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RSA: R20.00 (incl. VAT) Other Countries: US $13.50

May / June 2018



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Rosslyn in Action 2018 Automotive industry Export Manual released Cummins and Komatsu partner in first TEC project localisation opportunites for SA Manufacturers


BMW X3’s roll off THE LINE bound for Europe Rosslyn Hub – public private collaboration Standopedia : The new online reference resource

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May / June 2018



Cover Stories BMW X3’s roll off THE LINE bound for Europe


2018 Automotive industry Export Manual released


Rosslyn Hub – public private collaboration


Cummins and Komatsu partner in first TEC project


Localisation opportunites for SA Manufacturers



Trade Talk Editorial With the latest fuel price increase having hit SA drivers hard, we at AutoForum have decided to look at converting our cars to run on the country’s favourite soft drink, or indeed milk. Why on earth would we do that? Well, at the rate the price of diesel is going up, it will probably be cheaper to fill up on dairy or cola in the months to come. Of course, the reality of the vast impact of these increases on the majority or our citizens, is no laughing matter, but that does not mean that the governments’ “fuel saving tips” are not laughable.

FRAM Filters goes full throttle in Australia


SA-made FALKEN Tyre now OE for VW Polo Hatch


Audi hosts 2018 Silver Arrow Awards


No surprises – most people polled want safer cars


SA bucks global trend to downsize cars


An italian affair...


Audi launches new intelligent charging for its e-tron vehicle


Tenneco launches upgraded CVSA2/Kinetic suspension technology



Enjoy the read. Clare


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Industry News First BMW X3’s roll off Rosslyn line bound for Europe


Cyber threats a reality for carmakers and owners


2018 Automotive industry Export Manual released


Rosslyn Hub – a public private collaboration in action


Optimising output for South Africa’s auto manufacturing sector


Cummins and Komatsu partners in first TEC project at Sedibeng


New study finds parking is the largest cost of driving


Increased localisation opportunites exist for SA Automotive Component Manufacturers


Understanding suspension - Part 6


Ctrack Drive answers SMME prayers


New Motul ranges for SA available from OEM Lubricants


Mahindra’s new KZN plant




AutoForum - May / June 2018


BodyShop News



Advertisers Guide

Standopedia : The new online reference resource from Standox


Could history repeat itself?


Keeping pace with ADAS



5 15

Nason Finishes officially launched in PE


Alert Engine Parts


Ignore vehicle manufacturer position statements at your peril


Alfa Int


Auto Cosmos - Electrolog


Celette SA


Continental RAM




Highveld Garage Equipment


Ital Machinery

4 & 35



Tenneco Monroe


Robert Bosch - Diagnostics


Robert Bosch - WSC


Robert Bosch - Parts


Snap-on Equipment


Hurricane / Silver Falcon Trysome Auto Electric Wheelquip

48-49 17 19

Hurricane Equipment commission new training centre in Midrand


Using adhesives in plastic repair


Celette’s new Italian design spray-booths - the benchmark in excellence


Don’t Know what this is?

Download a QR code reader for your Smart Phone or Tablet from the Apple or Android app stores, and you can use it to scan this code & go direct to our online edition at – it is free and updated DAILY! Follow us on Twitter and Facebook: AutoForumZA While reasonable precautions have been taken to ensure the accuracy of the advice and information given to readers, neither the editor, nor the publishers, can accept any responsibility for any damages, injury or loss which arise there from. The opinions expressed by contributors to this magazine are not necessarily shared by the editor or the publishers.





Trade Talk

AutoForum - May / JuneAutoForum 2018 - May / 2018

FRAM Filters goes full throttle in Australia The FRAM Filters brand was last year launched to the Australian and New Zealand automotive aftermarkets, through the global partnership between G.U.D. Holdings and Filpro Automotive. As part of the launch, the brand teamed up with Tickford Racing in Australia, to showcase its high performance capabilities to the Australian motor industry - on the track. It has also joined forces with the up and coming Ritchie Stanaway, a racing driver in the Supercars Championship,

who has achieved international success in GT Sportscars, GP2 and claimed the Championship Title in the Sandown 500 last year. According to Filpro Automotive General Manager, Roger Lassen: “It is exciting to bring FRAM Filters to Supercars with a talented young driver and such an accomplished team.” The brand is confident that the growth of their footprint in the Australasian automotive market will have a positive spin-off here in South Africa, leading to an expanded product range and higher volumes being manufactured locally.

SA-made FALKEN Tyres now OE for VW Polo Hatch Falken tyres – produced locally by Sumitomo Rubber South Africa – have been announced as original equipment suppliers for the latest Volkswagen Polo Hatch models. The latter are assembled in SA and exported around the globe.

SRSA says its recent R1.1-billion investment into its manufacturing plant has allowed for the upgrade and improvements to the facility, making it possible to take a European specification tyre and manufacture it locally to global standards. “The new Falken SN832A and ZE914A are the perfect complement for the vehicle, featuring superb wet grip, low drive-by noise and comfort. The tyre combines all three critical benefits for passenger tyres namely versatility, durability and performance. We’re very proud to have been chosen as one of the OE suppliers for this vehicle in the Volkswagen stable”, commented Riaz Haffejee CEO of Sumitomo Rubber South Africa. The tyre will be distributed in South Africa through Stamford Tyres, the accredited Falken dealer in this region.


AN ENHANCED DRIVE EXPERIENCE Monroe shock absorbers are fitted to more new vehicles than any other locally manufactured brand in South Africa, and the new OESpectrum® shocks hold the promise of a superior ride in a wide range of driving situations. Tenneco Inc SA, manufacturers of Monroe and Rancho shock absorbers recently introduced Monroe® OESpectrum® shocks, a premium range for customers who take their safety and their quality of drive seriously.

unit deliver world-class control and reduced noise, vibration and harshness. Product features include:

• Closed anti-friction PTFE piston band for dramatically extending the shock/ struts service life.

• Enhanced oil seal design and piston rod plating that significantly reduces wear associated with rod movement.

Monroe® OESpectrum® is offered with the brand’s first five-year product quality and performance warranty. T&C’s apply. See for more details.

• Premium semi-synthetic oil formulation for more consistent and stable rebound, and compression under all conditions. • Gas charge technology that facilitates faster and more precise response to changing road conditions. • Internal coil spring rebound stop which provides faster, stronger and quieter RIDEaCONTROL TRAINING damping response and is a TENNECO 4T - TRAIN THE TRAINERS dramatic improvement over rubber-based MONROE OESPECTRUM TECHNOLOGY designs. ®


Remember to have your shocks checked every 20 000 km and sooner if you do a lot of stop-start city driving. The effects of worn shocks extend braking distance, cause accelerated poor wear on tyres and increase chances of aquaplaning on a wet road. They also add to the cost of replacing mountings, tie-rod ends and ball-joints and other suspension and steering related components as they wear out more quickly.

