ReMaTecNews | OCTOBER / NOVEMBER 2017

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October/November 2017

REMANUFACTURING INTERNATIONAL NETWORK | KNOWLEDGE | BUSINESS © Karlitri | Dreamstime

Japan: Eastern promise Remanufacturing saves you how much?! New research revealed

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Ellen MacArthur speaks, the world listens

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Also

Wo rld Su Rem re mm an Si por it 2 ufa ng t f 0 ct ap ro 17 ur or m : ing e

What’s next for turbocharger reman?

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EDITORIAL

Let’s look forward to the day we don’t talk about the circular economy – but just the ‘economy’

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ack in the late 1990s, at the start of the online revolution, a new job title appeared in many different businesses: ‘Director of internet’. It was an exciting time, when it seemed that new frontiers were being crossed – but one colleague offered this thought: as a title, he said, having a ‘Director of internet’ in a company would one day make about as much sense as employing a ‘Director of electricity’. In other words, it would become meaningless. He was right, of course.

The online world is now an embedded part of daily life: everyone is their own ‘Director of internet’. In this issue of ReMaTecNews, John Chalifoux makes a similar point when talking about MERA’s Manufactured Again

Certification programme (p16). Just as e-business is simply ‘business’ in today’s connected world, he writes, the circular economy will one day be the ‘economy,’ and remanufacturing will be ‘manufacturing.’ It is an inspiring thought – and someone else who is working towards that day is Ellen MacArthur.

No-one has done more to bring remanufacturing to the attention of policy makers around the world and we’re delighted that she made the time to talk to us. As you will read, she sees reman as central to the circular economy – or the ‘economy’.

Her personal journey has already been extraordinary, but her interview (p12) suggests she sees much more to come. Of course, making an effective argument – as the Ellen MacArthur Foundation successfully does - is only possible through having the right facts and figures at our fingertips. A new report

by Germany’s Centre for Resource Efficiency (p10) provides just that, giving a clear picture of the savings in energy, resources and price for reman products. At www.rematec.com you can find out more about the research.

Elsewhere in this issue, our take on the World Remanufacturing Summit in Singapore (starting on p17) gives you a flavour of the fascinating presentations that were on offer there. Sincere thanks go to ARTC, for helping us put the report together. Finally, turbocharger reman faces many issues as technology and legislation change: we explore some of the most pressing in our cover story (p24). But as ever, we want to know what you think. What is bugging you?

What should we be covering that we are not? How can we improve the content that we offer? Contact me at editorial@ rematecnews.com with your thoughts.

Published by RAI Amsterdam B.V. P.O. Box 77777, 1070 MS Amsterdam The Netherlands In association with Route2Market Editor Adam Hill: editorial@rematecnews.com Phone: +44 (0)7931 502947 US correspondent Denise Rondini: drondini@gmail.com Asia-Pacific correspondent Tim Maughan: easternscribe@hotmail.co.uk Route One Publishing Managing Director Andrew Barriball: abarriball@ropl.com Project Manager Sarah Biswell: rematec@ropl.com Phone: +44 (0)1322 612078 Contributors in this issue John Chalifoux, Martyn Howorth, Daniel Koehler, Ulrike Lange, Tim Maughan, Volker Schittenhelm, Eddie Tan Zhi’En Marketing Communications & PR Evelien Feijen: e.feijen@rai.nl Phone: +31 (0)20 54915 81 Advertising Sales Yorien de Ruijter Phone: +31 (0)20 5493075 Fax: +31 (0)20 5491889 advertising@ReMaTecnews.com Publisher Evelien Feijen (responsible under Dutch Press Law) e.feijen@rai.nl Design, Production & Printing Route One Publishing Ltd Copyright RAI Amsterdam, Amsterdam, The Netherlands Reproduction No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopied, or otherwise, without the prior written permission of the publisher, RAI Amsterdam B.V. Subscription magazine & eNewsletter www.rematec.com Change of address info@ReMaTecNews.com ReMaTecNews online www.rematec.com/news Circulation Approx.13,500 readers per edition.

The magazine is delivered on a controlled circulation basis to recipients in Western Europe, Eastern Europe, Africa, North America, South America and Asia.

Adam Hill Editor

Email your comments and stories to editorial@rematecnews.com

ReMaTecNews

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CONTENTS

World Remanufacturing Summit 2017 Highlights from the gathering in Singapore include RIT’s Michael Thurston talking about barriers to reman, and new thinking from Jason Jones on additive manufacturing

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The Big Interview Ellen MacArthur on reman:

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‘I do sometimes stop and think: “How did I go from sailing around the world to talking about global economics?”’

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COVER STORY What now for turbocharger reman?

Issues of quality, tighter emissions legislation and complex intellectual property are just some of the problems facing remanufacturers

‘If it’s too easy, anyone can do it’

06

Why Belgian caliper reman specialist BTT is embracing complexity and learning the lessons of the past

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News ReMaTec will be exhibiting at the final Big R Show to be held in Las Vegas, while the first companies are approved for the Manufactured Again Certification programme

Reman can save you how much?!

New research from Germany puts some impressive numbers on the work of the industry - and highlights the key success factors

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22

Eastern promise

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Strength in depth

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The end of the road?

Viewpoint ‘Manufacturing and reman can now be held to the same quality standards,’ says John Chalifoux of MERA

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Reman in Japan may have had a slow start but there are signs that the country’s businesses are making up for lost time

Meet Michael Haumann, the man whose job is to lead APRA Europe’s new member services function

The diesel engine has been made a scapegoat in the climate change debate - but it’s time to look at the facts, insists FIRM

ReMaTecNews

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NEWS

Leaving Las Vegas ReMaTec will be exhibiting at the Big R Show at the end of the month - before it moves from Las Vegas - and visiting the AAPEX show which comes immediately after. Yorien de Ruijter, sales manager, RAI Exhibitions, and Evelien Feijen, marketing & PR ReMaTec, RAI Amsterdam, will be there to advise reman companies on personalised business solutions to help them reach their promotional goals. Among the scheduled sessions at the reman conference AAPEXedu are maximizing ROI on cores by PurePower Technologies and a case study on steering system remanufacturing trends by Freudenberg-NOK. APRA’s Big R Show is to change venue after this year, co-locating with NACE Automechanika in August 2018 in Atlanta, and in Chicago in 2019.

MERA announces ambassadors Trade body MERA – The Remanufacturing Association has announced the 14 companies which are to be ‘ambassadors’ for its Manufactured Again Certification programme.

They are licensed to use the Manufactured Again Certification Mark to confirm that their reman operation meets the same quality standard as new manufacturing facilities. John Chalifoux, president and COO of MERA, said: “The ambassadors of the Manufactured Again Certification programme are

well-respected companies that produce quality, sustainable goods, and that quality is on par with new.” To meet the standard, remanufacturers need third-party evidence that their facilities are up to scratch. The inaugural ambassadors contain some of reman’s biggest names, including Auto Electric International, Bendix Commercial Vehicle Systems, Meritor Heavy Vehicle Systems and REMY Power Products.

More companies are expected to join them in the near future.

• Viewpoint, p16

MPA BUYS TESTER D&V ELECTRONICS Starter and alternator testing specialist D&V Electronics is to be bought by US group Motorcar Parts of America (MPA).

Canada-based D&V will continue to operate as an independent testing company, it said. No financial details have been disclosed but MPA said extra investment will allow D&V “to grow its existing business and develop new investigative tools for use by technology developers and manufacturers of vehicle electrification products”. Kalina Loukanov, executive director of D&V Electronics, said the deal “will allow D&V to build on the legacy of our founder Dr. Voiko Loukanov and his vision of building world class testing systems”. She added that the company will offer customers “additional insight into the rapidly changing field of vehicle electrification”.

David Fitzsimons (below right) is interviewed at ReMaTec 2017

CER hails ‘promising’ first six months

Certification: Oren (left) and Eugene Neugebohr of Auto Electric International

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The European Remanufacturing Council (CER), launched in January, had a “promising first six months”, said its director David Fitzsimons. “Our sense is that the timing has been almost perfect, with policy makers convinced of the huge resource efficiency benefits on offer from expanding the existing €30 billion remanufacturing sector

to €100 billion by 2030.” CER members include Volvo and IBM. The organisation is set to hold a reman workshop (ICoR) examining innovation priorities at Linköping University in Sweden on 24-26 October, and aims to hold its first members’ meeting later this year, either at the OECD in Paris or its own office in Brussels.

Email your comments and stories to editorial@rematecnews.com

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S H OW

October 28-30, 2017 • Bally’s Las Vegas The Ultimate Networking & Educational Event for the Remanufacturing Industry • Network with 1000+ Reman Industry Leaders.

• Grow your business - sell, order & close deals!

• Keep current with industry trends & developments.

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Big R Show: Attend for just $20 The APRA Big R Show will feature the latest products and services for the remanufacturing industry.

