Zealand agent for world-leading RAASM products

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

TERRA TAIL A SIX-YEAR MASTER CLASS IN METAL MANIPULATION, THIS HUDSON HAS BEEN EXHUMED FROM ITS DORMANT LIFE GATHERING DUST IN A BARN Words: Marcus Gibson Photos: Rod Dunn

Auto Channel Issue #48 July 2022

aving owned and driven hot rods his entire life — none of which would have fallen under the category of show rod — Aaron Grieve decided it was high time he built something a little more refined, or, more to the point, something with gloss paint. What he had in mind was not a show rod, but a custom — a ’30s tail dragger with paint and metal work so spectacular it would be more art work than motor vehicle. Six years later, that’s exactly what he’s produced. Even at the outset there was a very defined direction for the build and that started with the base vehicle itself. Not content with a run-ofthe-mill Ford or Chev coupé of the era — no, sir

— Aaron wanted something unique, casting his search net far and wide and eventually snagging a ’37 Hudson Terraplane lying dormant in a Morrinsville barn. “As soon as I saw it for sale, I knew it would be a one-of-a-kind build. You can’t beat a ’37 Hudson grille,” remarks Aaron. The only real snag with the ’37 was that the front end he loved so much wasn’t complete; it was missing the complete guard assemblies. Had the coupé been run of the mill it would have been an easier job to find replacements, but it wasn’t. Eventually a donor car was located and the build could really get under way.

Right from the outset Rob Duff of Radical Refinishing, the man responsible for the paintwork, was in on the build plan — a plan that included a call to rat rod extraordinaire David Jeffery of BellaRat Customs. David would be tasked with manipulating the ’37 business coupé shape into something a little sexier, as Aaron explains. “The chop was always more about the look than a set amount of inches.” The end result was around a whopping four inches up front and six inches in the rear. The rear sheet metal was also reshaped to flow better into the boot lid. The coupe was returned to Aaron for the doors and boot to be reskinned, and handles

and hinges shaved, while custom fender skirts and running boards were fabricated to complete the exterior’s sleek new lines. These lines were further enhanced by the ride height — or should we say lack thereof! To get the tail dragging, a 12” C-notch was added to the stock rails, and the factory leaf springs were replaced with a custom parallel four-link and Watts link to keep the Ford nine-inch positively located. Up front a Jag XJS front clip was grafted to the chassis. All four corners would also receive Slam Specialties airbags, allowing the chassis to lay frame at the flick of a switch. The chassis also received some muchneeded strength to the cross member. The body got some trick bracing that you won’t ever see, but it adds support to the flimsy ’30s structure. Such drastic chassis work in a coupé of this era usually means the loss of a rear seat, but that was a no-go for Aaron. “I wanted to be able to enjoy it with my family, so it was a must that it had four seats — unlike most of these coupés.” While that requirement added a bit of complexity to the job, it was achieved — and not just with some apologetic foam swab masquerading as a seat pad. No, sir, there are actually four bucket seats for the Grieve clan to relax in while cruising. Even up front,

Auto Channel Issue #48 July 2022

The chop was always more about the look than a set amount of inches fitting the two seats is an impressive feat given the size of the trans tunnel required to fit the 6L80E at this chassis height. In fact, the entire firewall and tunnel were replaced and an all-new rear floor created to accommodate what lies beneath. However, they did manage to keep the boot space — so practical for those longer cross-country road trips. When it came to a power plant, all-out performance was never the goal — this is built to cruise, so a stock form L77 was sourced from a donor VF Commodore and received only basic modifications to help it breathe better, along with a remapped factory ECU. Bolted to the GM block is a modified Sanden AC pump, which provides for the air ride suspension — chosen over the more conventional electric pumps. With a bump in power over the factory six, the radiator was not going to cut it, so it was modified with a new core and fitted with a 16” fan, while a pair of 10” fans draw the hot air from the bay.