Technology Features

These advanced-technology replacement shock absorbers feature the revolutionary, patented Monroe R-TECH®2 Rebound Valving Technology™, which provides virtually instantaneous feedback and response to changing driving conditions for exceptional road-holding capability, a smoother ride and increased driver control and confidence. The technology is combined with Tenneco’s new high-speed Impact Control Valve, which helps each OESpectrum®

Enhanced Steering

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Extended Warranty

Trade Talk

AutoForum AutoForum- -May May/ /June June2018 2018

Audi hosts 2018 Silver Arrow Awards Audi South Africa has hosted its annual Audi Silver Arrow Awards, a dealer incentive and awards programme that recognises outstanding performance in the South African Audi Dealer Network. Named after the ‘Silver Arrow’ racing cars that dominated the legendary racing circuits of Europe in the 1930’s, this year’s staging in Johannesburg saw a total of 43 awards in 8 categories bestowed on deserving winners. Audi Centre Arcadia, who is part of the McCarthy Group, received the coveted award as the ‘Audi Dealer of the Year’. In addition, the McCarthy Group walked away with the macro ‘Dealer Group of the Year’ award. The Group includes Audi Centre Durban, Audi Centre Menlyn, Audi Centre Middelburg and Audi Centre West Rand, and falls under the leadership of Phillip Clough, Franchise Director for the Group and Dealer Principal for Audi Centre Arcadia.



The micro ‘Dealer Group of the Year’ award went to the Hatfield Group, headed up by Brad Kaftel, owner of the Hatfield Motor Group,and KarlLessle, Franchise Director of Audi Centre Hatfield and Audi Centre Rivonia. This is the seventh consecutive year that the Hatfield Motor Group has been recognised in the micro ‘Dealer Group of the Year’ category. Within the other awards categories, the business disciplines of Sales, Service, Pre-owned, Parts and Accessories and Audi Finance Services were also recognised. Around 34 managers and executives within the Audi Dealer Network received awards in their various categories.


Excellence for professionals Bosch air conditioning service units for R-134a and R-1234yf What drives you, drives us.

Trade Talk

AutoForum - May / JuneAutoForum 2018 - May / 2018

No surprises – most people polled want safer cars A new survey conducted by the AA of SA has found, unsurprisingly, that most car buyers want their cars to be crash tested. The survey found that 75% of interviewees will be influenced by the safety ratings of the cars they are interested in. It also found that 81% of these prospective buyers say the ratings of vehicles will also influence their decision if they are presented with two similar vehicles, with different safety ratings. The survey polled a very small pool of just 650 people, but comes after the 2017 launch of the #SaferCarsforAfrica campaign. Other results from the latest AA poll found that 86% of respondents are not yet aware of the crash test results for South Africa, and that 91% of respondents say there should be minimum safety equipment standards. These include ABS, ESC and airbags on all new vehicles sold in South Africa, which, if fitted as standard to all new cars, will add very little to the retail price of new vehicles.

“These results are incredibly important because they point to a worldwide trend among buyers to opt for safer vehicles. Almost 90% of the respondents also believe it should be compulsory for safety ratings to be displayed on vehicles at the point of sale, another sign that local buyers are becoming increasingly aware of the safety of the vehicles they are driving,” says the AA. “Buyers are no longer swayed by the extras available on vehicles such as Bluetooth features, or the trim on a car; more and more are looking at how the vehicle will hold up in a crash, and, importantly, how safe their passengers will be in such an event.” The association added: “it is critical that government legislates that minimum safety standards are applied to new vehicles, and that new vehicles must carry vehicle safety ratings at the point of sale, making it easier for buyers to assess the safety of vehicles, and to use this information in making their decision.”

SA bucks global trend to downsize cars The latest TransUnion quarterly report, the Vehicle Price Index (VPI), which analyses monthly data it receives from dealers, vehicle financiers and banks throughout the country, has found that vehicle financiers are financing 2.22 used vehicles for every single new vehicle bought. Used car finance deals have increased by 4%, with the average used car loan being around R234 000. At an average price of R100,000 and average age of 11 years old for pre-owned cars sold on OLX in the last year, the secondhand car market has some appealing options for growing families, first time drivers, entrepreneurs and small businesses. 6 out of the top 10 most wanted cars on OLX of 2017 were larger vehicles – bakkies, SUVs and minibuses.


“Global stats show that smaller cars dominate the pre-owned market but the fact that OLX sees 6 out of the top 10 most wanted vehicles being larger models speaks to the uniqueness of the South African market. Its likely linked to the larger business/entrepreneur market we have in South Africa and how making smart financial decisions for a business, growing family or career change is now the major driving force.” says Brett Faure, Business Development Manager at OLX South Africa. It’s no secret the current economic climate has played a pivotal role in many car buyers’ pockets, however, consumers are becoming smarter when purchasing vehicles and understand the value of buying second hand. The allure of status when purchasing a new car is losing its appeal to great deals and good resale value in the larger vehicle market.

Trade Talk

AutoForum AutoForum- -May May/ /June June2018 2018

An italian affair... As anyone with a mild interest in cars will agree, nothing stirs the soul like an Italian car. All Italians seem to believe that any car designed and made in Italy should be considered on the same level as your common or garden Ferrari. Sadly most people’s experience with Italian cars, perhaps excluding said Ferraris, may tend to disagree. Alfas have firmly fallen within this category for a long time, beautiful to look at, in many cases beautiful to drive - but generally not that great to own. Forced to share volume-sharing manufacturing platforms, it seemed for a long time that FCA was trading on the name rather than what made that name great. As a child of the 80’s I still dream of owning a Red GTV6, and as much as I may have been a fan of the last decade’s Alfa design aesthetic, I was never really taken with any model I have driven since the 165 in the early 2000’s. So when FCA South Africa dropped off a Guilia for us to drive I was really impressed with it. Firstly, it is a really wonderful thing to look at. It carries all the design heritage from the 156 range, but evolved into a really great culmination of all that Italian design flare. Secondly, inside it is just as impressive - everything is exactly where you want it, all within reach - and I have to point out - one of the only sedans out there with a dash board design that actually accommodates the infotainment screen. All the others seem to have forgotten about it right until the end when some line worker just jammed his ipad into the dash.