Register for just $20 for the trade show and reception. Education seminars and lunch with a keynote speaker are available for an extra fee.

Discounted Hotel Rooms APRA has secured discounted rooms for members as low as $119/night - $159/night at Bally’s. You can extend your stay in the discounted APRA block for AAPEX. For details, visit www.apra.org/2017BigRHotel

Big R Trade Show: Reserve Your Booth Today at the #1 Reman Show The Big R Trade Show is selling quickly. Contact Scott Parker at sparker@apra.org or 703-968-2772 to reserve your affordable booth at the #1 Reman Show and gain exposure.

For more information, visit www.apra.org/2017BigR

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NEWS

MEMA urges NAFTA caution TRUMP & REMAN

A major reman trade body has cautioned the US government to beware of unintended consequences when it renegotiates the North American Free Trade Agreement (NAFTA).

The Motor & Equipment Manufacturers Association (MEMA), whose members include remanufacturers of components and systems for use in cars and heavy trucks, said in a statement: “Care must be taken to balance the re-shoring of US jobs with the unintended risks to current workers and the supply base.

The final NAFTA product must continue to provide for a vibrant North American supply chain, which supports US jobs and competitiveness.”

The agreement came into effect in 1994 and eliminates most tariffs between the US, Canada and Mexico, thus allowing a free flow of cores across borders.

Why doesn’t reman wa talk about Donald Tru nt to mp?

TRUMP & REMAN

It was a simple question Denise Rondini expected: ‘Do you think that the new US presiden t will be some strong and diverse opinions – what she good or bad for reman?’ didn’t expect was…sil ence

N

ew US president Donald Trump has been elected on a mission to shake up politics and boost the economy – and he has not been shy about making his opinions known.

Naturally, ReMaTecN ews is curious to see how remanufacturing industry executives think Trump’s policies are going to affect the reman industry.

With this in mind, we asked 14 companies to answer the following: Do you think that Donald Trump will be good or bad for reman?

Why? This turned out to be a more difficult task than we thought: ten out of the 14 firms we contacted declined to participate, citing the speculative and political nature of the article as the reason. We heard things like: • “We will have to respectfully decline to participate on this one” • “It’s a slippery situation to publish comments of a political nature” • “We refrain from collaboration on speculative articles” • “Corporate communic ations suggested that because of the political nature of the request, we will pass on this opportunity” • “Because of the uncertaint y and speculation involved, the company prefers not to take part in this discussion” You get the idea. However, a couple of people did respond - so what can we say about Trump and reman? Let’s start with what we know for sure: one thing Trump has been very vocal about is the North American Free Trade Agreement (NAFTA). He has long criticised this as unfair to the US, even publicly calling it “the worst trade deal in history”. NAFTA eliminates almost all tariffs between the US, Canada and Mexico and as a result allows for the free flow of goods.

Remanufacturing benefits from cores

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flowing freely across borders and - since cores are essential for reman - anything that limits the ability of remanufacturers to get cores will have a negative impact on the industry. Speaking in the last issue of ReMaTecN ews, APRA president Joe Kripli warned: “If NAFTA goes, there will have to be a lot more bargaining with customs authorities . Taking that away would hurt.”

Jonathan Starks, chief operating officer at FTR, a freight transportation intelligenc e company in Bloomington, Indiana, believes that NAFTA is firmly in Trump’s sights. “Since the president does control foreign policy, trade agreements with Mexico (and also with China, although that is not part of NAFTA) are likely to be addressed early in the new administra tion with the risk of an increase in inflation,” he predicts.

Early changes

Economist Robert Dieli, president and founder of RDLB, an economic research and management consulting firm, agrees. Early changes to NAFTA are likely because Trump “has managed to stir up three or four issues relating to Mexico that are more likely to surface sooner”. Dieli also says: “Trade is certainly a divisive topic because the impact of tariffs on our side of the border potentially cuts both ways.” In addition to tariffs there are ways “to lean on the supply chain with things like customs inspections and other sorts of things that relate to how business is done. The next thing you know, people are getting complaints that goods are not moving”.

Dieli points out that some in the reman industry might be saying they want higher tariffs, depending on what their trade flow is like. “But once you get into trade flow that is where the NAFTA problem becomes difficult,” he continues.

“If reman people can keep this within the context of their own trade flow they might be able to succeed in negotiating something they prefer.

Within the larger context, they may find themselves

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“Trump has been very loud on the automotive industry – for instanc e tweeting that Genera should manufacture l Motors some currently Mexica models in the US n-made ‘or pay big border tax!’”

or I do want to do this,’ can be a very strong motivation to start the process of repealing legislation or drafting new, he adds. While Trump might have been quiet on reman specifically , he very loud on the automotive has been industry – for instance tweeting that General Motors should manufactu re some currently Mexican-m ade models in the US “or pay big border tax!” What we also know is that Trump is pro-business and during his campaign spoke of lowering taxes on business.

What we know

“If a major tax cut bill is in place by summer of 2017, it would likely stimulate the economy and add up to one percentage point to GDP growth for as much as a year,” according to Starks.

“At the same time, trade negotiations could stimulate exports and raise the cost of imports, with an acceleration in inflation likely. That may force a significant raising of interest rates by the Federal Reserve, making recession in late 2018 or 2019 a distinct possibility.”

Companies have been warned. But where might this leave reman? “Trump among all the candidates in recent history has probably been the least specific in terms of priorities,” Dieli concludes. “My first reaction is that [remanufacturing] would be relatively low on his list of priorities - not because it is not important, but because it does not have a terribly high profile. If someone asked me if [remanufacturing] was going to matter to the new president, I would say ‘not for a while.’”

So for now it seems likely that reman is operating under the radar of the new president and so will not be targeted for regulatory changes.

However, any changes to taxes or existing trade agreements will certainly have some impact on the reman industry. Only time will tell whether these are positive or negative – but it’s certainly worth talking about.

in the middle of a situation that has all kinds of twists and turns.” Part of Trump’s position on NAFTA is based on perceived loss of jobs as manufacturers and remanufacturers set up factories outside of US borders.

However, a 2015 report from the Congressio nal Research Service found that the predicted huge loss of jobs did not occur. The report also said that the overall net effect of NAFTA on the US economy has been relatively small, primarily because total trade with both Mexico and Canada was equal to less than 5% of US trade. One important point to consider is that even if Trump wants to make changes to existing regulations it is a timeconsuming process.

“There is no part of the legislative or regulatory statute book that is not completely surrounded by lawyers,” Dieli says. “So it takes a while to get something on there and it can take even longer to get something off.” However the president’s ability to say ‘I don’t want to do this,

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MEMA points out that its members “operate in a global industry with suppliers, customers, and facilities worldwide”, adding: “NAFTA has served our industry, the American worker, and the US economy well.” However, US president Donald Trump has called NAFTA “the worst trade deal in history” (‘Why doesn’t reman want to talk about Donald Trump?’

ReMaTecNews February/

17

March). MEMA says it supports the administration’s efforts to update NAFTA: “A modernized and renegotiated NAFTA should provide the US with a framework for our industries, citizens, and national economy to thrive. MEMA urges the administration to renegotiate the NAFTA in such a manner to create a more competitive US manufacturing environment.”

PurePower launches 6.0L Power Stroke turbo US reman specialist PurePower Technologies, which separated from parent company Navistar last year, has launched a remanufactured turbocharger. “The launch of the 6.0L Power Stroke reman turbo is the culmination of extensive product research, development and testing,” says Jerry Sweetland, president and CEO of PurePower. “By leveraging our single-

digit ppm [parts per million] remanufacturing processes, based on our OE heritage of supplying a full range of fuel management products, we will deliver only the highest quality turbos to the aftermarket.” Based in Columbia, South Carolina, the company also specialises in diesel fuel injectors, turbochargers, EGR valves and diesel fuel pumps.

AS-PL comes to UK Poland-based AS-PL Group has launched a new company to sell its rotating electrical products and components in the UK. Kevin Sharp, who has been appointed director of sales UK & Ireland for AS-PL UK and will be responsible for developing the brand in England, Wales, Scotland, Northern Ireland and Ireland,

DETROIT ACQUIRES MASCOT

says: “I am really looking forward to the challenge of establishing AS-PL.” The group, which is headquartered in Gdansk, was formerly known as AUTO-STARTER and rebranded in January to mark 25 years in business.

Tomasz Kaszubowski, deputy president of the management board of AS-PL, says: “We

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focus on brand development and therefore within the AS group we Kevin Sharp have decided to expand our business to the British market.” The company deals with partners in more than 60 countries, comments export director Pawel Kotala.

Detroit Diesel Remanufacturing is to acquire the US and Canadian business operations of Mascot Truck Parts, which provides reman driveline components for the heavy and medium duty truck aftermarket. “Mascot is a great fit for us, both in terms of product and distribution,” says Sanjiv Khurana, president of Detroit Reman. “Mascot’s portfolio complements our driveline products. We will also be able to leverage Mascot’s national footprint to offer a better customer experience and a faster turnaround time for our customers.” Detroit Reman has 1,500 employees and six reman facilities in Utah, Kansas, Minnesota, Ohio, Michigan and Toluca, Mexico.

