Auto Channel 57

Macnaught: Built to last since 1948

FOR OVER 75 YEARS FLUID AND LUBRICATION EQUIPMENT GIANT MACNAUGHT HAS BEEN INCREASING THEIR REACH AND PRODUCT LINE VIA INNOVATION AND THEIR DNA. AS THEY GET READY TO OPEN A NEW ZEALAND WAREHOUSE/OFFICE IN WIRI, WE TAKE A LOOK AT THE SECRET TO THEIR SUCCESS AND COMMITMENT TO THE LOCAL INDUSTRY

AUSTRALASIAN SOUL, GLOBAL REACH

Based in Sydney, Macnaught is a local success story for innovation on the world stage. For more than 75 years, they have designed and manufactured high-quality fluid and lubrication equipment for agricultural, industrial, marine, aviation, automotive, transport, and mining industries. Today, their range of hose reels, pumps, meters, and accessories for grease, oil and fuel are distributed in more than 60 countries worldwide and marketed under the leading brand names of Macnaught Fluid Handling, Macnaught Positive Displacement Flow Meters, Retracta Hose Reels, and Lubemate.

Recently, Macnaught have taken a new warehouse and office space in Wiri, Auckland, and expect to be fully operational by early May. This shift will allow the company to move their product

away from their previous, third-party logistics warehouse arrangements, to continue their high quality customer service and supply and further cement the company’s investment in New Zealand.

THE MACNAUGHT DIFFERENCE

Since the beginning, their vision has been to offer professionals absolute reliability and uncompromised performance in the harshest environments. Over time, they have made this vision a reality and have become the benchmark in its class thanks to their DNA of:

• Innovative designs

• Quality workmanship and,

• An expert team dedicated to your business. Macnaught’s global success has been based on innovation in all aspects of its business, from design to manufacturing and distribution. Macnaught’s patent-approved products are testament to its design logic, which has set it apart from its competitors and provided confidence to customers.

They also offer up to 10 years’ mechanical warranty and guaranteed parts availability on Macnaught-designed products. They call this the Macnaught difference; their customers call it peace of mind.

CONTINUED ON PAGE 4

8 Contents

ISSN 2816-0959 (Print)

ISSN 2816-0967 (Online)

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battery-operated pumps, or BOPs. The patentapproved 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 20 litre and 60 litre 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, compressors and the like, 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. The slogan ‘one powerhead, multiple pumps, countless industries’ says it all. Macnaught’s constant striving for excellence has meant the BOP product has recently been reengineered,

Universal one-stem unit to do the job of the four previous iterations.

MACNAUGHT IN THE INDUSTRY

Macnaught specialises in lubrication and fluid handling equipment. From traditional manual oil pumps, to innovative patent approved technology in the battery operated oil pump range, Macnaught shows the test of time and ensures you get the job done right. With over six decades experience in designing and manufacturing premium quality fluid measurement, fluid transfer, and lubrication equipment for the agricultural, automotive, industrial, mining, and transport industries across the globe, “…the phrase ‘built to last since 1948’ certainly holds up to scrutiny”, says Brad Pailthorpe, national business development manager with Macnaught New Zealand.

RETRACTA IN THE INDUSTRY

Retracta is the benchmark in industrial strength retractable hose reels. Over the decades the original

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,306 New Zealand businesses in the following automotive sectors:

Automotive workshops, parts importers and distributors, transmission specialists, automotive recyclers, towing operators, panel beaters and painters, crash repairers, tyre dealers, suspension and underbody repairers, steering specialists, towing operators, auto-electrical repairers, newand used-car dealers, air-conditioning repairers, heavy-machinery dealers, trucking and transport.

this, and with a long history of innovation and design, Macnaught has now developed an exciting new range of Retracta reels specifically designed and engineered for the most demanding industrial applications and environments. The new Retracta R3 range now includes a world-first adjustable control return system. The patented ‘Retracta adjustable control return’ (RACR) system is supplied on all R3P+ models. The RACR system gives the users more control by allowing them to set the speed of return to suit their individual requirements.

new cobots (collaborative robots) on the Retracta line. These cobots work alongside the Macnaught team in the manufacturing of Retracta reels, boosting their capabilities and volumes produced dramatically to keep up with global demand.

LUBEMATE IN THE INDUSTRY

Macnaught proudly launched Lubemate to provide the market with products that deliver value for everyday jobs. Over the years, Lubemate products are exposed to the same testing and quality

and lubrication application and technical product knowledge. The Lubemate range features equipment suitable for common grease, oil, fuel, and ad blue applications along with hose reels. Lubemate products are selected by Macnaught to ensure that they are fit for purpose. Lubemate products are backed by a Macnaught warranty of up to two years.

Macnaught design and manufacture world-class products with a commitment to excellence as one of their main goals. Macnaught continues to lead the market through strategic partners, innovative design, superior product options, technical expertise, and dedicated people who provide a quality service to ensure ongoing loyalty.

“We value the relationships we maintain in the industry and are committed to ensuring we continue to add value to the businesses we serve,” says Brad Pailthorpe.

For more information on Macnaught, see

Blackfern Cooperative expands one year on from mutualising

ONE YEAR ON AS A MUTUALISED, MEMBER-OWNED COOPERATIVE, BLACKFERN DIRECTOR ROGER CASTLETON REFLECTS ON SOME OF THE HIGHLIGHTS AND DEVELOPING TRENDS

When local Wairarapa workshops voted to form a member cooperative back in August 2014, the challenges we have today for the independent auto repairer were starting to be raised. Those challenges were primarily around access to repair technology, attracting and retaining people in the industry and, of course, some friendly local competition in the parts-buying group space. Sustained growth has been constant and Blackfern has just issued its 1500th membership — not bad considering its provincial roots. We want to thank those members and suppliers that continue to support us.

Member benefits continue to drive engagement and these are many, including access to an online parts request (Ebits) that saves time and valuable charge-out time. Vehicle technology support is offered through partners such as our auto specialist suppliers in areas around WOF compliance and training. Deferred payment options on capital equipment purchases and competitive fuel card options are another bonus, along with preferential pricing in most cases through supplier partners that provide, upfront, some of the most competitive rewards around. These can be redeemed via a number of options, the most popular being the Blackfern online shop (check out blackfern.coop).

MARKET CHALLENGES

As the economy has tightened, other challenges have developed. The game is certainly changing in the area of access to robust terms and conditions for members, and provision for workshops to conduct credit checks economically and quickly on potential risks. Workshop owners need to be aware of the risks and many say that they don’t let

the car go unless it’s paid for. However, as we all know, it’s not always that simple. You might not have the storage area to hold the vehicle awaiting payment. The customer may need their vehicle for remuneration (ie, plumbers, builders, etc). There are some commercial rights here that contradict the holding of a vehicle. As the repairer, you do need to be aware of these issues to protect yourself. Finally, you might be awaiting all the parts or outwork invoices to book the job out prior to the vehicle leaving your premises. As a Blackfern member, we can provide you with some robust suggestions and guidance in this space.

BLACKFERN’S IMMEDIATE FUTURE

assist members with Blackfern’s growing marque of services and suppliers.

Kye Ford services the South Island, minus Christchurch and North Canterbury currently

Kye Ford

Daniel Howard

Roger Castleton

INNOVATION BY DESIGN

PORTABLE AND RECHARGABLE

SINGLE POWER HEAD FOR MULTIPLE PUMP STEMS

NEWLY ENHANCED PUMP STEM CAN HANDLE MULTIPLE FLUID TYPES

NO MORE PUMPING BY HAND TO HELP REDUCE FATIGUE

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

BOP INLINE METER

OPTIONAL EXTRA

UV STABLISED & IMPACT RESISTANT POLY CASE

DESIGNED & MANUFACTURED IN AUSTRALIA FULLY SERVICEABLE

2023 Silverado sets new standards

RENOWNED AS A POWERFUL WORKHORSE BUT WITH THE RUGGED GOOD LOOKS THAT EASILY TURN HEADS IN URBAN SETTINGS, THE NEW CHEVROLET SILVERADO HAS LAUNCHED A NEW STANDARD WITH ITS 2023 MODEL

The Chevrolet Silverado has a storied history as one of the most popular full-size pickup trucks due to its reliability, durability, and versatility as well as being able to go from rugged, off-road situations to urban scenarios without a problem. Since its introduction in 1998, the Silverado has undergone significant technical and mechanical innovations that have contributed to its widespread popularity. Things such as advanced powertrain options, a wide range of engine choices — from V6 and V8 gasoline engines to diesel engines — advanced technologies such as direct fuel injection, variable valve timing, and cylinder deactivation, each iteration has made the Silverado one to watch.

This year is no different: GM Specialty Vehicles has unveiled the new Model Year 2023 Chevrolet Silverado 1500, and it promises to be a game-changer. With significant enhancements to the interior, exterior

on-road smoothness and off-road capability.

“The MY23 Chevrolet Silverado 1500 will help people in their quest to live big, whether towing their caravan or boat, off-roading, or simply getting from A to B in a premium full-size truck,” said Greg Rowe, director of GM specialty vehicles.