That said - the screen does look kind of small in that space and the infotainment system feels a little outdated compared to others we have tested lately. The 2l automatic was really great to drive, and the first rear wheel drive Alfa in over 20 years. You can imagine when Alfa offered us a go in the Quadrifoglio version we didn’t refuse. An Alfa should really only ever be delivered with a V6! The Quadrifolgio badging is derived from Alfa’s racing history and this model carries through a whole bunch of lightweight extras to back that “good luck” up - there is a lot of carbon fibre inside and out (from the bonnet and bucket seats to the cup holders) and helps the car achieve a 50:50 balance, which is definitely part of the very dynamic driving experience. There are 4 drive settings adjusted by the “DNA” switch, 3 of which will hardly be used by anyone. The noise that those pipes make in the dynamic mode when you feed the engine fuel is like opera. Even with the fuel price what it is, you still smile listening to your money burn. Ok, not for too long though, as we couldn’t get it below 14l/100km for any reasonable period of time. But that’s not why you buy a V6, is it? This is a bonafide return to form for the brand. That engine make this a monstrously powerful competitor to the German rivals, and intended for those who want something a little different. At 375Kw its almost as powerful as the 1l larger AMG and quite a bit more powerful than Bavaria’s finest straight six. The claimed 0-100 is 3.9 seconds, and the Ferrari “inspired” 90º V6, and implied performance ability, is further hinted at with the conspicuous tailpipes tips nestled in the rear diffuser, the aggressive look and massive Brembo brakes. Its damn fast, and every time those beautiful sounds come roaring out of the exhausts, you know you need to be careful about what the speedo says. Never mind all of that - just look at it!


Alfa Guilia Quadrifoglio, the menacing rear view, and the engine - pretty inside and out!

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PAGE02.06.17 13


Trade Talk

AutoForum AutoForum- -May May/ /June June2018 2018

Audi launches new intelligent charging for its e-tron vehicle Audi says that it is taking the idea of electric mobility beyond the automobile – by offering customers “a tailormade system offering”. The announcement sees the auto brand partnering with two other companies - SMA Solar Technology and the Hager Group - to connect its electric model Audi e-tron with user’s home infrastructure. This, it says, will ensure intelligent interaction with home energy management systems enabling “cost-optimised charging”. That includes using sustainable photovoltaic power, if desired. With the majority of electric vehicle charging taking place in the home, the brand offers various solutions for carrying this out. The standard compact charging system enables charging with an output of up to 11 kW. The optional connect charging system doubles the output to 22 kW, to which end the Audi e-tron is equipped with a second, optional charger. The new “the connect” charging system also connects with the infrastructure via the home Wi-Fi and, in conjunction with a home energy management system (HEMS), enables intelligent charging functions. “In keeping with our premium quality standards, we want an electric car that fits seamlessly into the intelligently connected home, to provide genuine added value

for the customer. That is why we have teamed up with the two leading suppliers of home energy management systems, the Hager Group and SMA Solar Technology. That brings maximum charging convenience,” says Fermin Soneira, Head of Product Marketing at Audi. With this new system, and a suitably equipped HEMS, the customer can use variable electricity tariffs to charge the Audi e-tron. This system can charge the battery when electricity is less expensive while simultaneously considering individual mobility requirements, such as departure time and charge level. The necessary rate information is taken from the HEMS or from information the customer enters into the myAudi portal. If the home is equipped with a photovoltaic system, the customer can optimise the charging process to prefer the electricity generated by the system for charging. The electric SUV does this by considering forecast phases of sunshine and the current flow of electricity at the home’s connection point to the public grid. Audi explains that this intelligent charging function also protects the customer in the event of a blackout. The customer always charges with the maximum available capacity that the home electrical system and the car allow. The charging system also considers the power requirements of other consumers to avoid

Tenneco launches upgraded CVSA2/Kinetic suspension technology Tenneco has announced that its CVSA2 semi-active suspension technology has been adapted for use in SUV and off-road applications. The company adds that the new release includes several new performance-enhancing upgrade options too. One of the key elements of the Monroe Intelligent Suspension portfolio and originally developed for the sports car market, the latest generation CVSA2 technology will be showcased at plus 2018. The latter is the 9th International Munich Chassis Symposium, which took place in June.

Tenneco explains that its CVSA2 suspension system for SUVs is scalable to its new Kinetic H2 roll-control and KineticX2 pitchcontrol technologies. These are designed to greatly improve SUV on- and off-road performance and comfort by reducing the impact of cornering, accelerating and braking on vehicle roll and pitch motions. The system is available with fourcorner hydraulic lifting solutions, with independent hydraulic spring seats for variable height and level control. All of this means improved ground clearance during off-road driving, easier ingress for passengers, load change compensation and reduced frontal height and aerodynamic drag during onhighway driving. The CVSA2/ KineticH2 roll-control system allows SUV drivers improved corner stability, better handling, reduced head-toss and increased comfort. It also manages wheel load distribution and allows for increased wheel travel, improving terrain handling, vehicle stability and traction. The CVSA2/Kinetic® H2 and X2 technologies are available as upgrades for sports car applications and is also a beneficial upgrade to battery electric vehicles, which are especially sensitive to pitch during rapid acceleration and deceleration due to their high battery weight.






AutoForum - May / June 2018

First BMW X3’s roll off Rosslyn line bound for Europe BMW Group South Africa despatched the first proudly South African BMW X3 cars for export recently, transporting more than 100 units on 27 wagons, via train, to the Port of Durban. This marked a significant day for BMW Group South Africa as the company’s manufacturing plant at Rosslyn, Tshwane, continues to ramp up production of the BMW X3. Tim Abbott, CEO of BMW Group South Africa and Sub-Saharan Africa said it was “a big moment for us at BMW Group South Africa”. “It’s the result of a R6.1bn investment into the country and the culmination of three years of hard work and planning. It’s really exciting to know that BMW Group Plant Rosslyn has joined the enormous success story of BMW’s X models globally, and goes to show the power of combining good industrial policy and foreign investment,” Abbott added. In terms of the Automotive Production and Development Programme (APDP), BMW Group announced a R6.1bn investment to prepare the Rosslyn facility, and the associates who work there, for X3 production. It is one of the biggest single automotive investments in South African history. In February 2018, Plant Rosslyn produced the last of 1 191 604 BMW 3 Series cars built over five model generations and 35 years. Upgrading the plant for X3 production has, explains the automaker, represented the largest infrastructure upgrade in the plant’s history. It adds that the changes have gone ahead on time and without any unplanned disruptions. The BMW Vehicle Distribution Centre in Rosslyn can accommodate up to three train despatches