BPI SEEKS TO EXPAND REMY BRAND IN EUROPE US group BPI Holdings has created a new entity to help promote Remy products in the automotive aftermarket. The company bought the North American and European light vehicle aftermarket business of Remy from BorgWarner last year: it has now formed BPI Group Europe, which merges Remy Europe and Brake Parts Inc. Europe, to help supply Remy-branded parts to customers in Europe and the Middle East. The newly-formed entity manufactures and remanufactures a variety of parts and “has plans to expand the well-known brand with new product offerings”.

ReMaTecNews

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RESEARCH

Reman DOES save money and resources – and here’s the proof A new German report has used case studies to quantify exactly how much companies can save by remanufacturing. UIrike Lange picks out some highlights

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new study has highlighted the resource efficiency potential provided by the reuse of cores – allowing companies to reduce costs and strengthen their competitive advantage over the long term. ‘Ressourceneffizienz durch Remanufacturing – Industrielle Aufarbeitung von Altteilen’ (Efficient use of resources through remanufacturing) was produced by the VDI Zentrum Ressourceneffizienz (Centre for Resource Efficiency) (VDI ZRE) and uses various case studies to highlight its arguments.

In the manufacturing industry, material costs can reach more than 40% - often the largest cost factor in the company.

Remanufacturing makes it possible to save material and energy expenses.

The report has quantified this precisely, finding that reman: • made it possible to achieve up to nearly 90% reduction in emissions and materials • used 56% less energy compared to equivalent newly-manufactured products • Some reman products can be offered at approximately 40-80% of the acquisition price for an equivalent new product The resulting savings for manufacturers and customers only arise, however, in the presence of: • return system for core parts • remanufacturing process • marketing of reman products

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Return system of core parts An adequate return system is one of the key prerequisites for a remanufacturing company to operate in an economical manner. Corresponding procurement management or acquisition must ensure that there is a steady supply of quantities of core parts over time with consistently high quality and reasonable prices to the extent possible. A low market quantity of products complicates return logistics while market saturation reduces the demand for remanufactured products in the marketing stage.

Remanufacturing process The design of the remanufacturing process must be adapted to the type and variety of the core parts and must be economical - the costs of technical measures should not exceed the income from remanufactured products. In particular, it is currently not yet or barely possible to inspect core parts on the basis of automated process steps; in particular, manual visual inspection is necessary and requires specific expertise, that is, adequately qualified employees.

Furthermore, the logistics system and associated transport expenses must efficiently network return channels, remanufacturing locations and available marketing channels.

Marketing The remanufactured products must have a reasonable product value, that is, there should be constant demand to ensure successful marketing. It is as such more difficult to remanufacture short-lived

electronics than automotive products like starters or alternators, which are used over longer periods of time. Having an established aftermarket is also helpful.

Furthermore, the sales channels where the remanufactured products are offered must continually be readjusted and adapted to the requirements of the customers and current market developments. An example here is the principle of ‘Use rather than own’, which offers a new marketing approach for remanufactured products. Scepticism of customers towards remanufactured products can be reduced by allowing them to pay to use a product without having to own it.

Further effects within the company such as product cannibalism must be taken into account. This refers to a company’s remanufactured products negatively impacting market shares gained by its other newly manufactured products. To prevent this from happening, Dell, for example, has created separate websites for its new products and remanufactured products on the American market.

Design for remanufacturing The economic and ecological benefits of remanufacturing can be improved by adapting product design to remanufacturing. So-called ‘design for remanufacturing’ (DfRem) is part of eco-design, which can reduce the burden on the environment over the entire lifecycle of a product. DfRem can be implemented in two ways: on the one hand, in the form of strategic design, e.g. the sales, marketing, service support, return system or analysis of

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RESEARCH

the aftermarket; on the other hand, technically. In recent years, the focus has been almost entirely on technical analysis and development - that is, the product’s physical design is conducive with respect to remanufacturing. This includes easy disassembly, a modular design, components that are resistant to wear or the use of adaptive technologies and adequate materials. With respect to strategic design, it has been determined that these aspects will have a greater bearing in future. This includes defining a strategy which takes into account customer needs and/or behaviour, appropriate communication work and public relations, optimal price strategies, efficient return systems or the analysis of existing markets for remanufactured parts. Organisational and functional design decisively affects successful remanufacturing. However, studies in this area are rare and must be intensified in order to push DfRem forward in a strategic respect. The increasing proportion of electronics in products as

well as the growing complexity of such products pose further challenges for the remanufacturing industry. Furthermore, the availability of high-quality replacement parts, the image of the remanufacturing sector and the availability of well trained staff are also estimated to be current and future weaknesses.

Market development At the same time, the remanufacturing industry is resorting to practices such as 3D printing as an opportunity to address the limited availability of replacement parts. The developing positive image of the industry is also considered to be an opportunity that will help the market continue to grow, among other things.

As a result, remanufacturing is currently attracting considerable interest in terms of research and development. For example, the German Resource Efficiency Programme II has considered this topic in substitution research in a conceptual respect. By 2030, the Europe-wide remanufacturing industry is expected to

grow by more than 50%. If political and economic conditions are favourable, it is expected to grow more than threefold. This emphasises the growing importance of remanufacturing for industrial production and also opens up further potential for the efficient use of resources. The new study serves to give small- and medium-sized business ideas on how to implement remanufacturing processes, create incentives for the use of reman products, raise awareness for the efficiency potential of remanufacturing – and also to encourage further exploration of this topic.

• An extended version of this article can be found at www.rematec.com •‘Ressourceneffizienz durch Remanufacturing – Industrielle Aufarbeitung von Altteilen’ is available in German at www.ressource-deutschland. de/publikationen/kurzanalysen. An English translation will be available later this year.

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THE BIG INTERVIEW

THE WOMAN who made the world listen Former record-breaking sailor Ellen MacArthur has put reman on the radar of the world’s policy makers: Adam Hill asks her how she’s done it

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THE BIG INTERVIEW

D

ame Ellen MacArthur* (‘Dame’ in the UK is the female equivalent of a knighthood) became the fastest solo sailor to circumnavigate the globe in 2005, making yachting history in the process.

But her mission now is of another kind: to switch the world onto a sustainable way of doing things, rather than continuing with the linear ‘make, use, dispose’ model. In 2009 she launched the Ellen MacArthur Foundation, which works towards getting everyone to embrace the circular economy – and she is therefore a big champion of reman.

“Remanufacturing is always really important and there is no question that it will become more so,” she tells ReMaTecNews from her base on the Isle of Wight, off the south coast of England. “From our perspective, reman is at the core of the circular economy.

The number one box to tick is reman, it sits right at the top. Understanding how reman works is important.” MacArthur has sat on the European Commission’s Resource Efficiency Platform, and the Foundation has published three economic reports which were given plaudits at the high-powered World Economic Forum in Davos. MacArthur also regularly talks to European governments and institutions such as the Organisation for Economic Co-operation and Development (OECD).

On the agenda Remanufacturing is on the political agenda like never before: and if you ask senior figures in reman who has done the most to put it onto the radar of the world’s politicians, one name comes up, again and again: hers.

“When we first established our UK centre for Remanufacture and Reuse in 2005, every meeting with business began with ‘What is remanufacturing?

Do you mean recycling?’” recalls David Fitzsimons, director of the European Remanufacturing Council (CER). “Even when meeting senior managers at businesses with their own remanufacturing operations, it was evident that the remanufacturing staff were rarely visible. All this has changed.

The framework of the circular economy and its associated agenda for business model change and product/service innovation means that remanufacturing is now almost always understood as the

start of the conversation. Ellen MacArthur drew attention to those invisible engineers and academics and said: ‘This work is important for the future’.

Many more OEMs want to be seen as promoting product remanufacturing and refurbishment and that will mean global-scale investments. Without Ellen MacArthur would we ever have broken out of commercial obscurity? I doubt it.” Fernand Weiland, founder of APRA Europe, has been part of global reman for years, and comments that the industry is “very grateful for the efforts the Foundation has made to promote and elevate the reputation of remanufacturing as a sustainable industry”.

Massive opportunity MacArthur is too modest to ‘blow her own trumpet’, as the English say.

Instead she points to a different reason for such growing interest in circular economy at the moment. “It is always about opportunity,” she says. “There is a massive economic opportunity to switch from linear models of production to circular ones.” This applies across the board, she believes, since even a product

‘Sailing was selfish – my goal, my dream - but for the first time in my life, this is something that really matters and that puts a different element of pressure on what I’m doing’

such as cotton can be remanufactured.