The highlight of the MY23 Silverado 1500 lineup is undoubtedly the first-ever ZR2. This off-road beast offers unparalleled capability for those who crave adventure off the beaten track, complemented by the suppleness and refinement of a premium full-size truck for a comfortable journey to the destination.

The ZR2 has been built for off-road enthusiasts and comes with a range of features that make it a formidable off-road machine. Its suspension package includes a high-performance lifted suspension and Multimatic DSSV dampers, which can increase maximum front and rear suspension travel by using three separate spool valves to control damping, and three connected chambers for fluid flow. This allows for improved off-road capability and a more comfortable ride on uneven terrain.

The ZR2 also comes with front and rear electronic locking differentials (E-Lockers), which can be engaged for additional traction in off-road situations such as mud, snow, steep hills, and uneven terrain. This provides maximum traction with minimal

effort, ensuring that the ZR2 can tackle any terrain with confidence.

Another notable feature of the ZR2 is the twospeed transfer case with push-button controls with Four-Low for low-speed off-road capabilities.

Another exciting development is the Terrain driving mode with ‘One Pedal Driving’ experience. This allows for precise control through the use of the accelerator pedal to handle tough terrain. The Silverado ZR2 can be brought to a complete stop by simply lifting off the accelerator pedal for those instances when precision stopping and starting is necessary. This driving mode is similar to what can be found in fully electric cars and has some fuel efficiency gains as well as minimising brake usage and corresponding wear and tear.

Throughout its history, the Silverado’s rugged, tough good looks have been recognised as definitive head-turners, so much so that this mean machine has featured in a smattering of films. From The Day the Earth Stood Still through to Captain America, and even a Disney role, this US staple has serious star power and the MY23 is no different.

The exterior of the MY23 Silverado 1500 features a redesigned front fascia with new daytime running lights, and an interior that has been fully redesigned with a sweeping horizontal instrument panel that creates a more spacious and premium feel. The centrepiece is a 13.4-inch diagonal colour touchscreen, accompanied by a new 12.3-inch diagonal configurable digital instrument cluster, and an electronic transmission shift control now located on the centre console.

Under the hood, both the LTZ Premium and the ZR2 come with the powerful 6.2-litre EcoTech3 V8 engine, the most potent naturally aspirated V8 engine in its class with 313kW of power and 624Nm of torque. The 10-speed automatic transmission provides seamless and smooth gear transitions for effortless towing.

Safety is a top priority in the MY23 Silverado 1500, with both models equipped with a comprehensive suite of advanced safety technology and driver assistance features. Standard features include rear-cross traffic alert, a StabiliTrak electronic stability control system with traction control, and forward collision alert with low-speed automatic emergency braking, among others.

“The new MY23 Chevrolet Silverado will cement itself as the benchmark for those who want to live big as they tour and tow around the country in comfort and style, as well as adventure off-road in the absolute best GMSV has to offer,” said Greg Rowe.

The MY23 Chevrolet Silverado 1500 LTZ Premium and ZR2 are available in nine different exterior colours and, in New Zealand, the LTZ Premium has a recommended retail price of $144,000, while the ZR2 starts from $149,000.

Fuchs’ ‘Magnificent 7’ range is riding into town

FUCHS LUBRICANTS CONTINUES TO RAMP UP ITS PROFILE IN NEW ZEALAND, BUILDING ON ITS UNDERSTANDING OF THE NEEDS OF OUR WORKSHOPS

Fuchs Lubricants is expanding its product range in New Zealand to address the needs of the country’s workshops. The company’s Titan range of lubricants for modern petrol and diesel engines has been extended to cover the requirements of

4400 Ultra High Performance ATF specifically formulated for Japanese passenger and light commercial vehicles as well as transmissions used by several European and American manufacturers.

• Titan ATF 6400 transmission fluid: Titan ATF 6400

205-litre size to increase the number of sustainable packaging options and reduce plastic use. Fuchs also recently introduced a 20L steel drum option for both Titan GT1 FLEX C23 5W-30 and Titan Supersyn F

Let there be better light

IMAGINE NOT HAVING TO CHANGE OR MAINTAIN A LOW-ENERGY CONSUMING, HIGH-OUTPUT LIGHT FOR UP TO FIVE AND A HALF YEARS. NOW IMAGINE THE MONEY AND TIME SAVINGS THIS CAN BRING. THE OEX HIGH BAY LED LIGHT IS MAKING THIS A REALITY.

According to New Zealand consumer watchdogs and statisticians, the cost of electricity is expected to continue rising. If that is the case, high bay commercial properties with the need for constant electricity usage during peak hours — such as warehouses, workshops and factories — will be hit hard by this trend.

The most common types of light bulbs used in high bay environments are halide and halogen bulbs. However, over the past few years, LED (Light Emitting Diode) lighting has been steadily gaining popularity as a superior alternative to traditional lighting

systems, with a recent report by MarketsandMarkets Research stating that the global LED lighting market is expected to grow from US$54.2 billion in 2019 to US$139.7 billion by 2024.

One of the primary benefits and drivers of this trend toward LED lighting is its longevity. LED lights last up to 25 times longer than traditional bulbs. This translates to fewer replacements, which saves money on maintenance and reduces downtime.

Moreover, LED lights consume significantly less energy than halide or halogen bulbs. For instance, a 150W LED bulb can produce the same amount of light as a 400W halide bulb. This leads to significant energy savings, which can potentially reduce energy bills by up to 70%. One such product is the OEX High Bay light: A simple, plug-in (into a standard 240v socket), no-maintenance lighting solution that does away with the need to replace globes or spare parts. The light is sealed to a weatherproof IP65 rating, hence preventing any dust or water ingress and this is encased in a robust die-cast aluminium housing that dissipates heat.

In addition to cost savings, LED lights offer better colour rendering and a wider range

of colour temperatures than traditional bulbs. This is particularly important in industrial settings, where colour accuracy can impact productivity and safety. Furthermore, unlike halide counterparts, LED lights require zero warm-up time, meaning that safe and productive work can commence as soon as they are flicked on.

The OEX High Bay Light offers a massive light output of 28,700 Lumens, enough to illuminate a workshop or warehouse of up to 15m height. LEDs are also renowned for their potency and the OEX light is much brighter than standard halide lights, meaning that less light units are required, while their bright 57000K daylight white colour temperature minimises shadows whilst still providing contrast, giving workshop and warehouse operators a safe and comfortable environment in which to work.

The OEX High Bay Light’s quality and performance is such that the manufacturers have backed their products with a five-year warranty for peace of mind.

Available at NAPA Auto Parts branches nationwide, call 0800 800 073 or visit napa.co.nz.

Four posts, five stars

AUTOMASTER EQUIPMENT’S AM-6745WA FOUR POST ALIGNMENT HOIST: A VERSATILE, RELIABLE, AND DURABLE SOLUTION FOR PROFESSIONAL ALIGNMENT SHOPS

As a professional alignment tech, having reliable and efficient equipment is essential for providing top-quality, speedy, and reliable service to your customers. One such piece of equipment that should be in your arsenal is the AM-6745WA four-post wheel alignment hoist by Automaster Equipment. This commercial-grade hoist is capable of lifting up to 4200kg, making it suitable for a wide range of vehicles, from low-riding cars to light commercial vehicles.

One of the standout features of the AM-6745WA is its versatility. The lift platform has a low profile of 180mm from the ground and is fitted with 975mm long drive-on ramps, allowing it to accommodate low vehicles with ease. The 4800mm-long runways provide ample space for small and large vehicles, making it a great all-round machine for your tyre shop. Additionally, the lift is equipped with turntable recesses and multi-directional lockable rear slip plates, ensuring smooth and precise wheel alignment operations.

For situations where you need to replace all four tyres or carry out a tyre rotation, the AM-6745WA comes with two 2500kg rolling jacking beams that

provide a wheel-free operation. This lift is designed with safety in mind, featuring a double-lock safety system that is automatically activated as the lift is raised. It also includes a cable breakage emergency locking system as an added precaution. The pneumatically operated unlocking system can be easily operated by pushing the down button on the control panel, ensuring smooth and hassle-free operation.

The AM-6745WA is also built to last, using only the highest quality components such as oil pumps, cylinders, and electric motors. This ensures reliable and durable performance even in the most demanding environments. Automaster Equipment is known for delivering years of dependability, and they stock a complete inventory of parts for the equipment they sell, ensuring quick and efficient after-sales support for their customers.

Furthermore, the AM-6745WA is

European CE Safety Certified and comes with a full two-year warranty, giving you peace of mind knowing that you are investing in a high-quality and reliable piece of equipment for your workshop.

Overall, the AM-6745WA four post wheel alignment hoist by Automaster Equipment is a topquality solution for professional tyre shops. With its high lifting capacity, versatility, safety features, and durable performance, this lift is a valuable addition to any workshop.

For more information, contact Automaster on 0800 214 604, email info@automaster.co.nz, or see automaster.co.nz

Ready for lift off

POWERREX’S STABILITY, SECURITY, AND VERSATILITY ARE ALL PACKED INTO ONE FOUR-POST ALIGNMENT LIFT

As a professional technician, you know that having the right equipment is essential to getting the job done right, on time, and to your customers’ satisfaction. The Powerrex SL-3600A Four Post Alignment Lift is an excellent addition to any garage, providing a premium quality lift.