a week, with each transport capable of carrying up to 160 cars. BMW Group Plant Rosslyn is described as a state-of-the-art facility, with the X3 production initially planned with a maximum capacity of 71000 units a year. The automaker however, under-estimated the phenomenal demand for the new model and, after a further R160m investment to increase linespeed, the maximum capacity of the plant was raised almost 10% to 76000 units a year. Within this maximum capacity, BMW Group South Africa is confident that the plant will produce record volumes next year. This will add to the growing success of BMW’s X models across the world, which now make up more than 30% of the brand’s global volume. AutoForum was fortunate enough to attend the launch of the latest X3, and just finished our test of the X3 4.0M. The top of the range model may not be the volume seller, as the 2.0 or 3.0d variants are still the logical choice for most buyers, but punches way above its weight - on both the performance, features and all terrain abilities. It is a truly impressive drive, on and off the tar roads, and we battled to recall a car so perfectly balanced between looks, handling and features. The little SUV has many of the features previously reserved for the 7 series, and establishes an extremely high benchmark for any competitors in the segment.


AutoForum - May / June 2018

Cyber threats a reality for carmakers and owners - Mike Willins

Attendees at the recent meeting of the National Automotive Service Task Force in the US got a bit of intel into cyber security as FBI Special Agent Paul Schaaf sorted through the anatomy of a hack, discussing areas of vulnerability within current vehicles. “Vehicles today are rolling networks,” Schaaf told attendees at the NASTF meeting, held in Tucson, Arizona. He added that today’s cars hold as much as 2.6 miles (over 4km) of wiring connecting systems that communicate with homes, cell phones, vehicle repair facilities, insurance companies, other vehicles and more. As vehicle owners demand, and OEMs deliver, more and more communication options in newer makes and models, the opportunity exists for criminals to use insecure systems to access valuable personal information and link to unprotected business data. That access could lead to a number of criminal activities, from workplace disruptions to full-on data theft. Schaaf referenced a March 2018 article: “Auto manufacturers are asleep at the wheel when it comes to security,” which he believes should be a red flag to the auto industry and consumers. According to that story: “Cars are getting smarter every year but their increasing computational power isn’t being backed up by good IT security practices – hacking them is child’s play. That’s the conclusion of a series of speakers at the Kaspersky Security Analyst Summit. These security researchers have demonstrated how easy it is to introduce software into vehicles to steal data, take control of vital functions, get around alarm and electronic key systems and even crash the car.” Take, for instance, cell phones. Once a phone is plugged into a car the vehicle system can crawl the entire address book, emails lists, copy SMS messages, look into the most visited


locations online in the last month. That information, if not protected, can result in easy access for criminals. “All of this information is stored in plain text and is perfect for those interested in surveillance,” said Schaaf. This data can serve as tentacles to connect hackers to other systems, such as dealerships or service repair facilities, and even reach as far as carmaker internal business systems to create extortion opportunities and ransomware efforts. He cited a number of reasons why companies get hacked, which included: • Failure to check code before it’s deployed • Leaving source codes exposed • Failure to change default passwords or shared passwords • Poor patching practices • Human error in social engineering/phishing • Poor exfiltration control • Failure to recognise infiltration of a system. Speaking to the NASTF crowd, which included a number of large vendors, Schaaf noted: “A lot of companies are asking vendors: ‘What are you doing now to secure your products that are put on my network?’” In the automotive industry, businesses large and small need to view cyber threats as real and dangerous, and worthy of attention.

Mike has been involved in the automotive industry since 1997. He was formerly Publisher and Editor-in-Chief of Automotive Body Repair News. Prior to that he was senior editor of Aftermarket Business. Reprinted with permission from Auto Body Repair Network























During the usual mounting and demounting of the tyres, it analyses the geometry of the rim and the uniformity of the tyre (radial and side rigidity, and any geometric deformation) that may cause, above all, vibrations while driving.

MATCH-MOUNTING It solves any irregularity by optimising the coupling position of the rim and tyre (match-mounting), the only real solution to this problem, avoiding the pointless use of the tyre changer and wheel balancer. Uniformity is the first technology that allows match-mounting to be carried out directly on the tyre changer, transforming it into a real wheel diagnosis centre. Essential for the professional who wants to provide clients with a first-class service.

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AutoForum - May / June 2018

2018 Automotive Industry Export Manual released - Grant West

Dr. Norman Lamprecht, Executive Manager of both NAAMSA as well as the Automotive Industry Export Council (AIEC) has released the 2018 edition of the annual Automotive Export Manual publication, on behalf of the AIEC. Since 1995 and the implementation of the first two motor programmes, South Africa has exported in excess of 4 million vehicles worldwide and the nominal Rand value of its exports of vehicles and auto components up to 2017, amounts to R1 478,1 billion, reported Dr Lamprecht.

The Automotive industry’s vehicle and component production sector are the largest manufacturing sector in the country’s economy, accounting for 30,1% of S.A’s manufacturing output in 2017. The broader automotive industry’s contribution to the GDP was 6,9% (4,4% manufacturing and 2,5% retail). Investment is the principal means by which economic policy goals are translated into reality and in this regard the seven major light vehicle OEMs invested a record R8,2 billion, along with a substantial R4 billion by the automotive component manufacturers. Total automotive industry exports for 2017 amounted to R164,9 billion and comprised a significant 13,9% of South Africa’s total export earnings. A stronger Rand exchange rate as well as the time effect of major new model introductions during the fourth quarter of 2017, resulted in the latest results just falling short of the previous export record of R171,1 billion in 2016. However, the export value represented the second highest export level on record. Total automotive revenue in the automotive business sphere in South Africa amounted to over R500 billion in 2017. 338 093 vehicles and a wide range of components were exported to 149 countries in last year, with Germany remaining our top export market, at a value of R46,7 billion. The USA followed at R18,8 billion. The importance of the various trade