“We are seeing more than ever changes in the way that we access products,” she says. “Suddenly we see not just a shift from manufacture to selling but a shift in the ownership model.” The realisation that many cars sit parked and unused for 90% of the time means that the shape of car ownership is changing: concepts such as car sharing, Car-as-a-Service (CaaS) and the rise of Uber bear this out. “There’s not a car manufacturer out there who isn’t thinking about this. You can sell a car, you can make a product – but it’s really not in your interest to build one that lasts for five years.”

This is also where reman comes in, of course – even if it is difficult to say how big a role reman plays at present in the circular economy as a whole. “It’s hard to put a number on it because nobody has the answer to that,” MacArthur says.

“But don’t underplay reman. It is a significant part of the circular economy.

When I talk about systemic change it is something I come back to.” She cites Caterpillar’s reman operation (see ‘Inside the Big Yellow Machine’, ReMaTecNews February/March) and has been impressed on a couple of visits to Renault’s facility outside Paris at which gearboxes, fuel pumps and engines are remanufactured.

“The energy and material savings are over 80%,” she enthuses. She also points to aviation, automotive and medical as sectors which are really setting an example in implementing circular principles. In particular, MacArthur believes Philips Healthcare’s work ➤

*Her full title is actually Dame Commander of the Civil Division of the Most Excellent Order

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ReMaTecNews

13

THE BIG INTERVIEW

remanufacturing scanners and related hospital equipment points the way for others to follow (see ‘Material recovery starts with design’, ReMaTecNews April/ May). In terms of the territories in which reman is happening, North America and Europe are well known but she suggests there is a lot on the go elsewhere. “The hotspots are where economies are emerging, so Brazil, China, India,” she suggests. Remanufacturers can access a lot of interesting data about these via the Foundation. MacArthur goes on: “Remanufacturers should find our economic reports fascinating.” She also cites the CE100 network, which seeks to promote the circular economy (see ‘Q&A’, ReMaTecNews December 2016/January 2017), the Cities Programme and its New Plastics Economy report, in which she believes reman also has a role.

‘Reman is at the core of the circular economy: the number one box to tick is reman, it sits right at the top’

All or nothing MacArthur took a significant step in starting up the Foundation – but surely there must be a shelf life to her involvement in an undertaking which is

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so consuming. Does she foresee a time when she might step away? “I’d love to think that might be the case,” she laughs.

“I’ve always been an ‘all or nothing’ person: when you’re racing round the world, you give it your best shot.” But she knows that what she has taken on with the Foundation dwarfs this in some ways: shifting from a linear to a circular economy takes in every territory and every industry. “We launched in 2010 and have come a long way, but there is a long way to go to change the global economy,” MacArthur says. “The mindset of the people who work on this is that there is an opportunity to build a better system. I do sometimes stop and think ‘how did I go from sailing around the world to talking about global economics?’

It comes from suddenly seeing a system that was broken.” MacArthur saw that the issue was the use of resources and the finite availability of resources – but realised that simply using less is not the answer. “It came from looking around for the solution and realising there wasn’t one,” she recalls. So the system doesn’t

work - what came next was the same sort of curiosity that had served her well while sailing: if that is the case then what would success look like? For example, to take a question she has already answered, if the goal is to break the solo transatlantic sailing record then how would you achieve that?

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me. Sailing was selfish – my goal, my dream. But for the first time in my life, this is something that really matters and that puts a different element of pressure on what I’m doing. But it’s a great story to go out and tell and I find it hugely energising.” She pauses and says, almost apologetically: “That’s not a black and white answer to your question.” No, but it is a good answer.

All this begs the question, what does she find most scary now: being alone on a yacht in the South Atlantic - or speaking in front of the world’s leaders at Davos?

“I can’t say it wasn’t hard sailing round the world because it was,” she says thoughtfully. “Your life is on the line most days: one slip and you’re over the side and you’re gone. And while you can’t control the weather you have an element of control over the world you’re living in. Also, if I fell off the boat it doesn’t really matter. It’s not a bad way to go, doing something that I’ve always wanted to do. But with the circular economy I just feel that the stakes are so much higher. It’s nothing to do with

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NOTES & COMMENT

Best of

VIEWPOINT

Manufactured Again Certification: where manufacturing and remanufacturing are held to the same quality standards John Chalifoux

L

ife is full of comparisons.

Throughout society, people, products, even ideas, are held to high standards. In our industry, reman is compared to new.

How many times have you heard – or declared – that remanufactured products are as good as new products? It’s a fact that many of us know; communicating it to others outside of our industry has been the challenge.

When MERA – the Remanufacturing Association was launched in January 2011 an early request of the Board of Directors was to develop a remanufacturing standard. We wanted to position reman on par with new, and differentiate it from lesser processes. By the end of 2012, MERA leadership ultimately rejected a proposed reman standard because it did not require third-party certification. We needed to think about it some more.

Remanufacturing is the future of manufacturing.

For generations to come, all manufacturing will be driven to reuse as much as possible. Just as e-business is simply ‘business’ in today’s connected world, the circular economy will one day be the ‘economy,’ and remanufacturing will be ‘manufacturing.’

Remanufacturing is manufacturing.

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Welcome to the world of Manufactured Again Certification. The programme recognises remanufacturing facilities as manufacturing facilities, and holds them to the same quality standards. It also promotes environmental stewardship. The programme is inherently applicable to diverse industries, regardless of the term used to describe an industry’s leading sustainable manufacturing activity. For example, in aviation, it is maintenance, repair and overhaul. ISO 9001 – the leading internationallyaccepted quality management system standard, in its current form – can be applied to any manufacturing process, in any manufacturing facility, for any manufacturing company, large or small. The rule for ISO 9001 (and industryspecific derivatives such as IATF 16949 for automotive) is: “Do what you document, document what you do”.

Many inaugural ambassadors of the Manufactured Again Certification programme are global companies: Bendix Commercial Vehicle Systems, CARDONE Industries, LKQ Corporation, Meritor Heavy Vehicle Systems, Motorcar Parts of America, Pure Power Technologies, REMY Power Products and Standard Motor Products. Several regional remanufacturers are also counted among

the early adopters. MERA and its members use three words to describe the principles of remanufacturing: Quality. Value. Green.

The Manufactured Again Certification programme will benefit society as we collectively seek a world where remanufactured goods are demanded. At MERA, we never stop looking for ways to advance the industry and the business interests of our members. Learn more at ManufacturedAgain.com.

John Chalifoux, president and chief operating officer, MERA

the Blog

Pleased to meet you!

With ReMaTec 2017 just months ago but fresh in memory, it is time for evaluating the show. In addition to internal evaluation meetings, the ReMaTec team and our network of agents are eager to visit our clients, both visitors and exhibitors. We appreciate their honest opinion and are happy to discuss trends and developments in the remanufacturing industry. It is always a pleasure to combine these meetings with a plant tour at their remanufacturing site. These visits are crucial for us to better understand the reman business. So we’d like to invite ourselves. We have a very loyal customer base and are delighted with the number of rebookings for the next show, ReMaTec 2019. But we’re never satisfied and are eager to hear your opinion and ideas how to further improve the quality of ReMaTec. We challenge you to be fair and critical. What initiatives would you suggest us? Which new themes should be on the programme? Feel free to reach out and one of us will be happy to come over to your place whenever possible.

Niels Klarenbeek n.klarenbeek@rai.nl • See more at www.rematec. com/blogs

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WORLD REMAN SUMMIT 2017: REPORT

Taking reman digital This year’s World Remanufacturing Summit was held in Singapore and focused on the digitization of reman. Eddie Tan Zhi’En reports for ReMaTecNews

I

ndustry leaders in remanufacturing around the world gathered for the annual World Remanufacturing Summit, which was this year hosted in Singapore by the Advanced Remanufacturing Technology Centre (ARTC). This theme for 2017 was the digitization of reman, and topics ranged from business models and reverse logistics to remanufacturing markets and future developments, as well as research and innovations in reman technology.

Finding new incentives for reman In order to remain competitive, one must look into emerging new incentives for remanufacturing, said Rolf Steinhilper, of the University of Bayreuth. In his keynote presentation he explained that German organisation Allgemeiner Deutscher Automobil-Club (ADAC) interviewed numerous car brands and independent garages in Germany to understand the types of new failures and emergencies reported. They found that electric components - namely the battery, starter, and alternator - make

up most of these failures at 38%. As a car reaches six to seven years old, the value of the car does not justify the cost of replacing these electronics, and an alternative approach to repair needs to be explored. Although car electronics are typically not designed for remanufacturing, considerations should still be made for the reman options, as this presents an opportunity for new electronic products. “There is a lot of excitement here, because of the new incentives for remanufacturing,” explained Steinhilper. An example of a new product that his team is working on is a steerable LED headlight that has remanufacturing design considerations incorporated. Despite the cost benefits that can be attained from remanufacturing, new products with novel remanufacturing design considerations present new challenges in service and repair know-how. He said that a projection of emerging new car service technologies that we can expect in the next five years include: innovations towards replacing smaller modules, expanding remanufacturing knowledge towards new components, new repair technologies on site, new

networks of communications and co-operation, as well as 3D printing.