All-out performance was never the goal — this is built to cruise Once all the fabrication was complete it was Rob’s time to shine. It would be his gun work that would end up stealing the show. First up was the custom mix of HOK Brandywine and Candy Apple red, which covers the entire body, then a ridiculous number of hours were poured into the pinstriping and lacing of the bonnet, roof, and tail section, with even the dash copping the treatment, which cleverly flows from the design on the bonnet. It’s an intricate design — one that has also been flaked and then flow coated with litres and litres of clear, before being colour sanded, polished, and ceramic coated. The entire process took a serious amount of time, but the result is nothing short of breathtaking. Aaron said he wanted a gloss car; he’s most certainly got that and then some. Building something custom like this can be a real headache; the amount of work required when you undertake such drastic body modifications would be mind-blowing to most — from custom glass to interior trim. Not to mention ensuring everything is done to the letter of the law. But for Aaron, it’s all part of the journey. “I really enjoyed all aspects of the build, including all the fiddly bits, and even the frustrating bits I had to redo multiple times, as it was a learning experience.” Aaron is most proud of the fact that the Terraplane was built, not by the big-name pro shops but by a bunch of talented guys who all more or less work from their home garages. It just goes to show what can be achieved from the home workshop with a solid plan and some talented mates. All told, it was a six-year labour of love, and all that’s left to do now is revel in it and clock up some kms — enjoy it, Aaron.

Auto Channel Issue #48 July 2022

Auto

Auto Channel June22.indd 1

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Products

Get the Corghi to lift it The key to productivity and staff retention in high throughput workshops is reducing wearying physical effort and the risk of strain injuries. Corghi’s TT-R wheel lifters will lift and centre wheels weighing up to 80kg with most brands of wheel balancer. The wheel height is adjusted by simply rotating the handle. The controls and accessory mounts are ergonomically designed for ease of use, and a polyurethane guard protects the rim from damage during the wheel loading and unloading phases — but the major benefit is increased safety and reduced fatigue for staff. For more information, call Automaster on 0800 214 604, or email info@automaster.co.nz.

Ecology plus from Kumho KH27 Ecowing The Kumho KH27 is an Eco tyre, but actually what is an Eco tyre? It’s a tyre designed to have low rolling resistance for fuel saving and to give off less particles as the tyre tread wears down for a healthier planet — and a healthier wallet. The KH27’s unique asymmetric tread pattern also offers a smooth and quiet ride. For every Kumho KH27 Eco tyre purchased, a tree will be planted at the Talbot Forest Reserve near Geraldine in South Canterbury, helping buyers do even more to keep NZ green. The Kumho KH27 is available from all leading tyre retailers.

Tough Sice tyre changer The Sice S45 puts the power where you need it. The patented automatic side-swing arm saves repositioning time and space. It has a self-centring, four-jaw chuck with two clamping cylinders and the three-phase powered turntable is two-speed. The powerful 31KN stainless steel bead breaker is double acting with a patented demount head design and an enlarged wheel pad. Outside clamping is 11” – 22” and inside 13” – 25” for rims up to 350mm wide. $6299 +GST delivered nationwide. See centurydistributors.co.nz or call 04 567 1405.

Auto Channel Issue #48 July 2022

More light; less hassle Upgrading headlights or headlight bulbs can be dicey in New Zealand as some common LED options on the market are intended for off-road use, and new provisions for WoF and CoF allow vehicle inspectors to verify vehicles against original equipment. Narva has a solution. The new Narva Plus 200 halogen bulbs, which are a straight swap in both H4 and H7 fitments, deliver 200 percent more light than stock bulbs, with an 80-metre longer beam. They are fully road legal and there’s no increase in power consumption so they are safe with polycarbonate covers. For more information, see narva.co.nz and select ‘performance globes’.

Koba AGM Batteries KOBA AGM batteries’ absorbed glass mat (AGM) technology provides easy and repeated cranking power for the multiple starts required in stop/start vehicles. Their compressed internal structure maximises electrical performance, offering greater durability and cycle life than standard lead acid batteries. The complete KOBA battery range is available through R&J Batteries. Visit www.rjbatt.co.nz to become a stockist.