agreements enjoyed by SA is highlighted by enhanced exports to countries encapsulated in these agreements. Africa remains a priority focus for the South African automotive industry and automotive exports to 40 countries on the continent amounted to R29,7 billion, or 18% of the country’s total automotive exports of R164,9 billion in 2017. South Africa, with 601 178 units, accounted for 56,4% of Africa’s total vehicle production. With regard to passenger car production, Morocco, at 341 802 units in 2017, for the first time, surpassed South Africa’s passenger car production of 331 311 units. New vehicle sales in Africa peaked at 1,72 million units in 2014, but subsequently declined to 1,20 million units in 2017. The motorisation rate at 42 per 1 000 persons, compared to the global average of 180 vehicles per 1 000 persons, remains the lowest in any region in the world. Considering a population of over 1,2 billion as well as a burgeoning middle-class, there is enormous potential for growing vehicle demand on the continent. South Africa’s automotive exports to the Southern African Development Community (SADC) comprised 86,0%, or R25,56 billion, of its total R29,72 billion automotive exports to the African continent. Exports of automotive goods to eight of the 15 countries within SADC exceeded the R1 billion level in 2017. SADC operates as a free trade area. In SADC, the focus is currently on consolidating the achievements of the free trade area, and working to extend African integration through the pursuit of the tripartite free trade area (TFTA) including SADC, the East African Community (EAC) and the Common Market for Eastern and Southern Africa (COMESA). SACU has already exchanged offers with the EAC and Egypt, with Ethiopia to follow. Vehicle and automotive component exports to the three Regional Economic Communities in 2017 amounted to R25,56 billion with respect to SADC; R1,92 billion to the EAC; and R9,51 billion to COMESA. The TFTA not only marks an important step in promoting regional integration in Africa, but is also a building block for the African Continental Free Trade Area (AfCFTA). The independent African Association of Automotive Manufacturers (AAAM) was founded with the strategic view that Africa is extremely important to the future of South African OEM’s and as such SA is playing a mentoring and knowledgesharing role as African countries consider car assembly operations in their industrialisation polies. In this regard regional integration would unlock intra-Africa trade, better customs cooperation between countries, the elimination of tariff and nontariff barriers, and the improvement of investments on the back of economies of scale. Opportunities relating to the proposed

“Cape to Cairo” free trade area, including 26 African countries, as well as pursuing partnerships with other countries in Africa interested in vehicle assembly would contribute to the domestic automotive industry’s export performance. Although South Africa produced 56,4% of Africa’s vehicle production in 2017, the industry remains relatively small in a global context and with production of 601 178 units was ranked 22nd in respect of global vehicle manufacturing with a market share of 0,62%. Currency volatility, logistics costs and international economic developments are challenges the industry has to confront on a daily basis, and which fall outside of the control of the automotive policy programme. South Africa has to compete against major automotive forces such as China, India, Thailand and Mexico, amongst others, for investments in new generation models while these countries also export vehicles and automotive components to world markets. The import value of vehicle imports increased from R56,2 billion in 2016 to R59,8 billion in 2017, with India being the leading country of origin in volume terms for passenger and LCV’s. The majority of high-volume entry-level models available in SA are manufactured overseas, mainly in India. However, VW’s Polo Vivo and GM Chevrolet’s Spark are the two exceptions, having been produced locally. Germany leads in the value of imports, which includes the premium brands, and was nearly double the value of the imports from India in 2017. According to Lamprecht, only one or two selected high volume models are manufactured by each manufacturer in South Africa and are linked to export contracts to obtain economies of scale benefits, coupled with imports of low volume models. Every brand has a benchmark product in just about every segment of the market. The domestic model mix is thus arranged to provide the most effective marketing combination of domestically manufactured and imported models, to satisfy a consumerdriven market. With one of the most competitive trading environments in the world, South African consumers were able to select from 3 236 model derivatives from 53 passenger car brands and 698 derivatives from 34 brands in the LCV segment, affording consumers the widest choice to market-size ratio anywhere in the world. Imports of original equipment components used to manufacture the vehicles amounted to R89,6 billion and originated mainly from Germany, Thailand and Japan. Capital intensive and complex components such as engines, gear boxes and electronic interiors components are mainly imported, where the relatively low volumes make the projects not economically viable in the domestic market. However, significant value adding processes take place in South Africa where after the vehicles are subsequently manufactured on behalf of parent companies abroad and exported to global markets. The Rand strengthened in 2017 on a nominal trade weighted basis, resulting in only a modest increase in the

automotive import values. The Rand exchange rate, however, has reacted differently to different countries and this is particularly important with regard to the exchange rate of source countries for South African imports. At an individual company level, depending on the particular firm’s exposure to imports and exports and the firm’s balance of trade, the impact of exchange rate fluctuations may also vary. South Africa’s automotive industry remains a vital element in the country’s economy. The industry plays both a strategic and catalytic role in economic development in view of its significant investments, modern, advanced manufacturing activities, its status as a provider of quality employment, contribution to the country’s GDP, earner of forex as well as its significant multiplier effect in the economy. Long-term policy certainty is a key reason for the continuous health and success of the country’s automotive sector. In this regard the role of the Department of Trade and Industry, custodian of the MIDP implemented in 1995, and current APDP, implemented in 2013 as well as the SA Automotive Masterplan 2021-2035, set to succeed the APDP, is imperative. The manufacturing sector has been singled out as a crucial driver to place the country’s economy on a path of sustainable growth and development. Considering that vehicle and component manufacturing comprises nearly a third of the country’s manufacturing output, Lamprecht emphasised that the automotive industry is and will remain essential to the growth and success of the South African economy.


AutoForum - May / June 2018


Rosslyn Hub – a public private collaboration in action - Grant West

The African Smart Cities Summit at Gallagher Convention Centre in Midrand, saw the launch of the Rosslyn Hub, “a R3billion, mixed use development enabling the City of Tswane to become the automotive capital of Africa.” In a combined presentation by Msokoli Ntomban, Dept Manager Special Programmes at the Automotive Investment Development Centre (AIDC) and Brendan Falkson, Director of Rosslyn Hub, this development was described as a crucial step towards the creation of the Tswane Auto City (TAC). The latter is a R50-billion project to be funded by private sector investment as a vision shared by government and the automotive industry, and aims to create a leading automotive investment destination in Africa. “It is envisioned that Rosslyn, which is already home to four automotive plants - BMW, Nissan, Iveco and Tata - along with an array of automotive suppliers, will emulate wellestablished automotive cities like those in Spain, China, Germany and Japan. This will create a second “CBD” in the north-west of Tshwane on the doorstep of Garankuwa and Soshanguve, anchored by a labour intensive automotive manufacturing core that will enable workers to walk to work and re-dress the poor land decisions of the past,” said Falkson,


In 2012, the AIDC was tasked with project of managing the TAC. By facilitating discussion between role players in the auto industry, private sector developers, land owners and key city, provincial and parastatal players, initially a Spatial Development Framework and then a Master Plan was created. During this process, developers of Rosslyn Hub worked with the AIDC, in order to align their development with the vision of the Tshwane Auto City. “Although the redesign and town-planning changes seemed pain-full at the time, we could see the long term benefits for ourselves and the region, of the Tshwane Auto City’s impact” says Falkson. “The support and assistance we have received from both the City of Tshwane and the Gauteng government, has enabled us to redesign our layout to address six of the key components required for the Auto City. The most important of these is to provide a logistics node, vehicle distribution centre and main access road for the new Transnet approved Logistics Hub.”