Although new mechatronic parts that emerge on the market present novel opportunities for reman, new concerns about workers’ software competencies also arise with it. Looking towards the next ten years, he further projects that the rise of autonomous vehicles will vastly change the remanufacturing scene, as a higher level of expertise will be required for maintenance - potentially increasing the cost of servicing for the consumer.

Barriers to reman must be overcome According to a US International Trade Commission report in 2012, the US remanufacturing industry includes nearly 13,000 businesses across 12 sectors, with 180,000 employees.

It generated $43 billion in total revenue as of 2011 - a 15% growth from 2009. The country’s top three sectors for reman are aerospace (30%), heavy duty/construction (18%) and automotive (14%). Michael Thurston from the Rochester Institute of Technology (RIT) Golisano Institute for Sustainability dug deeper into

➤

‘There is a lot of excitement here, because of the new incentives for remanufacturing’

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17

WORLD REMAN SUMMIT 2017: REPORT

➤

the booming reman sector in the US by presenting an industry survey conducted

by RIT with over 200 participating companies to uncover what they felt were the barriers to remanufacturing.

The survey found that there were key differences in priorities between small-to-medium companies, and large companies. When identifying opportunities for remanufacturing innovation, small-to-medium firms said their top three priorities were: • Surface cleaning technology • Validation technology • Reassembling to original specifications However, large companies cited the following: • Prognostics • Electronic life assessment • Component restoration (additive manufacturing) “These are areas of technology research driven by larger companies, and where technology training is required by the smaller companies,” explained Thurston.

Companies also indicated that the most beneficial training topic for them was design for remanufacturing, and that the most significant issue in future growth was core design features that enable reman. High priority cross-cutting sector research was identified as design for reman, electro-mechanical integration, information flow (Internet of Things), augmented reality, prognostic and health management, electronic assessment, additive manufacturing, green cleaning, and life cycle assessment. Based on these, a roadmap was charted with subject-matter experts and industry representatives to achieve three outcomes in response to the factors which inhibit the remanufacturing industry, namely: • New standards and improved knowledge base • New technologies and process improvements • New policies • Improved perception of the industry The REMADE institute is part of a US network created to enable the development and transition of advanced

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‘How can we incorporate remanufacturing in developed countries and remanufacturing in developing countries to enhance resource efficiency?’ manufacturing technologies, federally funded at $70 million over five years, and led by RIT’s Sustainable Manufacturing Innovation Alliance and acting CEO Nabil Nasr. The institute aims to reduce embodied energy in US manufacturing through improved manufacturing material efficiency and increased material recycling, remanufacturing and reuse.

Questions of sustainability In Japan, hundreds of independent remanufacturers of auto parts undertake remanufacturing, with some original equipment manufacturers (OEMs) remanufacturing their own parts. Mitsutaka Matsumoto of the National Institute of Advanced Industrial Science and Technology in Japan said the market size of remanufactured auto parts sales is Y109 billion (just under $1 billion) as of 2012. At the moment, no estimate exists for the production of all remanufactured products, although the government is in the process of conducting surveys in several product areas. Matsumoto further explained that although there are a number of good practices of remanufacturing in Japan, the overall market size is not sufficiently large - and attention on remanufacturing is considerably low.

Customer awareness was identified as a key barrier to remanufacturing in Japan: 79% of companies surveyed indicated that they have never heard of remanufactured auto parts - compared to the US, where only 29% of companies indicated the same. OEMs’ incentives

for remanufacturing were shown to be mixed, as reman conflicts with some new product business, and is suitable only for industries like aerospace and mining, where the cost-effectiveness of remanufacturing is high, he continued.

Other barriers to remanufacturing under the domain of research include design for remanufacturing, process technologies and operations management. Matsumoto suggested that the market leaders in remanufacturing must ask themselves one question going forward: “How can we incorporate remanufacturing in developed countries and remanufacturing in developing countries to enhance resource efficiency?” In developing countries, local independent manufacturers, repairers and refurbishers experience low wages - and customers who are extremely price-conscious. Other barriers to reman in developing countries include business issues like competition with low-price new products and technological issues such as lack of design for remanufacturing.

Matsumoto also cited socio-economic factors including labour costs, policy issues like trade restrictions on used products and customer issues such as awareness and acceptance of remanufactured products.

‘More demand and less materials’ The current linear economic model dominating the global economy will create challenges in the near future which demand a response from the reman industry. “There will be more and more demand for goods, with less and less materials to produce them,” explained Helene Pepin of ARTC in Singapore, the host of the World Reman Summit. Three billion middleclass consumers are expected to enter the global market by 2030, driving unprecedented demand for goods and services. With the current linear ‘takemake-dispose’ economy, elements such as gold, silver, indium, iridium, tungsten, and many others vital for the industry, could be depleted within the next five to 50 years. Economic incentives for remanufacturing include 50-80% energy and better than 50% raw material savings, she went on. Key enablers for remanufacturing models include early design considerations, smart manufacturing technologies,

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WORLD REMAN SUMMIT 2017: REPORT

global/regional reverse logistic networks, and innovative business models and e-commerce. ARTC was set up as the first centre in Asia adopting the AxRC network model of industry-led publicprivate partnership across supply chains, with six technological groups that include technologies of interest for remanufacturing cross-sectional industries: advanced remanufacturing, data-driven surface enhancement, intelligent product verification, additive manufacturing industrialisation, advanced robotic applications and smart manufacturing groups. The advanced remanufacturing team adapts manufacturing technologies for repair industrialisation, such as: laser metal deposition, cold spray, automated robotic welding processes and hybrid technologies.

How to automate reman with hybrid manufacturing The goal of hybrid manufacturing solutions is to automate the process for remanufacturing purposes, to co-locate

and integrate, as well as to set up a customised workflow for every work part. For instance, a non-uniform blade wear and ageing requires a customised approach when it comes to reman. Operators typically have to use their hands and eyes when approaching remanufacturing, at a time where no adaptive subtractive and additive processes existed. “When we think of hybrid manufacturing, we typically think of subtractive and additive processes,” said Jason Jones of Hybrid Manufacturing Technologies. “I hope to change that.” In his presentation at the World Reman Summit he explained that many additive manufacturing technologies today operate in silos and function as separate entities from the main process line. This approach may be good for prototyping, but not for manufacturing. Additive manufacturing currently works too much in isolation and moving forward, he said, and requires further refinement. And this is

where multi-tasking hybrid steps into the picture. AMBIT was developed by Hybrid Manufacturing Technologies, integrating inspection, subtractive and additive functions in a single platform. An example of how these three functions can work together to manufacture a component is to first deposit material additively, then to use an inspection tool to probe and measure the geometry of the deposited part – followed by using CAM to adaptively machine the part to the exact part requirements. Jones added that the future of hybrid manufacturing lies in the OpenHybrid initiative, where numerous industry partners come together to explore and expand the implementation of hybrid manufacturing for the process simplification of additive manufacturing, repair and feature addition operations.

•Eddie Tan Zhi’En is a PhD student at ARTC whose area of research is laser metal deposition •Eastern promise, p22

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19

COMPANY PROFILE

Looking to the

future

Selling a private company to Meritor was the catalyst for the boss’s son to strike out on his own. Adam Hill talks to Benjamin Johnson about the rise of Belgium Truck Technology

S

elling your family business to a large company is a path which many entrepreneurs follow – but it is not always a happy one. In July 2008, Meritor acquired Trucktechnic (TT), a Belgian remanufacturer and distributor of air brake parts and disc brake calipers which had been going for more than two decades. Remanufacturing is an industry that is full of small firms: TT’s story goes back a long way, and has a familiar air. It was founded in 1982 by Steve Johnson, a Welshman based in Belgium, who is now contentedly retired

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from the business. Steve’s son Benjamin joined the family firm in 2003 to run TT’s increasingly-important caliper rebuilding activities. He answers ReMaTecNews’ questions on the phone in excellent English – the legacy of a year spent in Sydney to brush up on the language before he came on board. Under Ben’s stewardship, TT was one of Europe’s market leaders in caliper rebuilding and spare parts distribution by 2008. Small wonder that it attracted the attention of the big boys: Meritor, one of the bestknown names in the reman sector, quite obviously had significant expansion

plans and things proceeded well enough at first. While Steve operated for a few years as a consultant to the business in general, Ben continued in a leading role.

However, reading between the lines, things did not go quite as hoped.

Delicate business He is not the first person to feel disillusioned with takeovers, and will not be the last. It is a delicate business and the transition can obviously be difficult for all parties. And despite being generally unhappy with the way things went, he says the Meritor

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COMPANY PROFILE

experience did teach him something.