ACDelco cleans up ACDelco offers a full range of chemical products to protect, enhance, and maintain your vehicle. From fuelling and brakes to cooling, ACDelco has developed the chemical products needed to keep vehicles performing at their best, all with AC Delco’s thoroughness and quality. Priced from $7.25 plus GST, they are all available to order online at gmtradeparts.co.nz, or from your GM Trade Parts seller.

Level 1 testing package provides a step-by-step checklist the technician will follow to rule out potential causes in the least amount of time. Say you will go through the results with them and provide assurance this is the best way to save them money and get the car back on the road in the most efficient way. Get the signature and get the technician started right away. If the customer objects, saying, “You mean you’re going to charge me just to look at it?” you can counter by explaining you could waste time and their money just guessing, or even addressing most likely causes. You need to complete an analysis to find out what failed and, more importantly, why it failed. Explain that carrying out a professional assessment applying diagnostic skills and knowledge is the proven method of ensuring the lowest cost to the customer, and avoiding cost blowouts from incorrectly scoped work.

GET PAID FOR DIAGNOSTIC SERVICES MANY CUSTOMERS ASSUME DIAGNOSTICS SHOULD BE FREE — SIMPLY THE BASELINE REQUIRED TO START FIXING A VEHICLE. THEY NEED TO UNDERSTAND, JUST AS WHEN VISITING A DOCTOR, THAT EXPERTISE IS PART OF WHAT YOU PAY FOR. HERE’S HOW TO APPROACH DIAGNOSTICS

any repairs begin with a diagnostic service. Getting paid at all, never mind fairly, for diagnostic services can be a daunting task. Most consumers think scanners tell us exactly what is wrong with the car. They assume when they bring a vehicle to a garage, they are contracting with the workshop to identify the root cause, not just potential causes, and make the necessary repairs. Anything less than a successful repair is viewed as a failure and some customers will go as far as to claim the workshop “ripped them off”, especially if some potential fixes proved to be red herrings. Properly repairing vehicles is a complex task that even the best workshops struggle with. And let’s not forget diagnostics is the most expensive labour operation that a workshop can perform. Here’s why: Automotive repair workshops generate revenue from two main sources — parts and labour. When a technician is performing a diagnostic test, that work is not providing parts revenue, which is why the diagnostic service is the most expensive labour operation the workshop can perform. To recover the lost revenue from parts in this transaction, it is important to charge a higher labour rate for these services. A fair mark up on your labour rate is typically 25-50 per cent of your baseline rate. Remember, we are trying to recover the lost profit on the part sales, not 100 per cent of the parts sale. There are three elements to getting paid for your diagnostic services: • Build profitable diagnostic packages and charge a fair price for them. • Prepare an awesome sales presentation that removes the fear from the transaction.

Auto Channel Issue #48 July 2022

• Create a diagnostic and repair process that eliminates comebacks and fixes the car right the first time.

BUILDING A PROFITABLE DIAGNOSTIC PACKAGE Say the workshop has a baseline labour rate of $100 per hour. To recapture the missing parts profit, we can mark up the labour rate 25 per cent, or add $25 to the rate. Our Level 1 package should also include an additional fee to recover the costs and fees associated with accessing information and updating our diagnostic tools. These fees are typically not figured into the baseline labour rate of most workshops. This can be researched, but we can assume a fee of $12 is a reasonable addition to recover these costs. Our testing package price is going to be $137 an hour. Setting this up in your workshop management system is as simple as building a canned job and setting the labour rate at the new rate. You can add the resource fee separately, or just build it into your new rate. This money can go a long way to providing new tools, training, benefits, and even a higher paycheck for a diagnostic technician.