The master plan identified the key access road required to be built by government, in order to unlock the project. This road will enable the logistics hub required for the auto industry to be linked to the N4 highway and Transnet’s freight line - a key component in achieving export efficiencies. At the same time, the northern portion of the road will link the estimated 500 000 people in the greater Garankuwa & Soshanguve with work opportunities and transport nodes, within Rosslyn and the Auto City. This road will also trigger a R 3-billion, private sector investment in Rosslyn Hub, which in turn will act as a catalyst for the R 50-billion Tshwane Auto City.

Rosslyn Hub will include: • 1,200 houses and 250 rental apartments; • A crèche, primary and high school; • A university with student housing; • Two shopping centres, a value centre and filling station; • A logistics park and vehicle distribution centre, with access to a world class rail logistics hub; • A truck staging area and truck stop; • Motor showrooms and a motor retail area; • A hospital and clinic; • A hotel and conference centre; and • An outdoor automotive pavilion. The well supported ground breaking ceremony officiated by the Mayor of Tswane, the honourable Solly Msimanga, took place on Friiday 18th and included the registration processes for potential service providers, suppliers and employment seekers.



AutoForum - May / June 2018

Optimising output for South Africa’s auto manufacturing sector - Derick Cluley

South Africa’s automobile manufacturers began this year with renewed hope for the domestic vehicle sales market, following a 1.8% improvement in purchases – the first year-on-year growth to be recorded in a period of four years. Naamsa reported total sales of 557 586 units during 2017, compared with 547 547 in the preceding year, with even further improvements expected in 2018. The industry body projects a further 2% improvement for the new car market in 2018, and growth of double this percentage for the light commercial vehicle market, when taking into account new model introductions. But even as we celebrate a local upswing, I believe that it is as important to take note of the 4.6% drop in vehicle exports - from 344 820 units in 2016 to 329 053 in 2017. It is something we cannot ignore if we hope to keep achieving higher economies of scale in the lucrative arena that is international trade – especially given that the automotive sector singlehandedly contributes an impressive 7.5% of South Africa’s overall GDP. According to Naamsa, if we factor in the expected improvement in exports, domestic production of motor vehicles in SA is expected to show an increase from 588 000 vehicles produced in 2017 to close on 635 000 this year.

So, how can we go about ensuring that we a) remain ready to meet an increasing demand for locally manufactured vehicles, and b) are taking the best advantage of the relatively favourable conditions that we currently enjoy on the global sphere without losing momentum? By modernising processes with the latest, most innovative technologies, primed to meet environmental demands while maximising output and attending to local manufacturer’s specific supply chain needs. Factors such as reducing transportation costs, streamlining processing plant operations, and optimising production scheduling will need to be improved. This will ensure that costs per unit are friendlier for domestic sales and that there is capacity to secure larger export contracts from our international investors. Great strides have been made in the areas of AI and machine learning – but one must be very careful when selecting the right decision making tools for their organisation.

Not only are these forecasts possible, they can be surpassed with ease if we look at digitising operations further, as well as the improvement of localised components production.

A holistic approach to optimising one’s processes will include not only the data gained from deliberate machine learning, but also predictive analytics) as well as specialised process-industry expertise. This approach is referred to prescriptive analytics and is the driving force behind business technology advancements.

Localisation is key to improved profitability Localised components within SA’s car manufacturing sector are currently gauged at 38%. And while the automotive sector is responsible for 7.5% of the country’s economic output, its component segment is the most labour-intensive and accounts for a staggering 72% of the auto industry’s entire GDP contribution.

Competent optimisation solutions; which are made available to manufacturers through prescriptive analytics expertise; make use of all of the above to ensure that every machine in use is performing at its peak and offering the best support to its workforce towards reaching organisational goals.

Imagine the auto industry’s profitability levels if we focused a lot more energy on upping the production of local vehicle parts? The DTI’s vision for the auto industry is to hit the 60% mark in terms of local parts productivity, by 2035. With the current wave of automation and data exchange that is overhauling manufacturing technologies worldwide through the employment of cyber-physical systems, the Internet of things, cloud computing and cognitive computing, SA stands to gain a lot by simply aligning with the global trend. Creating factories of the future for optimised output Continually optimising production processes will always equal higher output, and in the case of the local automotive industry, it could also mean gaining even greater traction within an already successful international vehicle trading market.


Executed well, this level of augmentation to any automotive process could have astronomically positive effects – more especially around assuring quality, safety and efficacy while reducing time and cost where the equipment and workforce are concerned. My advice to auto manufacturers is - extensively research before spending money on any old optimisation package. Keep in mind that maintenance cost will also be key to your profit margins; try to go for a product that will offer you the ability to fully customise your environment at any time, while offering state-of-the-art solutions for faster, smarter ways to develop and deploy manufacturing applications. Your best bet is to find optimisation tools that will enable strong collaboration and engagement across your entire production plant.


AutoForum - May / June 2018

Cummins and Komatsu partners in first TEC project at Sedibeng - Grant West

Technical Education for Communities (TEC) is a global initiative targeting the technical skills gap, via local vocational education programmes. TEC seeks to partner with business, government and community organisations to develop a stronger and growing employment base in communities, whilst increasing access to good jobs. The automotive industry is facing a growing problem of increasing skills gaps, leading to unfilled jobs and growing unemployment. Cummins and Komatsu, in association with government in the form of the Department of Higher Education and Training, are investing in education through TEC to address this issue. Engine, filtration, and genset manufacturer Cummins Africa Middle East, in conjunction with earthmoving, mining, construction, and utility equipment supplier and aftermarket provider Komatsu Africa Holdings, have inaugurated a new Technical Education for Communities (TEC) programme. Through the partnership, Cummins and Komatsu will enhance the standard education platform to help develop a marketrelevant curriculum, teacher training and career guidance, and also provide the practical experience needed by students. The TEC programme forms part of a global initiative that targets the technical skills gap in South Africa through local vocational education programmes. It is the realisation of an agreement signed by Gino Butera, Vice President and Managing Director, Cummins Africa Middle East, and Mike Blom, Managing Director, Komatsu Africa Holdings in October 2017. The new TEC initiative was launched at the Sedibeng TVET College, Sebokeng Campus in Southern Gauteng, with members of the Department of Higher Education and Training and merSETA on hand to witness the historic event.