With a maximum lift weight of 4500kg and a low profile of only 235mm from the ground, this lift is capable of handling a wide range of vehicles, from low-riding cars to light commercial vehicles. Additionally, the SL-3600A comes with two centre jacking beams as standard, allowing for a wheelfree operation when you need to replace all four tyres or carry out a rotation.

The lift platform is fitted with 1200mm long drive-on ramps and features a three-button control panel for up, lock, and down, as well as a six-button remote control for the lift and each jacking beam. Each jacking beam also has electrical switches on each side to operate them while in place under the car, eliminating the need to run pneumatic air lines to the jacking beams.

One of the most recently added features to the SL-3600A is its multi-front removable turn plates, which allow you to use the full length of the runways. Additionally, the lift comes with multidirectional lockable rear slip plates on its 4600mm

long runways, providing added stability and security.

The lift is equipped with a double-lock safety system that is automatically activated as the lift is raised, and includes a cable breakage emergency locking system in case of failure. These locks are electrically operated by pushing a button on the control panel to unlock and lower the lift, and no pneumatic supply is required.

Adjustable locking ladders in each post enable simple levelling of the lift, ensuring all four corners of the lift are locked and level. Operating the lift is simple, with a single button to go up and a lock button to rest the lift onto the locks. The lower button raises the lift off the locks and lowers it back down.

The Powerrex Korea brand is known for producing premium quality, featurerich lifts, and the SL-3600A is no exception. All manufacturing is done in their Korean plant, allowing for complete control over all

aspects of production, from steel manufacturing to powder coating lines, ensuring top-quality lifts are consistently delivered to their dealers.

Automaster Equipment is the local distributor of Powerrex Korea and they stock a complete inventory of parts for the equipment they sell, ensuring clients can get the support they need, when they need it. Additionally, the SL-3600A is approved to the Australian/NZ standard, meeting all necessary safety regulations.

For more information, contact Automaster on 0800 214 604, email info@automaster.co.nz, or see automaster.co.nz.

Talking Torque with HTC #4: Service and calibration of torque wrenches

Following on from our previous articles, we now understand the significance of accurately tightening fasteners to manufacturers’ specifications, in order to prevent downtime, noncompliance, or injury to ourselves or others.

To maintain precision, tools need to be well serviced and calibrated by trained individuals using the correct testing equipment which meets international standards.

For the most part, torque wrenches use springs, gears, washers, and pins that need to be in good condition to ensure repeatable results. If something binds internally, this can cause the operator to believe they have achieved the correct torque, when the real value may be far from ideal. Servicing these tools involves disassembling, cleaning, inspecting, lubricating, reassembling, and most importantly, testing the wrench, as readings can change simply from movement of the internal parts. Hence, it’s critical that servicing is carried out in a calibration workshop.

Along with servicing, annual calibration is generally recommended by manufacturers, local law, and foreign auditing bodies. However, in high use situations, we may suggest shorter service/ recalibration intervals. The test process involves setting up the equipment, performing the test

procedure and recording the results, adjusting/ servicing the tool as necessary, then re-testing.

Powered torque wrenches need specialised equipment with purpose-made transducers to simulate gradual bolt tightening. They are then taken through their working range as mentioned earlier and a record is produced. Powered tools can generate extreme forces — 33,000Nm, for example— so it is crucial that the correct procedure and precautions are adhered to in a suitable workshop.

Manual torque wrenches also require specialised equipment that meets the current international standard. This involves a ‘loading device’ which applies a known and measurable force to a torque wrench using a high accuracy transducer and counterbalanced reaction points to perform the test. We no longer test by manually clicking the wrench on a transducer, as internationally this is not considered to be accurate enough anymore.

In summary, whether you use your tooling on a road vehicle or a multimillion-dollar piece of machinery, these tools can read incorrectly and

WORKSHOP SAFETY REMINDER

potentially become dangerous if not maintained. Whether you bought new or need your existing gear tested to comply again, use a reputable calibration technician with the correct equipment.

For over 40 years, HTC has been involved in overcoming many high force engineering challenges, including onsite calibration. Our team helps companies to evolve systems that will limit their exposure to risk and improve their customer satisfaction, which is generally what it is all about — calibration, servicing, training, and traceability.

HTC Ltd is New Zealand’s leading supplier of torque wrench tools and calibration, servicing, and repair services. To book a calibration service for your torque tools, visit htc.co.nz/calibration-and-testing/ and scroll down to the booking form. To contact the team directly, call 0800 48 2000.

ANNUAL TORQUE WRENCH CALIBRATION

Electric cars on fire

BRITISH COMPANY DEVELOPS FIRE TRUCK SPECIFICALLY DESIGNED TO EXTINGUISH ELECTRIC VEHICLE AND CAR PARK FIRES

Although electric vehicles are statistically less likely to catch fire than an internal combustion engine car, incidents involving a lithium-ion battery can be far more serious and difficult to extinguish — especially if in an enclosed space which large fire engines cannot access.

Once a battery pack has been compromised by an accident or external fire, it can be difficult to tackle the resulting blaze as the energy contained with the cells is released. Previous ways of preventing this or fighting the fire involve extreme measures such as immersing the entire car in water for days in large bags or shipping containers.

rapid intervention vehicle which can deliver the crew and equipment to locations where height may be limited, such as car park structures.

Industry specialists have cooperated to develop a new generation of fire fighting vehicles developed specifically to fight both conventional and electric vehicle fires in car parks at the early stages — wherever the location.

HILOAD 6X6

The basis of the Rapid Intervention Vehicle is the British-built HILOAD, engineered by Prospeed Motorsport in York, England. Its engineering led approach uses a Toyota Hilux as a donor, fitted with an entirely new chassis to avoid a compromised ‘cut and shut’ of the original frame.

With the replacement chassis and a torque splitter system, the 6x6 has rated 5600kg gross vehicle weight, which offers 3000kg payload. That’s almost triple the standard 4x4 Hilux’s capacity, and the loadspace is also extended by 1230mm.

Although longer, The HILOAD’s height is just 1850mm — less than some large SUVs and low

enough to allow access to the majority of parking structures. It also results in a lower centre of gravity and better stability in high-speed manoeuvres.

Among the other equipment which the increased payload helps carry, the HILOAD can be fitted with the Coldcut Cobra system for extinguishing EV battery fires.

The Cobra Ultra High Pressure Lance (UHPL) system uses an abrasive suspended in water to pierce a hole through floor pans and inject water at 300bar — more than 100 times the pressure of the air in a typical car tyre — throughout the module casing. This water cools directly inside the battery and thus prevents propagation and further possibility of a thermal runaway.

A HILOAD is currently being trialled in the Czech Republic, with the vehicle specifically developed to tackle EV battery fires and assist with fast response occupant extraction. It is already part of one EV car manufacturer’s firefighting fleet.

R&J Batteries marks five years in New Zealand

SINCE ENTERING THE NEW ZEALAND MARKET IN 2018, R&J BATTERIES HAS BEEN MAKING HEADWAY IN THE INDUSTRY. AS THE BATTERY DISTRIBUTOR COMPLETES ITS FIFTH YEAR IN THE COUNTRY, WE REFLECT ON THE JOURNEY THUS FAR AND LOOK AT WHAT IS COMING AHEAD

R&J Batteries has been clear with its mission from the very beginning. Known as Australasia’s fastest growing battery company, it aims to make worldclass batteries accessible to everyone in the region at competitive prices. Since opening its first branch in Auckland and later relocating to bigger premises in Wiri, the battery distributor now has branches in Christchurch, Hamilton, Albany, and Nelson.

R&J Batteries has played an active role in motorsports over the years with the company currently sponsoring 15 teams in diverse categories and classes from grassroot levels and upwards. It

is best known for being the major sponsor of Brad Jones Racing (BJR)’s #8 car, competing at the Supercars Championship with New Zealand driver André Heimgartner behind the wheel. With strong backing from sponsor R&J Batteries, Heimgartner is touted as one to watch out for this season.

Speaking about the current season, Ray Robson, managing director at R&J Batteries, said: “We are looking forward to this year’s Supercars Championship season with the new Gen3 cars hitting the tarmac for the first time. This will be a challenging time for all teams entering into this new phase of Australasia’s most competitive motorsport. I believe that there will be some midfield teams making it onto the podium which will be great for both teams and spectators.”

In addition to growing its footprint in New Zealand, the battery distributor has been receiving a lot of interest in its new and improved Delkor Battery Specialist program.

The Delkor Battery Specialist program consists of a tiered structure which allows businesses of varying sizes and scales to participate and get the support needed to grow their business. Auto electrical

licence changes

GETTING A DRIVER LICENCE IS AN ESSENTIAL RITE OF PASSAGE FOR MANY KIWIS AND COST SHOULDN’T BE AN OBSTACLE, THE MOTOR TRADE ASSOCIATION (MTA) SAYS

That’s why MTA is applauding the announcement that the Driver Licence will be more affordable for many young (and not so young) New Zealanders.