“Putting some structure into a small business helps you avoid some classic mistakes so I’m thankful for that,” he recalls. Big companies tend to do things a different way – out of necessity – to smaller concerns. But this means that something can appear to get lost in the process. For example, the working conditions of corporate giants can often seem to have an adverse effect on the ‘family atmosphere’ that reigns in small businesses. Perhaps unsurprisingly, Ben decided to strike out on his own. In 2011, he formed BTT along with some of TT’s most experienced ex-workers, in new premises about 500 metres away from the old place. His decision to focus on calipers was straightforward: “Rather than invest in a diversified range of products, I decided to concentrate on what I knew best, and to do it properly.”

Today BTT employs 20 staff and enjoys a reputation for quality, he says. On that basis, his policy seems to have borne fruit. The company stocks a range of ‘all brand’ remanufactured brake calipers and repair kits and covers more than 45 countries.

Better than new Johnson is passionate about reman and says that BTT has worked with companies worldwide on a ‘better-thannew’ programme. “We sell to many territories on that basis, with zero returns attributable to our workmanship,” he explains. “Our reputation for quality is paramount. We’ve been dismantling and analysing brake calipers since 2003

‘Putting some structure into a small business helps you avoid some classic mistakes so I’m thankful for that’

TT/BTT:

COMPANY HISTORIES 1982 Steve Johnson forms Trucktechnic (TT) near Liege, Belgium.

2008 Meritor acquires TT: Steve stays as consultant, his son Ben in leading role.

2011 Ben Johnson sets up new independent company Belgium Truck Technology (BTT).

Caliper bodies are prepared for painting

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- we know what’s wrong with them, how they fail, how we can improve and, therefore, make them better than new.” That is not to say that things are easy: like many remanufacturers, the complications of patent law are a headache which he believes could be eased with a bit of thought from the authorities. There are grey areas which all reman professionals have agonised over at one time or another: for instance, if you replace three components out of five, is that a copy? Is the assembly protected or is it some components only that are protected? These are difficult questions. Indeed, if Johnson could change one thing about remanufacturing to make business easier, he reckons that the law should force manufacturers to be clearer about intellectual property (IP). “Patents are complex and therefore costly to understand,” he says. “We regularly seek the help of lawyers specialized in IP before we start doing things.” Despite this, he seems pleased with the way things have gone. Like many businesspeople before him, he may well feel that the disappointments he experienced with a takeover situation have helped to make him more resilient: strength through adversity, that sort of thing. But that is the past. What of the future? Above all, Johnson seems to be looking forward to the challenges ahead.

“I wouldn’t really change anything,” he concludes. “The more complex it is, the better. It’s good to encounter problems and come across difficulties. This obliges you to think about things. And if it’s too easy, anyone can do it.”

Inspecting shot-blasted calipers is a key part of the quality process

ReMaTecNews

21

EASTERN PROMISE Japan, known for its large and complex manufacturing base, has a growing reman sector. ReMaTecNews Asia-Pacific correspondent Tim Maughan takes a look

M

itsutaka Matsumoto, senior researcher at the National Institute of Advanced Industrial Science and Technology (AIST), sits in a restaurant in Osaka, a city at the nucleus of Kansai, Japan’s second metropolis. Customers watch a sumo match on a television.

After speaking to ReMaTecNews, he will walk the short distance to Shin Osaka train station, and take the famed shinkansen, or ‘bullet train’, back to Tokyo. This highly productive, manufacturing-based economy is involved in remanufacturing - but not, perhaps, on the scale you would imagine. Generally speaking, Matsumoto explains, reman in Japan does not enjoy the same type of recognition as it does in America and Europe. The AIST (a research institute funded by the Japanese government to bridge the gap between academia and industry) 2016 International Remanufacturing Industry Conference report states that the Japanese government, so far, has paid relatively little attention to the sector. The contrast between the US and Japan is startling: in 2015, 71% of driving licence holders in America (car, van, and truck drivers) had heard of remanufactured parts. In Japan, the figure stood at just 21%.

Unknown scale Although the turnover of the Japanese reman sector is thought to be several billion US dollars, its exact scale is unknown. But there are hundreds of

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independent remanufacturers of auto parts in the country. In 2014 – the latest available figure - the Japanese automotive reman business stood at Y109 billion (just under $1 billion).

Shin-Etsu Denco Co, one of the largest remanufacturers of automotive parts in Japan, handles 160,000 alternators

‘The future of reman in Japan depends on specific sectors. The length of the usage of cars is becoming longer, so this increases the demand for reman auto parts’ Mitsutaka Matsumoto

and 170,000 starter motors a year.

Other significant areas for Japanese remanufacturing are the aerospace, locomotive engine, IT equipment and power plant equipment sectors. The report also looks at the heavy duty and off-road equipment, or plant business - a sector which is increasingly involving itself in reman. In the tyre market Bridgestone, Yokohama, and Toyo Tires are the chief remanufacturing protagonists. Around 20% of truck and bus tyres are retreaded in the country.

“In Japan, and I am not sure about the reason for this, the history of reman of automotive parts is shorter compared with the US and Europe,” states Matsumoto. “The cost of remanufactured automotive parts in Japan is usually 40% cheaper than new products. The most typical products are alternators and starter motors.”

The Japanese have a sharp eye for quality, and image and detail are important. Referring to his own report, Matsumoto confirms that consumer awareness is limited when it comes to reman in the automotive parts business.

The question is, in a nation where citizens are guided by a strong sense of order - and demand quality - are Japanese consumers sceptical about remanufactured products? There are concerns about quality in general, he says, although the problem is not so much about scepticism over reman, but more about the fact that, quite simply, consumers have scant knowledge of it.

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© Akiyoko74 | Dreamstime

JAPAN

JAPAN

© Akiyoko74 | Dreamstime

‘One of the key reasons remanufacturing is used in Japan is that the government has had one of the most aggressive environmental policies in the world, for four or five decades’ Eric Ramstetter

Conflicting forces Speaking of the future of the Japanese auto reman sector, Matsumoto explains that there are two conflicting forces at work. “The future of reman in Japan depends on specific sectors. Generally speaking, I would say that it will increase. In the case of the automotive sector, the length of the usage of cars is becoming longer, so this increases the demand for reman auto parts,” he says. But, at the same time, the parts themselves are lasting longer, which will affect how often they come under the scrutiny of the remanufacturer.

Eric Ramstetter, research professor at the Asian Growth Research Institute thinktank in Kitakyushu, western Japan, says of reman in Japan: “It is very common in photocopying, it is very common in large machinery, like that manufactured by Caterpillar or Kubota - large farming machinery, large mining machinery. Basically, the technological requirements for reman to work are you need to have a large part of the equipment which will last a long time, with relatively little maintenance, combined with a bunch of parts that tends to wear out quickly.”

His colleagues visited Fuji Xerox, near Nagoya. “The story that everybody seems to hear is that you don’t remanufacture a product and give it back to the end user who was originally using it, because it takes too much time – and this leaves the end user without his product,” he explains. “So what they will do usually is sell them a separate remanufactured product, buy the old product from them, remanufacture that, and sell that onto someone else.” As Matsumoto points out, Japan has its own unique set of conditions which impact on remanufacturing. Ramstetter says:

“Because of the anti-pollution laws in the country, the environmental restrictions, disposal is very expensive. If you want to dispose of a notebook PC now, virtually everywhere in Japan, it costs you Y5,000 (around $44). If you want to dispose of an automobile it is going to cost you a lot more. One of the key reasons remanufacturing is used in Japan is that the government has had one of the most aggressive environmental policies in the world, for four or five decades. The gist of any good environmental policy is to reuse, use second hand goods, and make disposal expensive.”

Japanese twist At the same time, he says (as Matsumoto touched upon), Japanese consumers have always been reluctant to buy used goods.

But there is a twist – he points out that with many products, such as agricultural tractors and mining equipment, the older product is often “better made” than the newer. So many companies in Japan prefer the older machines. This, of course,

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bodes well for remanufacturing, given the older parts. For this reason, he predicts, Japanese remanufacturing will continue to hold its ground in the big business sectors, such as plant equipment and photocopiers. Reman exists on a much smaller scale, too – and is invaluable, even in the pre-production stages. Rob Oudendijk, CEO of Nara-based company YR-Design, designs electronic devices using a Makerbot 3D printer. “I make the models first in 3D, and then I see if they are exactly what I want, or the modifications I want, in 3D. Then I print the parts I need in 3D and test them again,” he states. “And if something is not right, in the next minute, I can update it.