Butera noted at the event that, globally, employers are experiencing critical shortages of skilled technical workers, with around 10 million manufacturing jobs worldwide unfilled owing to a shortage in technical capabilities and soft skills. “Through this TEC initiative, students will develop a comprehensive set of tools to improve their job prospects in the technical industry. It is exciting that Cummins and Komatsu have seized the opportunity to provide a local community-based solution to a global workforce problem,” said Butera. “It is fantastic that Komatsu is part of the TEC initiative, as this programme is driven by our shared values to give back to the continent, and to ensure that young people can learn in-demand skills that will help them find employment,” Blom commented. Minister of Higher Education & Training, Naledi Pandor began her address to invited guests and students by saying how very pleased government is to see the successful launch of this TEC, the first of its kind in South Africa, at Sedibeng College. Pandor continued by expressing her thanks to Cummins’ Butera, Komatsu’s Blom, merSETA and the management of Sedibeng College, for successfully putting this initiative together. “I am particularly interested to understand what skills our various industries require and how we can prepare our colleges and education sector more broadly to address them,” she said. Much of our thinking and work at the moment is focused on

ensuring that our curricula at colleges match and reflect the realities of the working world. However, government cannot work alone. We need business and industry to be our partners in the development process.

on companies to host apprentices. I’m under no illusion that all our TVET colleges can or do offer quality teaching and learning. My department is working hard on improving the quality of provision.”

“My most pressing concern is the curriculum. If our industry partners are prepared to take ownership of the qualifications and curriculum design, I’m confident that that we will be able to train skilled people ready for employment,” remarked the minister. However, the curriculum is not the only important element. Artisans need work experience. Placing students in your companies is not only essential in obtaining a qualification, but is also essential to introducing our youth to the world of work. Extremely important values are acquired in the work experience component, such as work ethics, discipline and self-discipline, working in teams, responsibility, accountability and so on. I mention this as it seems these work-readiness skills are something that is often lacking in our graduates.”

She concluded by saying: “It’s clear to me that the best way of building a vibrant TVET sector is to secure industry involvement in the process. As government, we acknowledge that conditions for business are difficult. The recent ratings downgrades have made borrowing more expensive, which has a significant impact on business. Furthermore, the on-going contestations around the mining charter create further uncertainty for investors.”

Pandor commented: “Government has also set a target to train 30,000 artisans a year by 2030. As we all know, the TVET colleges alone cannot train this number, as every artisan development programme is dependent

The minister confirmed that Government is committed to turning the situation around, and that they want to work at strengthening relationships with investors and the business community at large. Hopefully these statements and commitments can materialise as the starting point for building a new relationship of trust with the private sector. She concluded by thanking Mr Butera and Mr Blom for “sharing the TEC with us.”



AutoForum - May / June 2018

New study finds parking is the largest cost of driving The average US driver faced a total driving cost of US$10,288 in 2017, made up of direct (maintenance, fuel, insurance, parking and tolls) and indirect/hidden (wasted time, carbon, parking fines and over-payments) costs. Interestingly, trafficand parking-related costs made up nearly half (45 percent) of the total cost of ownership in the US, according to a study by INRIX. Across the three countries studied, the indirect, hidden costs of driving – such as sitting in traffic and searching for parking – represented about 30 percent of the total cost of driving. For US drivers, that worked out to about US$3037. Drivers in the largest cities were hit the hardest. New York (US$18,926), London (£9430) and Frankfurt (€9387) spent the most on vehicle ownership costs. In 2017, the total cost of driving in downtown New York was nearly two times the US average at US$18,926 per driver, mostly due to the cost of parking. New Yorkers parked more often (10 times/week), paid more frequently (60 percent) and paid the most (average off-street rate of US$28 for two hours). Parking-related costs imposed a significant economic burden in 2017, contributing roughly 30 percent of the total cost of driving in the US (US$3001), UK (£1815) and Germany (€2037).


Frankfurt was the most expensive city to drive in Germany, with the average driver spending €413 more than the national average at €9387 per year. Per kilometre, this is 17 percent more than the average US driver, but four percent less than the average UK driver. US drivers use their cars more than their German counterparts (21,673 kilometres driven annually in the US and 14,015 kilometres driven annually in Germany), but the congestion impact is smaller. Thankfully, there are solutions to alleviate some of these costs through awareness and technology. Applying big data to create intelligent connected car services is key to solving mobility problems, which will reduce the economic impact of congestion and parking pain. INRIX said it leverages vehicle connectivity, advanced parking management, dynamic data for city planning and traffic flow optimisation to make it safer, cleaner, more convenient and more enjoyable for people to get to where they need to go.




AutoForum - May / June 2018

Increased localisation opportunites exist for SA Automotive Component Manufacturers -

Grant West The South African Automotive Supplier Industry Benchmark Report 2018, commissioned by NAACAM (the National Association of Automotive Component & Allied Manufacturers) from B&M Analysts, has determined that “localisation opportunities should increase for South African based automotive suppliers”. NAACAM is the leading voice of automotive component manufacturers in SA, and both represents as well as provides a range of value added offerings to approximately 165 manufacturing and service suppliers in the sector. The report is part of NAACAM’s effort to keep its membership appraised of industry trends and empirically assessed performance information. “We believe this is key to unlocking any blindspots within the supplier community itself, whilst also giving industry stakeholders valuable insight into influencing factors within the sector, often from a shop-floor lens.” The research, the 2nd of its kind commissioned by NAACAM and undertaken by B&M, resulted in this report, which contains benchmark data for SA based suppliers, as well as comparators from both developed and less developed countries. “The customer benchmark findings contained in the report confirm that local OEMs are wanting to increase


their purchases from South Africa suppliers,” says Renai Moothilal, Executive Director of NAACAM. Moothilal added: “Three-quarters of the SA OEM customer respondents engaged with in 2017, indicated that they are looking at increasing their total buy from current local suppliers in coming years. This is related to purchasing more of the same products and expanding the range of products bought from suppliers. It also includes the increased buying of newly developed products from local suppliers. This seems to reflect a change in the way localisation has been viewed, and is possibly reflective of OEMs starting to plan for a future production environment that rewards higher localisation.” This year’s report outlines steps suppliers can take to unlock these opportunities. It found that local suppliers need to focus attention on better meeting customer product development demands.