CREATE A PRESENTATION THAT SELLS THE SERVICE The sales presentation helps the customer decide if they will pay your fees or not. The goal is to help the customer understand and believe in your process. First the customer needs to understand there could be several causes for the issues raised. A

CREATE A PROCESS THAT ENSURES THE RIGHT REPAIR FIRST TIME A comeback or misdiagnosis is one of the costliest transactions for a workshop. Creating a system that provides valuable information for your client, as well as ensuring you are taking the necessary steps to eliminate comebacks and misdiagnosis, will maximise profits. What should be in your repair process? • Written request. Ensure the customer's concern has been properly captured • Baseline visual inspection, including fluid levels, condition of wiring insulation connectors, vacuum hoses, air intake boots, and check for leaks • Complete scan of the onboard computer system • Research ECM updates, TSBs, SIBs, and Recalls • Confirmation of client concern • Pinpoint or isolation testing of suspected failed components that verify failure • Cause analysis • Scope of potential repairs. Using the system outlined above provides the client with valuable information about their vehicle. This not only ensures a proper repair, but it also justifies the diagnostic charges the customer should pay. If you provide the right customer deliverable in the form of a checklist, pdf printout of the scan report, and any factory-level testing plans, the customer will begin to understand the complexity of the testing process — that it is not just ‘taking a look’ — and their resistance will melt away.

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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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Auto Channel Issue #48 July 2022

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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

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

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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

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ford.co.nz or 0800 367 369 tyreorder.co.nz or 0800 80 90 96 moreyoil.co.nz or 09 813 9200

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gearwrench.co.nz Napa.co.nz or 0800 800 073 trojan.co.nz or 0800 876 526

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fuchs.co.nz or 09 828 3255

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bendix.co.nz 09 636 5428 or sales@clutchindustries.co.nz

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nz.macnaught.com or 0800 023 510

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ateco.co.nz or 09 979 8000

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eproducts.co.nz or 09 916 6750

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eshop.wurth.co.nz or 0800 683 040 alleuroparts.co.nz or 0800 255 387

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tridon.co.nz or 09 259 4327

haymanreese.co.nz or 0800 MYTBAR

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Injectronics.co.nz or 0800 536 547 goss.co.nz or 0800 536 547

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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Tower rationalising its motor repairers TOWER INSURANCE IS RATIONALISING ITS MOTOR REPAIRER NETWORK AND IS ISSUING A REQUEST FOR PROPOSAL (RFP) FOR SUPPLIERS IN AUCKLAND, HAMILTON, TAURANGA, WELLINGTON, CHRISTCHURCH, AND DUNEDIN

he RFP is open to the motor repair industry until 18 July 2022. Tower will commence an RFP for the rest of New Zealand by the end of 2022. The insurance company currently works with around 80 repairers across the six regions. The number of repairers in the rationalised structure was not specified. Tower chief claims officer Steve Wilson says the RFP is one of the many ways Tower is investing in partnerships with small to medium-sized businesses to deliver a stronger quality and more localised and personal service to its customers. “New Zealand is currently experiencing some challenging economic and environmental factors, particularly in the motor repair industry, and our ambition is for these partnerships to be a win-win for all,” says Steve. “Going to market allows us to work closely with new suppliers, so we can build strong relationships and send a higher volume of work their way. This gives our partners a commitment they can rely on for investing in staff, tools, and the facilities required for repairing modern and future technology in vehicles.

“When we partner with a motor repairer, we’re essentially welcoming them into the Tower family and want to ensure they feel this partnership is much more than just transactional. Our motor repairers are ultimately the face of Tower from a customer perspective, so we know how important it is to invest in these relationships and get them right. “We’re excited to get out there and meet with a range of motor repairers. We want to understand how the industry is innovating, what practices exist, particularly from a sustainability perspective; what we can learn, and how we can continue to best support our customers.” Tower says customer benefits will include empowering repairers to start repairs on the spot; using technology to elevate the experience, ensuring all parties are kept up to date on the status of the repair, and providing a lifetime guarantee on all authorised repairs. The RFP will be on Tenderlink until 12pm, Monday, 18 July. Tower last undertook an RFP for its motor repairer relationships in 2016.

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,298 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. 49 distributed 2 August

Editorial: editor@autochannel.co.nz Advertising: Mike 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.

Auto Channel Issue #48 July 2022

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Auto Channel 48

Articles inside

Tech feature: Tackling calibration

Jump starters that charge themselves

GM Aftermarket’s local legends

Macnaught invests in New Zealand Cover

Car news

Feature car: Hudson Kustom

Attracting EVs to workshops

It pays to invest in quality kit