If you don’t do the 3D printing, you have to go through many more steps: you have to make a CAD file, the CAD file has to go to the mold maker, the mold maker has to then make it, and send it to you. Then you have to change the modifications and change the CAD file again.” Oudendijk, who operates YR-Design with joint CEO Yuka Hayashi, highlights the impromptu qualities of 3D printing. “It makes the remanufacturing of parts much easier because you can make custom parts,” he says. Japan’s neighbouring giant is leaping ahead with 3D printing, having recognized its benefits, he explains: “I think that, when I see the way the Japanese work, it [Japan] will be slow to start. But once it’s started they will embrace it completely, and then you will see that they will use much more 3D printing. But they are behind the game. If you see what’s happening in China, they are ahead of America in the way they use 3D printing in their remanufacturing, or manufacturing, or prototyping. Japan has had a slow start.”

•World Remanufacturing Summit 2017 report, starts p17 ReMaTecNews

23

COVER STORY: TURBOCHARGERS

THE NEED FOR QUALITY

© Cornelius20 | Dreamstime

Changes in the vehicle parc and the challenges of intellectual property have created issues for turbocharger reman. Whatever happens, argues Martyn Howorth of Melett, this part of the aftermarket must avoid a ‘race to the bottom’

24

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T

urbocharging, one of the key technologies for improving the efficiency of petrol engines, is under scrutiny. Martyn Howorth, sales sales director at UK reman specialist Melett, has been in the turbocharger industry all his working life and has an interesting perspective on the various trends in Europe’s turbocharger aftermarket. Speaking at ReMaTec 2017 in Amsterdam, he pointed out that there has been a lot of negative press about whether diesel engines are dead, with talk about eliminating their use in major urban areas such as London, Madrid, Paris and Mexico City.

This seems to create a question mark: if diesels are under threat, then so are turbochargers? “Actually, no,” Howorth says. “Car manufacturers have been aware that there is an increasing cost

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COVER STORY: TURBOCHARGERS

© Karlitri | Dreamstime

'The good news is that most diesel engines will be replaced by gasoline engines and a lot of those will be turbocharged'

and complexity to make diesel engines compliant with emissions regulations. So they’ve been moving away from them for some time and focusing on developing gasoline engines with things that you already see out there such as variable valve timing, improved fuel injection, cylinder de-activation, downsizing – and, of course, turbochargers.”

‘Life is still good’ Looking at it this way, he argues, while the VW ‘Dieselgate’ scandal has contributed to the problem, diesel was predicted to fall anyway - from 53% penetration in Europe now to under 35% by 2020. “That’s the bad news,” he says. “The good news is that most diesel engines will be replaced by gasoline engines and a lot of those will be turbocharged. Life is still good – we

estimate that aftermarket volumes will continue to grow.” Indeed, he cited figures showing that the OEM market will increase 40% between now and 2022: 43% of light vehicles now are turboed and that is forecast to reach 63% over the next ten years. “Even hybrid engines are predicted to be turbocharged in most cases,” Howorth went on. “The volume of turbos for gasoline engines is going to increase but we think gasoline turbos will fail sooner than the diesel variants - primarily because of higher exhaust gas temperatures. So those of us involved in the turbo business can rest easy – it will continue to give us growth in the aftermarket.”

Garage resistance However, that is not to say that everything in the garden is rosy. Melett

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carried out some research with UK garages to see what they thought about remanufactured product. About half of those surveyed were buying from a local turbo specialist, and the other half sourced their product from multifactors or OEM dealers. “A significant amount of garages didn’t want reman – they wanted new,” Howorth explains. “And they didn’t use the word ‘reman’, they said ‘used’ or ‘second hand’. So why should there be such resistance by garages to the idea of reman turbochargers? Howorth explained that some of them differentiated between vehicles based on the age profile and quality, e.g. a 2012 BMW 535 still has a very high residual value and the customer is prepared to pay a little bit more. However, the owner of a ten-year old Peugeot 206 which has already gone through two turbos is not likely to want to pay very much money for a repair solution – therefore will probably pay for reman rather than new. What vehicles were used for had an important impact on repair too: for instance, owners of working vehicles - such as taxis or ‘white vans’ - will tend to pay more for a repair solution because they earn a living from it. There are specific physical considerations as well – not least over how easy it is for the garage to get the turbo out and back in. Howorth cited the example of a Mercedes 300E diesel 2009: the turbo is sat between the ‘V’ of the engine and thus takes technicians two or three hours to get it out and get it in “so there’s not too much risk for the garage”. At the other end of the spectrum, Land Rover Discovery and Range Rover models around 2008-09 are a “nightmare”. “You’ve got to take the body off to get at the turbocharger – it can take a day to two days of labour,” Howorth suggested. This means that Land Rover specialists said they would only use new because the risk of it not being right first time is too great.

Variation in quality “The other thing we found was the variation in quality: you get the good, the bad and the ugly in turbocharger workshops,” he explains. “So the garages’ attitude to reman will depend on the quality of the last workshop they used.”

A further interesting issue thrown up by the research is the sheer breadth of product which is now available. “In 2010 they could buy a new OE turbo at ➤ www.ReMaTec.com

25

COVER STORY: TURBOCHARGERS

➤

top price, in the middle a reman turbo or even repaired turbos. In 2017 the range is wider: OE, remanufactured OEM turbos from Garrett or BorgWarner, an aftermarket new turbo, reman or repaired. So there is a lot more option out there.” Melett’s sense from all this is that, if someone had used poor quality parts and service, the garage is more reluctant to use reman. “If they conduct a poor repair, the whole industry is damaged,” he warns. Meanwhile, few European countries have experienced booming new car registrations between 2005 and 2015 – and this is having an impact on turbo reman as well, he continued.

Prices driven down Germany has not had much in the way of growth – but other countries have experienced far worse. In Italy, registrations went down from 2007 and are barely recovering now, while Spain has seen the most dramatic impact, with volumes which have halved since 2007 and never recovered. For

remanufacturers, this is a problem. The reman sweet 'You get the good, spot for applications the bad and the ugly is between five and seven years – this is in turbocharger where the industry workshops - so the sells the most product, garages’ attitude to reman Howorth said – but that generation of vehicles will depend on the quality is missing in Spain and of the last workshop Italy, and perhaps in they used' Greece and Portugal as well. “Spain is where we’re seeing prices driven down and down and down,” he explained. “But what happens in Spain doesn’t stay in Spain because we live in a connected world. So we’re observing the knife fight to get the you’re going to charge me 200 euros for business of these older applications this old Peugeot 1.6 HDI turbo – and it’s as the average age increases: it means very similar in size to this turbo which prices are being driven down viciously goes on a four-year old BMW 120 – why on the old applications in some markets should I pay more?’ And that is driving and that’s having an impact on other the price and quality equation down – markets – worse still, it’s also affecting and that’s of concern to us.” This is not the price of reman turbos in newer the only challenge for remanufacturers. applications because people say: ‘Okay,

R

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26

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A Brand of

  

Email your comments and stories to editorial@rematecnews.com

COVER STORY: TURBOCHARGERS

Increasing complexity Turning to the newer generation of turbochargers, he said they are becoming – because of emissions legislation – more and more complex, with a greater variety of models. He cites a BMW four-litre application, with fabricated turbine housings and complex outlets. “There’s not enough volume out there for a manufacturer to invest in the tooling to make the whole range,” he says. “So nobody could possibly make this full range of turbos which means potentially it is left in the hands of an OEM monopoly which is just not good.” OEMs might see things differently, but the point about the increasing intricacy – and the independent aftermarket’s difficulties in finding a way through the morass of intellectual property – is one that many will recognise. Actuation systems are just one element which have become more sophisticated, more complex, more integrated into the engine management system, Howorth says. Melett has “had to invest a lot of money to design a

way around it to offer a solution for the market”. “What worries me is that we end up with a monopoly on new turbos from the OEM and a reman industry that’s driven itself into the ground through pricing, through lower quality parts and damaged its reputation – and so then where are we?” he asks. “It’s a difficult situation. So we need to ensure that turbocharger reman remains viable, remains sustainable into the future. We need to avoid that ‘race to the bottom’ on price.” He knows that is easy to say – less easy to carry out when garages face price pressure from customers looking for the best deal.

Courage and sustainability Howorth is honest enough to admit that he does not have a cast iron solution for these problems. “I won’t pretend to have a monopoly on wisdom and I think this issue raises more questions than it gives us answers,” he concludes. “We’d like to see that quality reman space for vehicles in the three- to ten-year zone remain.

Obviously, you’ve got OEM new turbos

in the warranty period in the early life cycle. We’d like to see that flourishing quality reman segment. And then for the older stuff, the very old vehicles, then of course there’s always going to be the cheap and cheerful reman and repair solutions – but we need to try and compartmentalise it into that zone.”

That being the case, what does he think that the turbo reman sector should be doing? “We need as businesses to have the courage to maintain our quality standards, our margins, to ensure that we have sustainable businesses into the future,” he insists.

“Education is everything: Melett is very strong on putting out that message into the market, promoting quality remanufacturing to garages, with our ‘What’s in your turbo?’ campaign which has been going on for quite some time.

But who else is going to do this? The multifactors? I don’t think so. Suppliers?

Some will, some won’t. And the turbo specialists? We’re looking to keep the quality high.”