Advocacy and Stakeholder Manager Brian Anderton says New Zealand has one of the highest rates of vehicle use in the world — we have 889 vehicles per 1000 people.

“Because of our geography, population and industry, we have a lot of cars and a lot of people need to drive to earn a living or to connect with

family,” Brian says.

“In the current cost of living climate, we don’t need licences to be out of reach for some Kiwis.

“Even more so, we don’t want unlicensed drivers on the road because they couldn’t afford a licence or a re-test.”

Recently, Transport Minister Michael Wood announced that from 1 October 2023, the average driver will save $86 when they successfully move through the graduated driver licencing system.

workshops, battery resellers and parts distributors interested in joining the program are encouraged to get in touch with their local R&J Batteries branch in Wiri, Albany, Hamilton, Christchurch, or Nelson. For more information, please visit rjbatt.co.nz or call 0800 546 000.

The average cost of a learner licence will decrease by $20, a restricted licence by $35, and a full licence by $31.

Re-sit fees for practical driver licence tests, which can be up to $87 each time, have been removed.

ABOUT THE MOTOR TRADE ASSOCIATION (MTA)

The MTA was founded in 1917. MTA currently represents approximately 3800 businesses within the New Zealand automotive industry and its allied services. Members of our Association operate businesses including automotive repairers (both heavy and light vehicle), collision repair, service stations, vehicle importers and distributors and vehicle sales. The automotive industry employs 57,000 New Zealanders and contributes around $3.7 billion to the New Zealand economy.

Brian Anderton

and there’s less room for access. However, the information available at our fingertips is a lot ignition system with a distributor, it’s very easy to get waveforms from to analyse.

What are the diagnosis challenges technicians are facing on modern vehicles?

The challenges that technicians face really haven’t changed much. From older to newer technologies, we need three basic things to be successful as technicians. One, fundamental knowledge that we acquire over years of working on cars, and through education. Two, having the right tools to properly evaluate a component or a system and knowing the limitations of those tools — not only what the tool can do, but also what it cannot do, is extremely important. And the third, equally as important as the other two, is having access to appropriate and accurate service information. Those are the three biggest challenges. If technicians can master those three, there’s nothing they can’t diagnose.

What are the fundamental diagnosis principles technicians should focus on learning more about?

Eighty five per cent of vehicle issues can happen on all of them, no matter the year, make, or model. On the flip side, 15 per cent of issues are related to how each manufacturer controls that component or that system. For instance, an ignition coil makes spark the exact same way, no matter what car we are talking about because of the physics involved. How that ignition coil is controlled, is different. You might have a two-wire coil that sets in a distributor, or a two-wire, three-wire, or a four-wire coil-over plug. We might use an optical pickup with a photocell, or an AC signal generator. Either way, that is how the manufacturer controls that

Brandon Steckler

system. But the system fundamentally works exactly the same on all cars. I want technicians to master the 85 per cent because it applies to everything.

With a transition to EV and Hybrid taking place, how are U.S. workshops thinking about this shift?

The diagnostic approach for EVs is exactly the same. Firstly, understand the system, how it works, and the components that make up that system via training and service information. We also need the specialised tools to evaluate these EV systems. This includes megohmmeters and milli-ohmmeters, safety equipment including PPE, and specific battery chargers and specialised vehicle hoists to remove batteries from EVs.

A technician’s mindset should be exactly the same as it’s always been. Don’t be fearful of the systems, be knowledgeable of the systems. For EVs, it’s a matter of investing in the future, whether it’s a technician seeking out training or a shop seeking out tooling and equipment. This will ensure they are equipped to service and maintain these vehicles.

Why is mastering advanced diagnosis so beneficial for technicians and, in turn, workshop owners?

Mastering advanced diagnostics is not something I want anyone to do. I know it sounds counter intuitive considering the event we’re going to be teaching at, but I want you to master the basics. Once you have that foundational training and

diagnostic capability will simply help increase efficiency. It will help you diagnose a problem more swiftly and you will take less components apart, so it’s less time consuming. It’s important to understand that without those basics mastered,

And if they do it’s only because you memorised it without truly understanding and that’s not the way I recommend you do it. Definitely master the basics, and the advanced techniques will be your icing on the cake.

0800 745 269 www.sika.co.nz

Brandon Steckler

APTITUDE TEST

This is the tricky part. When you select the most suitable candidates, you should consider an aptitude test. There are many possible tests out there, but one that is often mentioned is the ‘Mechanical Aptitude Test’. The test consists of:

• Mechanical Comprehension

• Mechanical Knowledge

• Electronics Knowledge

• Mechanical Tools

It is not expected that a candidate will answer everything correctly, but this is a great filter to help you distinguish proper mechanics from someone who just dabbles on DIY.

PRACTICAL TEST

Back to Basics: How to hire the best

Avehicle is an expensive machine and most owners take it very, very seriously. After all, we all want to feel safe behind the wheel, which is why everyone is trying to find the right mechanic to check and repair their vehicles.

However, only one bad experience is enough to push a customer to start looking for a new technician. This is exactly why almost 90% of clients are willing to pay more for excellent customer experience.

If you are running an auto shop, you should know that well trained and professional mechanics are key to the success of your business. A single bad apple in the basket can spoil the entire team, so you better do your homework, find and hire the best. Here are some tips to ensure your shop’s needs are being met when it comes to staff.

THE SKILLS YOU REALLY NEED

Before talking about how to hire the right candidate, we need to figure out the traits of a real pro mechanic. Technical abilities are the first thing to look for here. A mechanic is supposed to be a skilled technician who can quickly identify a problem and offer the appropriate solution.

Secondly, they must have an eye for details to spot even the smallest discrepancy. This doesn’t only make drivers safer but also helps your business earn more by fixing more. Of course, you also need a technician who can complete work on time.

Another important thing is to find an individual who can handle pressure and deliver in a timely manner. Also equally important: a mechanic with solid communications… because, at the end of the day, this is what will help your team work well together. Communication skills are the oil in your team’s engine. It also helps if the person you hire is able to explain the problem to the client.

HOW TO ATTRACT THE RIGHT TECHNICIAN

Now that we defined the traits of an ideal car repair employee, you need to start shuffling through CVs

and identify the right person. Here are a few tips that hopefully will help you in that process:

DON’T BE TOO CASUAL

When recruiting, the first thing you want to do is to make the process be official. What do you mean? You need to ask for diplomas or certificates, letters from training institutions or apprenticeships programmes…. Anything that proves a candidate has the right education in the field you are hiring for.

DOUBLE CHECK EMPLOYMENT HISTORY

This is the best way to see who you are dealing with. You should explore various details: Ask Google about previous employers in your candidates’ CV and what that specific garage’s professional reputation is. Will a mechanic from a shop with a bad reputation bring that reputation along with them?

REFERENCES AND REFEREES

This is critical: Is your candidate a problematic person who cannot stay anywhere for a long time? These are the main questions you need to ask about work experience, but feel free to pose more questions about personality types, punctuality, how they handle constructive criticism and beyond.

THE INTERVIEW PROCESS

An interview is where you can find out a lot about your job applicants. This is the perfect chance to ask for detailed explanations about every aspect of the work, their previous employment, their education and test their knowledge. For instance, you can learn whether your new mechanic specialises in a specific car type or acts as an all-rounder. The list of questions is almost endless, so it’s up to you to come up with a list of inquiries that suit your style and business type.

Make the candidates solve a practical, everyday problem that would normally come through your doors. The way they solve the problem, the steps they take to diagnose and seek a solution will reveal the best applicants, so you don’t have to worry about making the final call. For instance: Ask candidates to name a few of the common causes of a sputtering engine, of alternator failure and squeaky brakes. If they are applying for more senior roles, get them to come up with possible scenarios for more complex problems that you have seen come through your own business.

A TIEBREAKER

If you have that great problem of having more than one great candidate, it is time for a soft-skills tiebreaker. Ask yourself these questions: Are the candidates communicative enough to explain the problem and to convince customers that they’ve come to the right place? Are they trustworthy and honest? (nothing like a cowboy to destroy your shop’s reputation). Are they team players and can they have a laugh with the crew?

ARE THEY PHYSICALLY COMPATIBLE WITH THE ROLE?

Make sure that the candidates are physically able to perform their duties in a safe manner and that your shop has all the requirements to make their specific physical abilities comfortable and safe at work. Hiring the right candidate is one of the most important tasks for every car repair shop. It is crucial to create a wide base of loyal customers who trust your services and keep returning for maintenance and repairs. They won’t do it if they perceive your staff as poorly trained, bad communicators or, even worse: untrustworthy.

Finding quality mechanics is a demanding task that requires quality tests and processes as well as… let’s be honest… a bit of a gut feeling.

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NZ Post toward cutting emissions

A LIGHT ELECTRIC TRUCK HAS COME OUT WITH TOP MARKS AFTER NZ POST TRIALLED IT FOR SIX MONTHS, MAKING SIGNIFICANT SAVINGS ON FUEL COSTS AND DRAMATICALLY CUTTING CARBON EMISSIONS

Arecent report details the performance of the FUSO eCanter, which NZ Post has been operating between its North Shore Operation Centre and Silverdale Depot, north of Auckland, for the trial.

Sustainability and property team members Maddie Ashby, senior environmental manager, and Cees Ebskamp, energy manager, have analysed performance data and declared the vehicle “a great success”.

They hope the findings from their report will be helpful to other contractors within the NZ

Post network as well as other companies in the delivery and transport sector.

“Learnings will help enable NZ Post to roll out low carbon technology in the transport network,” says group sustainability manager Dawn Baggaley.

The trial resulted in large fuel cost savings of 77.3 per cent lower than the diesel equivalent (as the electricity costs from charging the truck are much lower than diesel fuel) as well as carbon emissions

Driving New Zealand forward

The Motor Trade Association is expected to launch the publication Driving New Zealand Forward: Future Proofing the Automotive Industry at Parliament on May 9.

The publication is MTA’s call to action to the next Government of Aotearoa New Zealand and identifies challenges the automotive sector faces, and what the next Government should do to address them, including:

• The Warrant of Fitness

• The Clean Car Programme and scrappage

• The labour shortage and immigration Green List

• Training and apprenticeships

• Law reforms

The event is expected to be attended by

representatives from across the political spectrum, industry representatives and stakeholders, MTA members, MTA board of directors, and staff.

Invited speakers include: Transport Minister Michael Wood, Green Party transport spokesperson Julie Anne Genter, National transport spokesperson Simeon Brown, ACT transport spokesperson Simon Court, MTA president Bob Boniface.

Opposition to scrapping fuel tax subsidy

SOME IN THE TRANSPORT SECTOR ARE UNHAPPY ABOUT RECENT ANNOUNCEMENT THAT THE GOVERNMENT’S TRANSPORT SUPPORT PACKAGE WILL END IN JUNE

We stand by our earlier view that the fuel tax subsidy package should continue until inflation has dropped below 6%,” says Ia Ara Aotearoa Transporting New Zealand acting chief executive Dom Kalasih.

“Since being introduced last year, the fuel tax subsidy has been extended a few times so we’re hoping it will continue.

Each time a fuel tax change does occur, it brings significant administrative burdens associated with

purchasing road user charges, and the increased costs need to be passed on. Trucks carry 93% of all freight in New Zealand so costs will hit all consumers and businesses.

“Coming on the back of [recent] revised economists’ forecasts that inflation is likely to be weaker than expected,

savings (down by 86.5 per cent on a diesel equivalent).

An estimated output of 15 tonnes of carbon has been avoided during the six-month trial period. “Over the course of a year, that’s roughly the same as removing seven passenger cars off the road,” says Baggaley.

but still between 6.9% to 7.2%, the Minister’s announcement is quite deflating.”

Ajay Kumar, NZ Post’s eCanter truck driver

Hotwired: NZ’s most stolen cars

TOYOTA AQUA HAS TAKEN THE TOP SPOT FROM THE MAZDA DEMIO AS THE NATION’S MOST FREQUENTLY STOLEN CAR, ACCORDING TO AMI

In 2022, the Aqua, also known as the Toyota Prius C, accounted for 11 per cent of AMI’s vehicle theft claims, despite only making up 1.47 per cent of the country’s fleet.

The Toyota Aqua pips the Mazda Demio, which now comes in as the second most stolen car, closely followed by the Nissan Tiida. Rounding out the top 10 are the Mazda Atenza (Mazda 6), Toyota MarkX, Toyota Vitz, Subaru Legacy, Toyota Corolla, Subaru Impreza, and Mazda Familia.

Of note is the Toyota MarkX’s inaugural entry into the top 10, with theft claims surging in recent years from only 21 claims in 2020 to 441 in 2022, a 2,000 per cent increase in just three years.

This pattern is mirrored across the rest of the data, as theft claims soared to new highs in 2022, up 43 per cent on the year prior. This is a growing trend, despite a Covid-related dip in 2020.

AMI’s executive general manager claims, Wayne Tippet, says the fact that thefts are trending upwards again makes it even more important to ensure insurance

Legends announced

THE WINNERS OF THE 2022 GM NEW ZEALAND LEGENDS PROGRAMME HAVE BEEN ANNOUNCED AT AN AWARDS PRESENTATION EVENING IN AUCKLAND

It’s important to celebrate success and this was a great opportunity to get the Holden Service Centre network together and recognise the supreme award winners,” said Stephen Matthews, general manager — aftersales for GM New Zealand.

The winning dealership, Giltrap Newmarket and Penrose, and runner-up, Robertson Prestige, beat 29 other Holden Service Centres to achieve their respective awards.

“These two dealerships ranked consistently high

details are current. “Across New Zealand, we received 8492 claims for vehicle thefts in 2022, up 43 per cent on the year before, and up 54 per cent from 2019.

Regionally, Auckland far outstrips other areas of the country for vehicle theft claims, with almost 3,000 claims last year, well above runner up Canterbury, with 1,214 claims.

in measures across all facets of the business,” said Stephen Matthews. Criteria for judging includes parts sales, service, customer satisfaction, facility standards, commitment to technical training through to administration considerations.

“It means that each area of a dealership contributes to the overall result, so it takes a real team effort to secure victory in the programme.”

Winners: Giltrap’s Newmarket and Penrose Peter Shaw, Ravind Perumal, Javed Soyab, Scott Mckeown, Paul Spargo

Falcon ZF Frankenstein

WE TAKE A LOOK AT WHAT THE TEAM AT THE GEARBOX FACTORY IN AUCKLAND’S EAST TAMAKI DID TO TACKLE THIS UNIQUE ZF 6HP26 UPGRADE

The team at the Factory never shy away from a challenge. The photo here shows a ZF 6HP26 transmission housing completely split in half as a result of a driveshaft failure, causing one enormous mess.

Their customer’s Ford Falcon with a Barra engine is pushing close to 1000hp. What The Gearbox Factory did next was truly impressive — they merged a 6HP26 with a 6R80. This had been done before in Australia and knowing that it could be achieved meant relying on the experience of the

DRIVETRAIN

Factory’s highly trained technicians.

The team adopted the 6R80 Ranger components to the replacement housing, upgraded the valve body, and fitted high-energy frictions to handle the power increase. The Gearbox Factory technicians were then able to cut apart and merge both torque converters into one (all done from their in-house dedicated torque converter machine shop).

The trans was finally assembled and transformed from a stock ZF to a fully overhauled 6HP26/6R80, that can handle their customer’s 1000Hp.

Here is some history about the Barra engine — the inline-6 fitted to the Ford Australia Falcon was manufactured between 2002 and 2016.

These engines are unique to the Australian manufactured Falcon and the crossover SUV Ford Territory and were developed and manufactured in Geelong,

Victoria. The Barra was first introduced in the BA Falcon, named after the ‘Barramundi’ code name used during the development of the BA update engine.

The 6HP26 was the transmission of choice behind these engines which has been used by automakers worldwide for over 14 years and are capable of handling up to 600Nm of torque. However, rebuilding a stock 6HP26 was not something their customers were looking for. Enter the 6R80 — the US-produced Ford 6R80 transmission is based on the robust ZF 6HP26 design. These units are capable of handling up to 1000Nm of torque, they feature an increase in strength to key components, and hold a larger friction surface than the stock ZF.

To find out more about what The Gearbox Factory service, or any enquiries on transmission related issues and upgrades, call 0800 443 272, 09 274 8340, or visit gearboxfactory.co.nz.

WE ARE SPECIALISTS IN AUTOMATIC AND MANUAL TRANSMISSION SERVICES, REPAIRS (INCLUDING TRANSFER CASES, DIFFERENTIALS AND WHEEL BEARINGS) ON ALL MAKES AND MODELS OF AUTOMOTIVE VEHICLES AND LIGHT TRUCKS

DSGs & DCTs

Dual clutch transmissions are hugely popular. We cover all repairs and servicing with the latest diagnostic equipment available.

CVTs

Continuously variable transmissions are a significant part of overall sales each month, therefore the equipment and knowledge that we have accumulated from years of experience repairing these complicated transmissions, has given us an unparalleled edge.

DIFF Audit

Often overlooked but not by us, the time to get your diff looked at is when you first hear a noise, to avoid more costly repairs down the track.

Torque Converters

The Gearbox Factory has been rebuilding torque converters for cash trade customers for over 48 years. With a significant increase in production capacity, The Gearbox Factory team is now able to offer a torque converter reconditioning and repair service to the motor industry.

The ultimate vertical bike rack

LESS TIME LOOKING AT YOUR BIKES IN THE REAR-VIEW MIRROR, MORE TIME LOOKING FORWARD TO THE MOUNTAIN TRACK: THE NEW ROLA VERTICAL BIKE RACK ALLOWS YOU TO TRANSPORT YOUR PRECIOUS GEAR WITH PEACE OF MIND

Finding the right tow-bar compatible attachment to transport bikes has had many a weekend warrior racking their brains — and Dr Google — for a suitable solution. Some are heavy and hard to install, others block access to the car boot, visibility from the inside, or even sightlines to the rear number plate. Others have excessive rattle that can damage the precious cargo or make the car so long that it is a royal pain to park.