•The future of diesel - all clear? p29

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27

APRA Europe to strengthen presence for members New membership services and back office co-operation have been launched and will be led by Michael Haumann. APRA Europe chairman Daniel Koehler introduces him For this issue of ReMaTecNews, I am happy to announce another successful step on our long-term strategy of comprehensive membership services.

We have recently installed a European membership service and back office, thus providing us with the necessary support to reach our goal of maximum and straightforward availability for any request.

By taking this step, we anticipate a couple of advantages, not only for our Board of Directors but especially for our valuable members of APRA Europe: 1. One direct contact person for

European members 2. Quick response times for

members’ requests 3. Accelerated projects for APRA Europe I believe we have now found the right person for this task, Michael Haumann.

He is not a newcomer to remanufacturing - on the contrary, he has been involved internationally as a researcher, consultant and speaker. He started in Professor Rolf Steinhilper’s team in Bayreuth, Germany and has made a career within and for industrial companies - and now he is eager to support APRA Europe’s advancement. Let’s meet him…

Daniel Koehler: Michael, welcome back to the remanufacturing business!

Michael Haumann: Thank you, Daniel.

In fact, it feels a little bit like returning to a point which is pretty familiar.

DK: Since our first talk about this membership service and back office co-operation, you have dipped back into our industry. Which changes have you recognised since your last contact?

MH: Many players which I knew from the past have evolved and become even more professional. Companies, organisations, exhibitions and the industry in general have a very firm position – also thanks to APRA’s as well as other partnering organisations’ efforts in terms of regulation. However,

28

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times are changing and industries are consolidating and so does reman.

Therefore, some companies were closed, sold, merged or integrated into bigger organisations.

DK: Michael, after finishing your PhD on Variety Management in Remanufacturing, you decided to make a career outside reman. What exactly did you do?

MH: Based on my experience in optimizing businesses and industrial processes, I took over responsible positions in international companies.

I was responsible for operational excellence activities, including US and Czech production plants. At the same time, I had been commissioned to take over responsibility for a couple of large investment projects within Europe. They ranged from early business planning, factory planning, financing and implementation to sustainability audits after successful ramp-up.

DK: So how come that you now do our membership services and back office?

MH: Two reasons: one, I have built up my own consulting business, giving me the freedom to decide which projects I follow and which not; two: after finding out that you were looking for someone, I thought I could support your hard work and striving for further advancing APRA Europe. I am bringing my experience of remanufacturing processes and companies as well as all the established venues.

DK: Indeed! You mentioned your consulting business, what is your focus?

MH: It is clearly on advancing SME companies and my personal mission is to offer both professional analysis and optimization concepts and at the same time

provide full implementation support.

My consulting services range from cost-cutting to business development by optimizing processes, structures and business strategy.

DK: Thank you for this interview.

May we advance together APRA Europe, effectively.

MH: Thank you, Daniel. I am looking forward to this co-operation with you, the Board, the APRA members and all partners involved.

• APRA Europe membership services and back office can now be contacted by members and non-members directly.

You can reach out to Michael at europe@apra.org

Michael Haumann

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The future of diesel - all clear?

Diesel engines have been made a scapegoat in the climate change debate. Volker Schittenhelm urges everyone to look at the facts about emissions and technology FIRM has been following with interest the recent discussions in the media and among politicians over diesel engines - the danger of driving prohibitions of selected cars in big cities as well as the possible consequences on our engine reman business. It is matter of fact that the car manufacturing industry, including the VW Group with its use of emissions-cheating software, is the real cause of that discussion – and the diesel combustion engine has just been made a scapegoat. We feel that the discussion is being conducted in an emotional way – so let us come back to facts!

Facing facts To this end, FIRM would like to point to a position paper by a group of German, Austrian and Swiss university professors, who work as directors of institutes or who are chair holders in the automotive academic field. They are united as WKM, the Academic Society for Automotive Engineering and Engine Technology (www.wkm-ev.de). They have made three main statements based on scientific findings and knowledge:

1. The combustion engine was - and still is - the motor of mobility, freight transport and mobile working machines. This position will be amended by electrical drives, but not replaced. A technology-open development of drive systems is a prerequisite for a successful climate policy in a thriving society.

Prohibition causes the opposite.

2. Due to minor impacts of combustion engines, the emission issue will be no argument against the diesel or gas engine of the future. Already today’s technology level ensures compliance with emission value limits without exception. Retrospective detected weak points are not relevant for the future. Based on intensive research, environment-neutral combustionengine drives are presentable.

3. The particular advantage of the combustion engine lies in the efficient and flexible use of fuels with high energy density and excellent storage and distribution opportunities. With this fundamental property, the combustion engine

‘The combustion engine has constantly reinvented itself and enables – upon assessment of the overall system – lower CO2 emissions than alternative technologies’

Full support FIRM fully supports the WKM statements, in which – among others - technical manipulations are condemned and the introduction of the real drive emission (RDE) regulation is advocated. Offering an environmental bonus to consumers in order to buy a newer diesel-equipped car or to change to a gas-combusted engine driven car is the environmental ultimate worst-case scenario: 1. These taken-back ‘bad’ cars will be sold outside Europe, so the problem will be thus not solved globally but transferred to other regions in the world.

2. The energy input - and with it the CO2 output - during car production is a hundred times higher than the emissions ‘saved’ by newer engine technologies.

Conclusion

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has constantly reinvented itself and enables – upon assessment of the overall system – lower CO2 emissions than alternative technologies. The potential to also use non-fossil (and thus CO2-neutral) fuels in a flexible way is an additional guarantor for a long-term and sustainable technology of the future.

Academic and scientific technical experts predict the combustion engine has still so much potential for development in order to reduce emissions. So do not have too much expectation on electromobility for private cars and public transport. In short: don’t worry – think diesel!

What do you think? Send me your comments to communication@firm-org.eu

ReMaTecNews

29

DIARY

October 2017 03.Oct

MERA REMANUFACTURING TECHNOLOGY FORUM Detroit, USA

19.Oct - 22.Oct

ATRA’S POWERTRAIN EXPO 2017 Las Vegas, USA 24.Oct - 26.Oct

PARTS2CLEAN Stuttgart, Germany

04.Oct

MERA-GOLISANO REMAN & SUSTAINABILITY CONFERENCE Troy, USA

25.Oct - 27.Oct

AUTOSERVICE. MECHANICS. AUTOCOMPONENTS Minsk, Belarus

04.Oct - 05.Oct

TYREXPO UK Birmingham, UK

17.Oct - 21.Oct

EQUIP AUTO Paris, France

18.Oct - 21.Oct

28.Oct - 30.Oct

INTERNATIONAL BIG R SHOW

31.Oct - 02.Nov

AUTOMOTIVE AFTERMARKET PRODUCTS EXPO (AAPEX)

SEMA

Las Vegas, USA

November 2017 12.Nov - 18.Nov

AGRITECHNICA Hanover, Germany 14.Nov - 16.Nov

Oct-Nov 2017

Marine equipment boat show.

Amsterdam, Netherlands

27.Oct - 05.Nov

Budapest, Hungary

Tokyo, Japan

Mar-Apr 2018 30.Mar - 02.Apr

31.Oct - 03.Nov

METSTRADE

TOKYO MOTOR SHOW

Madrid, Spain

Las Vegas, USA

Las Vegas, USA

AUTOTECHNIKA

23.Feb - 25.Feb

CLASSICAUTO MADRID

14.Nov - 18.Nov

DUBAI INTERNATIONAL MOTOR SHOW Dubai, UAE

Nov-Dec 2017 29.Nov - 02.Dec

AUTOMECHANIKA SHANGHAI Shanghai, China

December 2017

BILSPORT PERFORMANCE AND CUSTOM MOTOR SHOW Joenkoeping, Sweden

April 2018 05.Apr - 08.Apr

MOTOR SHOW Poznan, Poland 05.Apr - 08.Apr

AUTOMECHANIKA ISTANBUL Istanbul, Turkey 10.Apr - 12.Apr

TYREXPO AFRICA Johannesburg, South Africa

Meet the team! Contact us to make an appointment. rematec@rai.nl September 2018

02.Dec - 10.Dec

ESSEN MOTOR SHOW Essen, Germany 07.Dec - 09.Dec

EIMA AGRIMACH INDIA New Delhi, India

Jan-Feb 2018 31.Jan - 2.Feb

AUTOMECHANIKA JEDDAH Jeddah, Saudi Arabia

February 2018

11.Sep - 15.Sep

AUTOMECHANIKA FRANKFURT Frankfurt, Germany

June 2019 23.Jun - 25.Jun

REMATEC 2019 The largest remanufacturing event in the world, bringing the whole supply chain of reman together.

Amsterdam, Netherlands

07.Feb - 10.Feb

AUTOMESSEN

Lillestrom, Norway Yorien de Ruijter sales manager RAI Exhibitions

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