The all new Rola Vertical Bike Rack (Rola VBR) has been designed and tested locally to withstand the harshest of conditions and maximise the time

spent on the track rather than on getting the car ready. It introduces a simple yet innovative securing system — for up to five mountain bikes (maximum combined bike weight of 135kg, dependent on towbar capacity) — with an easyto-use hook cambuckle strap. Just loop the strap over your rear wheel, hook it into the crossbar, pull the cambuckle strap, and you’re ready to go.

Front wheel hoops are designed with anticrush tubes and laser-cut rebates preventing movement, damage, or scratching. Additionally, there’s extra clearance for your spokes and an angled slide to assist when loading the front wheel. The Rola VBR suits 20-29 inch wheels (max width 3.7 inches), making it a flexible and versatile solution.

Not only will your bikes be safely secured, but the vertical bike rack is also built to last. Designed using advanced computer software, and using an unique, patented two-stage e-coat and powder coat surface finish (MetalShield), the Rola VBR is built for the tough Australian and New Zealand conditions, preventing damage and rust beyond simple zinc plating and powder coating.

The Rola VBR design has considered every detail and includes an anti-rattle device and number plate holder, as well as a tiltable design that allows you to access the vehicle’s boot. There’s nothing worse than having five bikes mounted at the back of your car only to remember that a chilly bin will need to be manoeuvred into the boot somehow.

Whether it’s surfing, cycling, camping, or for your trade, the Rola range of roof racks and related accessories have been designed to provide years of enjoyable use.

To find out more about the Rola Vertical Bike Rack, or to find out how to become a stockist, please contact 0800 698 227, or salesnz@autopacgroup.com.

The need for speed sensors and their diagnosis

SERVICE INFORMATION AND APPROPRIATE TOOLING CREATE THE NECESSARY RESOURCES FOR NON-INVASIVE SPEED/POSITION SENSOR TESTING

When we consider how long speed/position sensors have been around in the automotive industry, we must realise how critical the information is that such elements provide to diagnosticians.

Two of the most common speed sensor designs are Hall effect and variable reluctance sensors (VRS). In this article, we will tackle:

• Theory and practice of both sensor types

• Diagnostic methods that have proven beneficial to both

• Procedural information to enhance diagnostic routines when confronting systems that rely on speed/position sensors.

To start, it is best to describe the hybridised term of speed/position. Speed projects a measurement of distance divided by time. Position describes the location of components to a reference point. Knowing the fundamental relationship between speed and

location enhances the chances for technicians to use features embedded in digital storage oscilloscope tech to improve diagnostic methods when addressing concerns that rely on such fundamental principles.

DETERMINING SPEED AND POSITION

Variable reluctance sensors (also called analog) use magnetism to generate values that project a decrease or increase in voltage based on the relationship to moving components. These sensors use two wires, rely on a coil of wire, and house a magnet within the sensor.

Using a nearby reluctor wheel (aka tone ring or

timing wheel), the VRS generates a near and dense magnetic field, converts the field to voltage, and generates an analog output later converted to digital by a receiving module. Such a design also creates the need to share events that impact sensor output.

In relationship to a reluctor tine (tooth) on a reluctor wheel, as the tine approaches, the internal magnetism of the VRS will be more centralised on the windings (while getting closer to its housing), therefore creating a rise in voltage output of the sensor (Figure 1)

As the reluctor tine moves away from the sensor element, an inverse reaction takes place, creating a decrease or negative response of energy concentrated within the winding. Due to this notion, the sensor creates

Figure 1 - A two-wire, variable reluctance sensor puts out an analog voltage output to locate the intake camshaft position on a 2.0L Ford Zetec engine

Figure 2 - A variable reluctance sensor’s voltage range and frequency are dependent on rotational speed of the reluctor wheel

a resistive value well within the normalised range of 200-1,000 ohms

an analog signal, an AC voltage output. Knowing that this relationship occurs also creates a demand to understand such a sensor’s behaviour based on speed.

VRS do not generate output solely based on proximity but rely on frequency in proximity to a

Similar to VRS, these sensors rely on interactions among static and dynamic components but have the added ability to convert analog values to digital ones. This design is beneficial for two main reasons:

• The sensors do not output a variation of voltage (dependent on time)

• The sensors generate a language (digital) already familiar to receiving modules.

The Hall effect sensor has three wires: power (range up to source voltage), ground, signal (as the sensor provides analog amplification and digital output during the fluctuation of concentrated magnetism).

In the case of a Hall effect sensor, a DMM proves beneficial for measuring power supplied to the sensor, and energy remaining (or consumed) on the ground side of the sensor, but it has limitations in displaying a frequency that could be easily interpreted for diagnostic purposes.

If referencing service information for DTCs, many OEMs may recommend using a DMM to assess a Hall effect CKP’s output. As the sampling abilities of a DMM

effect

generating 24 digital pulses per revolution, to provide crankshaft speed and position information to the powertrain control module. Its output voltage is stable, typically operating between the reference and source voltage range (~0-12V)

rotating component to increase voltage output. Basically, as speed increases, voltage output and frequency increase. Inversely, as speed decreases, voltage output and frequency also decrease (Figure 2). This style of sensor is considered passive.

Another idea related to this design is that traditional electrical values may be used to deduce conditions. That value, specifically, is resistance. Manufacturers often provide such resistive values to generate go, no-go specifications for component conductivity (Figure 3)

On the other hand, Hall effect sensors (they internally convert analog values to digital ones) have become a lot more commonplace in the industry.

The Hall effect design is also unique in that its manufacturers do not provide traditional points of measure for static resistive value. A Hall effect sensor is treated as an engineered load requiring power, ground, and a predetermined threshold of voltage output based on proximity to an exciter. This forces the solid-state electronics to generate a traditional digital signal internally (Figure 4)

The only fundamental relationship Hall effect sensors have in common with VRS is frequency. As proximity to a reluctor tine decreases and increases more rapidly, the sensor’s frequency goes up while maintaining consistency in output voltage.

This circuit design is considered superior, as modules are only capable of immediately recognising digital inputs for data (therefore requiring no analog to digital conversion internally) to predict the speed and/ or position.

TESTING SENSOR PERFORMANCE

Tools that can be used for testing purposes include an oscilloscope, digital multimeter, and test light. While scan tools can also be used to determine a module’s ability to report and/or receive speed variations, this method requires data to be sent from the sensor to a control module, then reported in a delayed ‘live’ display on a scan tool for interpretation. It is not always an ideal way to approach speed/position sensor component-level testing.

Figure 5 - A Bluetooth- enabled metre capable of measuring voltage, current, and resistance. It also has graphing functions, making measured values easily displayed through a peak of 8,000 Hz sample rate and up to 256 samples in its buffer. Here, it is used to display the static resistance of the variable reluctance camshaft speed/position sensor found in a Ford 2.0L Zetec.

In the context of using a digital multimeter, speed must be considered. DMMs are great for measuring steady variables that commonly include voltage, current, and resistance, but are not ideal for determining rapid peak captures when detecting the amplitude of the signal output of a component with a considerable frequency. In the case of a variable reluctance sensor, a DMM proves valuable for measuring static continuity and dynamic voltage consumption during operation throughout the positive and negative connections within the circuit (Figure 5)

are limited, peak and valley voltages are not often readable, therefore showing only an average output.

In the Gen 2 LS engine, General Motors specifies a signal voltage output between the range of 4-6 volts when measuring with a DMM actively, though actual voltage output switches from near zero volts to near battery voltage (Figure 6)

Haakan Light, operator of Shotgun Diagnostics, provided critical feedback for this article’s development. In doing so, he indicated a test light could also be used for diagnostic purposes. While using a controlled engineered load to assess speed/

Figure 3 - Using a DMM to measure static resistance can provide a critical clue when diagnosing sensor low or no output concerns. This sensor displays

Figure 4 - This General Motors Gen II LS engine uses a Hall

sensor,

Figure 6 - With a CKP sensor on a bench and cycled from high to low, notice measured voltage output cycles between source voltage (peak) and low voltage (valley) with manual lower frequency exciting

Figure 7 - A test light, when referenced to ground, can provide illumination that helps us infer voltage available and variations of output illumination indicating the sensor is generating a signal.

Figure 8 - A DSO scope common in the market. This one provides technicians with the convenience of portability and diverse integrated features and does not require a PC or laptop to display measurements

position sensor circuit functions, one could infer illumination of a test light when checking power availability, pulsation of signal, and energy remaining in a circuit is illustratable with this tool. All would require

point for signal measurement (Figure 9)

Using service information, he also identified the type of the sensor as Hall effect (since it contained voltage, ground, and signal connections). Service information also provided the theory and operation of this unit, indicating a reluctor wheel tooth count of 58 teeth. For every revolution of the crankshaft, 58 pulses must be displayed followed by two empty high slots of the sensor element. For a complete four-stroke cycle to be witnessed, this rotational event must happen twice.

An oscilloscope may also be used to project the power contribution of cylinders in less familiar platforms. Synchronising this event with cylinder 1’s secondary ignition output and converting the frequency of the crankshaft position sensor to a viewable math channel display also provided a broad image of cylinder contribution.

To reference cylinders, the technician used the overlay feature on a ‘piston position charts’ software as an indication of cylinder cycle events. Using this methodology provides a clear and consistent benefit when locating cylinder misfire events that are potentially unreported or misreported (Figures 10+11)

WHAT ABOUT DIESELS?

We explore the relationships of cranking current and cylinder identification on a 2001 Cummins ISM 330-equipped Volvo Day cab. This system uses a variable reluctance camshaft position (titled engine speed) system but maintains two points of input from the sensors:

• One for rpm display

• One for engine control functions.

As measuring compression in this engine may require up to seven hours of book time due to injector removal and installation, DSO could provide imagery to infer engine condition more conveniently. To do so, we located and back-probed the signal wire of the engine speed sensors, connected an amp clamp to the B+ feed on the massive starter to measure current, and manually supplied source voltage to the starter solenoid feed.

The capture indicated 25 pulses from the engine speed sensor per revolution, with two pulses being near one another. We concluded that shorter pulses were used to indicate the location of cylinder number 1’s compression event.

Overlaying the firing order provided sufficient information to conclude each cylinder’s contribution was similar and took less than one second to conclude the engine’s mechanical condition (Figure 12)

To conclude, we’ve explored the basic theory of two common speed sensors, methods for testing statically, and more advanced dynamic methods often critical in the diagnostic process. Diverse methods of assessment can provide accommodation regardless of your inventory.

further pinpoint testing but using such a tool has its place in our diagnostic routine (Figure 7)

In the case of using a Digital Storage Oscilloscope (DSO) to assess speed/position sensor performance, options are almost limitless. For a quick capture, many technicians typically use a single-channel DSO with a +/-40V (80V total) range. This type of tool also has storage capabilities, a dense array of preset options for component testing, adjustable points of measure, and fits in the palm of your hand. It can display DC voltage inputs for traditional digitised speed/position sensors (Hall effect) and has an AC voltage filter option for VRS. Overall, a DSO is capable of measuring, displaying, and capturing data critical for diagnosing speed/position sensors (Figure 8)

To begin testing any speed/position sensor with a DSO, many rely on OEM or aftermarket diagrams to locate the sensor and access the signal generated by the sensor.

In the case of this 2017 Ford F-150, the crankshaft position sensor was not easily accessible, so the technician decided to use the PCM as the locating

Figure 9 - The CKP sensor on a Ford 3.5L EcoBoost is encapsulated in the bellhousing of the transmission behind the bank 2 turbocharger and heat shield. As a result of the inconvenient location of the sensor, I decided to locate the CKP signal wire. Conveniently, this signal wire was located on connector 1951E at the PCM mounted on the passenger side bulkhead. Simply removing tape, locating the terminal location, and probing the signal feed wire provided convenient access to the CKP signal for testing

Figure 10 - Overlaying imagery from a ‘piston position charts’ software with the selected firing order helped to locate events indicating an increase in crankshaft speed. Implementing a frequency plotting math channel provided a clearer image of the consistency in cylinder contribution related to speed. With the naked eye, it is difficult to measure which cylinder(s) are contributing less. With the math channel function and manually ranged between 0-1,000 Hz, cylinder contribution came to light. You notice that frequency drops low when the two missing teeth of the reluctor wheel are plotted in analog frequency

Figure 11 - In wanting to validate the Pico7 math channel function, I intentionally disabled cylinder 4’s ignition coil to generate a reduction in the velocity of the crankshaft during its normal firing event. The capture provides validity to this method

Figure 12 - The engine speed sensor(s), when overlaid with cranking amperage, helped my first-year diesel tech students better understand the theory, operation, and the benefit of using more advanced methodology while saving critical diagnostic time

When you have serious work to do, bring in a specialist

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WD-40 Specialist Silicone is a non-staining, water-repellent lubricant that won’t attract dirt. It’s ideal for use on rubber parts like pipes, window seals, plumbing fittings, and belts. The product

is suitable for metal, plastic and wood and will perform in a wide range of temperatures from -40°C to +200°C.

WD-40 Specialist Dry PTFE is an anti-friction formulation that leaves a clear, dry film that won’t attract dust or dirt. It’s perfect for repetitive mechanisms that need lubricating to avoid wear and tear, and to operate smoothly, such as door and window tracks, drill bits, and lock mechanisms. Suitable for metal, glass and plastic, it’s also great as a mould release agent.

WD-40 Specialist Spray & Stay is a non-drip formula providing long-lasting lubrication. It sets in a gel and stays where you spray it. Ideal for elevated, vertical, and overhead surfaces. The product handles a high load while continuing to provide lubrication and works well on chains and

FAST-TWITCH MUSCLE

BIG ENGINE, SMALL CHASSIS — THE 1968 DODGE DART HEMI LO23 WAS THE FASTEST FACTORY-BUILT MUSCLE CAR OF ITS ERA

NHRA’s Super Stock competition of the 1960s facilitated the creation of some of America’s greatest factory-built cars. Rare, special, and blisteringly fast machines were created by Ford, Chrysler, and GM in order to vie for supremacy on the quarter-mile. Only one machine could take the top-dog spot of that era, though, and arguably that was the biggest and the baddest of them all: the 1968 Dodge Dart Hemi LO23.

After seeing Ford and Chevrolet’s recent success with their Shelby Mustangs and Yenko Corvettes winning on Sundays and selling on Mondays, by early 1968 Dodge wanted to up its game on the drag strip in the SS/B and SS/BA classes. The Chrysler Corporation had already been campaigning reasonably successfully throughout the decade but knew it was going to need something that was clearly far superior to both its own predecessors and its competitors if it ever wanted to put a dent in the pride of the Camaros and Mustangs — not to mention their market share.

The first step was to send out a memo to all Dodge dealerships countrywide in early January of 1968 clearly stating the company’s intention to build a competition-beating super stock weapon. The project’s fate hung on how dealers responded

to this news and, thankfully, the feedback was overwhelmingly positive.

With the fourth-generation Dart’s small dimensions and low weight — relatively speaking — the choice of chassis was an obvious one. The Dart used the A-body platform and was one year into its new generation — a clean, straightlaced, and somewhat no-nonsense design that would be right at home on the drag strip. In total, 80 donor Darts were pulled from the Dodge assembly line in Hamtramck, Michigan, for the project. Originally destined to be 383-powered GTS models, these cars were instead sent directly to the

Hurst Performance Research Facility in Ferndale, Michigan. The Darts showed up in a completely bare state, as nearly everything would have been replaced or removed anyway, so why do double the work?

The first order of business was sourcing and fitting the ultimate engine of the era — the big boy 426ci Hemi race motor that had replaced the Max Wedge in 1965 and first debuted between the towers of the 330 A864 Hemi Super Stock. Nicknamed the ‘elephant motor’, the big 426 used an oversquare bore and stroke with a 10.25:1 compression ratio, and breathed in through a pair of

735cfm four-barrel Holleys sitting on an aluminium cross-ram intake manifold, and out through a set of Hooker headers. According to Chrysler, the motor — which supposedly required some serious sledgehammer-provided adjustments of the Dart’s engine bay in order to fit — made 425hp, but that was a bare-faced lie. The true number was somewhere closer to 540hp.

To aid in reliability in race conditions, Hurst fitted a bigger radiator and fan, a high-capacity oil pump, a Prestolite ignition system, and a roller timing chain. When it came to the rest of the driveline, buyers had two options: either an unsynchronised four-speed manual with a 4.88 Dana rear end, or a modified three-speed Torqueflite Auto with a 4.86 8.75-inch

Chemcor glass and sat in acid-etched doors. Inside the Dart, those windows could only be raised and lowered by a strap, and the only two seats available were tiny buckets pulled from an A100 van and mounted to the car using aluminium brackets. Predictably, everything else was incredibly spartan — although carpet was still included, it was thin-pile in order to lose a few extra grams.

touch the Dart and it reigned so supreme that the NHRA eventually relegated it to a class of its own by moving the brackets downwards.

rear end — both with Hurst shifters, of course. On the weight loss front, the car received some interesting bits and pieces. Externally, the front guards and bonnet were replaced with fibreglass items featuring the infamous ‘dustpan’ scoop, while

With the Darts running and ready to go, they could soon be ordered via Dodge dealerships using the LO23 product code. Interestingly, all 80 cars were delivered in primer grey with a black gel coat covering the fibreglass front end. This made it nice and easy for race teams across the country to throw some big rubber under the enlarged rear guards, lay down a coat of paint, get the signwriter over to work his magic with the brush, and head to the track. As the ’68 season got under way, the LO23 Darts immediately dominated. With about 540hp in a 1350kg chassis, teams were soon dipping low into the 10s on the drag strip.

That class, SS/AH, still exists. It’s not known how many of the 80 or so LO23 Hemi Darts remain — thanks to the nature of the car, the vast majority that we know of have had a very hard life, with many being either crashed or modified many times over as regulations and classes changed over the years. A few unmolested survivors are still floating around, with the last example selling at auction for more than US$300,000. It’s fair to say that the 1968 Dodge Dart Hemi LO23 isn’t exactly a pretty car, and nothing about it screams elegant or graceful — but that’s what makes it so appealing.

This was a machine that was built to do nothing but go fast in a straight line, with no real allowances made for much else. It’s this no-nonsense, unapologetic, and single-minded ethos that made the Hemi Dart such a dominating force back in the late ’60s, just as much as it makes it so undeniably

Nothing about it screams elegant or graceful — but that’s what makes it so appealing

Products The latest automotive products

ACDelco Automotive EFB Batteries

The ACDelco Enhanced Flooded Battery (EFB) range combines the latest technology from ACDelco to power vehicles with stop-start fuel saving technology. These batteries will meet, or exceed modern car requirements and deliver significantly longer service life when fitted to older vehicles which normally use a standard calcium battery. When a car’s OEM battery is an EFB, it is highly advised to replace it with a new EFB, or upgrade even further to an AGM battery.

For more information, or to become an ACDelco battery stockist, call 0800 546 000, or visit rjbatt.co.nz.

Aligned with the best

Simplicity combined with top-notch performance come together in Corghi’s Exact Linear Plus 3D Aligner. The aligner boasts two high-resolution cameras for HI-Q artificial vision and user-friendly software for precise and quick measurements. A selectable tutor follows the operator step-by-step with a graphic indicator on how to proceed and offers an impressive international database by regional area for easy selection. Entry-level price with top-of-the-range specifications. A small investment for a great return.

For more information, visit Automaster.co.nz, call 0800 214 604, or email info@automaster.co.nz

Power with absolute ease

The world’s best range of inverters just got bigger. The addition of the IP1500, IP3000, and the upgrade of IP3000-24V2 makes this the best performing and most complete range of inverters. The IP1500 bridges the gap between IP1000 and IP2000 providing a compact unit that is ideal for powering appliances like coffee machines. The IP3000 is the most powerful inverter in the range and features a market-leading start up power of three seconds, includes an RCD ‘cut out’ switch for safety, as well as an AC transfer switch and Eco mode. No matter what appliances need powering — Intelli-Wave will do it with ease. Further information on the extensive Projecta program, visit projecta.co.nz.

Triple the traction

The 750-16C LP46 Brightway 14-ply bias ply tyre is a copy of the old triple traction tyre put out by Dunlop many years ago. Due to demand, it has been reproduced with a few slight modifications. For a rugged traction bias ply in 750-16, this is the tyre for you. Available in limited numbers from Blairs Supertyre Distributors.

For more information, call 0800 80 90 96, or visit blairs.co.nz.

PARTSSUPPLY

Bearings,diffs,alternators,brake components, radiators,engine components,batteries,trailerparts

SERVICECONSUMABLES

WORKSHOP CONSUMABLES

Oils,grease,coolant,transfluid,bulbs,flushes

Rags,lubricants,PPE,aerosols,abrasives, cleaners,carcare,aircon

SUSPENSIONAND STEERING Tierods,balljoints,rackends, bushes,bearings,shocks

AFTERMARKET ACCESSORIES Audio,performanceparts,bodykits, dressup,paint/wrap,driveline

WORKSHOP EQUIPMENT

GENERALREPAIRSERVICE

Diagnostics,hoists,electrics,powertools, handtools,specialistserviceequipment

Autoelectrical,clutches,cylinderheads, enginerebuilds,suspension,cooling

WINDSCREENSANDGLASSWindscreens,chiprepairs,sideglass, mirrors,wipers,customfitment

WHEELSANDTYRESOEMreplacement,tyres, fitting/balancing,repairs,consumables,innertubes

AUTOREFINISHERS

Restoration,smashrepairs,auto-bodysupplies,spraypainters,paintcorrection

DRIVETRAINREPAIRSERVICEAutomatics,Transfercases,Manuals,DSG’s,CVT’s, Differentials,Wheelbearings,TorqueConverters

PARTSSUPPLY

Bearings,diffs,alternators,brakecomponents,radiators, enginecomponents,batteries,trailerparts

SERVICECONSUMABLES

Oils,grease,coolant,transfluid,bulbs,flushes

WORKSHOP CONSUMABLES Rags,lubricants,PPE,aerosols,abrasives, cleaners,carcare,aircon

SUSPENSIONAND STEERING Tierods,balljoints,rackends, bushes,bearings,shocks

AFTERMARKET ACCESSORIES Audio,performanceparts,bodykits, dressup,paint/wrap,driveline

WORKSHOP EQUIPMENT

GENERALREPAIRSERVICE

Diagnostics,hoists,electrics,powertools, handtools,specialistserviceequipment

Autoelectrical,clutches,cylinderheads, enginerebuilds,suspension,cooling

WINDSCREENSANDGLASSWindscreens,chiprepairs,sideglass, mirrors,wipers,customfitment

WHEELSANDTYRESOEMreplacement,tyres, fitting/balancing,repairs,consumables,innertubes

AUTOREFINISHERS

Restoration,smashrepairs,auto-bodysupplies,spraypainters,paintcorrection

DRIVETRAINREPAIRSERVICE

Automatics,Transfercases,Manuals,DSG’s,CVT’s, Differentials,Wheelbearings,TorqueConverters

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 021 140 6855 or mark.everleigh@viamedia.co.nz.

Telematics: Buzzword or game changer?

A LOT HAS BEEN SAID ABOUT TELEMATICS, BUT HOW EXACTLY IS THE TECHNOLOGY LIKELY TO AFFECT THE AFTERMARKET CAR REPAIR INDUSTRY?

Telematics has been a topic of discussion lately, and while some may see it as just another buzzword, it has actually been around since the late 90s when GM used it on some Cadillac models for remote guidance, diagnostics, and communication between vehicle systems. Telematics has since evolved into a critical component of modern vehicles, but its benefits to the average car owner may negatively impact the independent vehicle repair industry if not leveraged correctly.

Basically, telematics refers to the ability of modern vehicles to relay a wide range of operating parameters, including diagnostic information, to a remote location via the internet, using ethernet communications protocols. Almost all vehicle insurance companies and vehicle fleet managers use telematics to compile data on driver behaviours and vehicle use without drivers being aware of the monitoring. According to a recent report on trends and developments in the telematics industry, the number of actively used fleet management systems in Australia and New Zealand was expected to grow from about 1.3 million units at the end of 2021 to more than 2.3 million by 2026 (at a CAGR of 12.5 per cent).

However, most vehicle manufacturers have designed their telematics systems in a way that channels all diagnostic and servicing information to authorised dealerships, effectively depriving the independent repair trade of potential repair jobs.

Aftermarket telematics devices can now be retrofitted onto vehicles, creating two categories of connected vehicles: those with embedded telematics systems from the factory, and those with aftermarket devices. However, this poses a problem for vehicle owners and independent workshops because the quality of aftermarket telematics systems varies, and none offer free communications between vehicles and workshops.

Typically, when a fault occurs, an embedded telematics system collects data and sends it to the relevant dealership where a technician can access it using a scan tool. This allows them to diagnose faults and potentially make repairs or adjustments remotely, with the fault report being sent to both the dealership and the vehicle owner’s email address for future reference.

In the case of a retrofitted telematics system, the process is similar, but the communications between the vehicle and an independent workshop may be through email or a dedicated smartphone app, which raises issues such as a lack of sufficient diagnostic data. Currently, there are some moves

to ensure the Right to Repair legislation in Australia for passenger motor vehicles, meaning that vehicle manufacturers might be obliged to make diagnostic and repair information available to the independent repair trade. While some manufacturers in other jurisdictions have made some information available, it typically amounts to less than one per cent of the data available to authorised dealerships and is often available at a cost. As a result, independent workshops are at a disadvantage, compounded by the fact that telematics systems are costly.

Telematics systems in new vehicles usually come with the purchase price, but aftermarket systems require customers to pay for installation and data transmission. For independent workshops, this means incurring the cost of establishing and maintaining a communications network with customers who have aftermarket telematics systems, which could be economically challenging. Additionally, since only a small number of vehicles are expected to have embedded telematics systems, and aftermarket systems cannot deliver as much information as embedded systems, independent workshops may face difficulties.

The question is whether independent workshops can survive the large-scale adoption of telematics. The image of an empty workshop represents the risk for independent workshops that do not acknowledge and implement measures to counter the negative effects of telematics on the vehicle repair trade.

To minimise the risks, workshop owners/ managers can acknowledge the challenge and launch a marketing campaign focused on creating awareness and highlighting their ability to deliver benefits at a lower cost than dealerships. They can use their online presence to explain to customers what telematics is and how it benefits them. They can also offer interpretation services for fault and diagnostic data from telematics systems, in addition to letting customers know that telematics systems cannot fix their vehicles but only detect issues. Finally, they can invest in training and equipping technicians with the necessary tools and knowledge to overcome the challenge posed by telematics systems.

Moreover, it is time to invest in the right diagnostic equipment with the right patch-renewal services and customer service as well as training your staff on how to use them properly.

According to many experts, telematics is not just a fad. It is here for good and likely to impact and affect the bottom line of independent repair workshops in the region.

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

Editorial: editor@autochannel.co.nz

Advertising: Mike White michael.white@viamedia.co.nz

All other enquiries to: autochannel.co.nz

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