To achieve this, local suppliers need to ensure an improved understanding of customer development needs, as well as what skills and supporting capital and technology is required to realise increased growth opportunities from local OEM customers. In addition, suppliers need to look at influencing and situating the development needs of local customers within their research and development networks, whether globally located or not. Focusing on South Africa, local OEM production volumes declined for the second consecutive year in 2017; with levels down by 1.2% on the previous year. This performance masks a disparity in the performance of vehicle types: LCV volumes increased by 3.0% over the last year, while passenger vehicle production fell by 4.2%. Total light vehicle production growth of 7.5% is projected in South Africa in 2018. LCVs are expected to continue to lead local production growth at 8.0% as compared to 7.1% for passenger vehicles. The local industry’s production volumes continue to be supported by exports, which have been around 60% in recent years, and are expected to remain at this level in 2018. Passenger vehicle exports are particularly high at around 70% of production, while LCV exports are much lower at around 44% in 2017. Despite the higher volume of passenger vehicles produced locally, more locally produced LCVs are sold in South Africa than locally produced passenger vehicles (136 thousand versus 100 thousand in 2017). There remains highly varied production output volumes and growth amongst the SA-based OEMs. The four largest local producers are Toyota, Mercedes-Benz, Volkswagen and Ford, all of which have production capabilities of over 100,000 units per annum. BMW is reported to have a production capacity of 76 thousand units.

SA OEM customer satisfaction levels improved again in 2017 to 87.3% from 86.2% in 2016. This is linked to improved ratings in the areas of cost, which refers to product pricing, and product development, as well as quality and flexibility to a lesser extent. Another relevant finding from the SA OEM customer survey in 2017 is that the average level of ‘certainty of long term supply’ sits at 94.6%, which is on par with the rating for 2016 of 96.9%. In addition, over three-quarters (77.2%) of all SA OEM respondents do believe that there are opportunities to increase their buy allocation from local suppliers. This is linked not only to increasing their current volumes (80.3% of customer that confirmed that opportunities existed indicated that they believed this was possible), but also increasing the range of products that they buy from local suppliers (84.3% indicated this was possible) and especially by working with suppliers to develop new products to purchase (89.0% indicated that this was possible). Thus, from a localisation perspective, the customer survey findings highlight that they (the SA OEMs) would like to allocate increased business to local suppliers. Moothilal reflected on the important role that government’s support programmes, especially the DTI’s Automotive Production Development Programme (APDP) and its associated cash grant, the Automotive Investment Scheme (AIS), is playing in supporting the industry’s localisation drive. The soon-to-be-announced post-2020 automotive policy is expected to have a heightened focus on localisation in the sector, with work to date having highlighted the importance of shifting South Africa’s current localisation average of less than 40% to 60% by 2035.

The Isuzu acquisition of the local General Motors operation is viewed as a positive in the long term for local production, although no production and/or export volumes have been confirmed.

Moothilal concluded by confirming: “The automotive sector remains a priority South African manufacturing sector, contributing significantly to the country’s GDP and export basket. Whilst the production of local OEMs is crucial, the largest economic spinoffs will be realised in the supply chain.”

South African suppliers increased their average Rand sales by 13% in real terms over the 2015-17 period, with this mainly linked to an 8% growth rate in 2017. The local supplier’s growth is just behind the corresponding growth amongst the Less Developed Country (LDC) suppliers, although far stronger than the production volume growth of the SA OEMs, which declined in 2016 and 2017. Positively, the SA supplier upper quartile (the point that separates the top 25% of suppliers from the bottom 75%) real sales growth figure is 15.8% in 2017.

Automotive supplier benchmarking data analysed in this report is gathered through the benchmarking programmes of B&M Analysts and its affiliates. Data on suppliers in South Africa is gathered largely via benchmarking activities undertaken on behalf of the South African Automotive Benchmarking Club (SAABC), the Durban Automotive Cluster (DAC) and the Automotive Supply Chain Competitiveness Initiative (ASCCI).

This highlights that the top 25% performing local suppliers, in terms of sales, achieved average growth of 15.8% or better in 2017. The recent average sales growth level for the SA suppliers, as well as the upper quartile figures, suggests that local firms are securing increased local business opportunities at a Tier 1 and Tier 2 level.

The benchmarking database primarily comprises comparators from Hungary, India, Mexico and South Africa (SA). For the purpose of the benchmark analysis, comparators are grouped accordingly to the following categories: South Africa, Developed Country and Less Development Country.



AutoForum - May / June 2018

Understanding suspension - Part 5 In this suspension series, we have reviewed multiple facets of suspension from material, design and testing of products and more. The bottom line is, however, if we are not able to establish when a vehicle requires replacement suspension parts - due to wear and tear or as a result of damage caused by road conditions - it is all pretty much a waste of knowledge. Some motorists believe that the vehicle suspension is primarily to ensure a smooth ride. This vital structure is often taken for granted, with many drivers and even workshops regarding an oil change or other minor vehicle repairs as more important. The truth is, after supporting several tons of metal year after year and kilometre on kilometre, eventually something has to give on the suspension. Over and above the severe weight and mileage, suspension parts are subjected to undue stresses and strains when cornering and negotiating bends. This is due to the opposing forces multiplying the vehicle mass, and means that the suspension components are forced to absorb these additional masses. Here are are a few signs to indicate that the suspension is in need of repair: 1. Excessive body roll, drifting or pulling whilst negotiating bends or turns. During turns and around bends, the vehicle develops a floating sensation. In short, there a lack of stability in bends, which often indicates worn stabilizer links, control arm bushes or wheel bearings.


2. Decreased braking capacity. During the series we identified that suspension, braking systems and shock absorbers have to operate in equilibrium to achieve optimal road handling and braking performance. Defective or worn shock absorbers may impede the vehicle’s overall braking efficiency up to 20%. The key is therefore, to ensure that there is continuous contact between the vehicle wheels and the road surface. 3. Excessive diving when applying brakes. Tyres can also assist with diagnosing faulty shock absorbers and one should pay special attention to irregular balding spots between the tyre treads. 4. Should a vehicle have hit a pot hole or any other road hazard, inspect the rims and the suspension related to the side of the impact. This is because the impact between the wheel and the pothole may have caused structural damage to suspension parts. Don’t chance it - rather be safe than sorry.


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AutoForum - May / June 2018

Ctrack Drive answers SMME prayers Ctrack has launched a new app, Drive, which it explains gives SMME’s accurate, precise and live insights into their company vehicles’ usage. This allows for expertly managed and administered vehicles and can reveal unforeseen costs and inneficiencies. Drive is an affordable, feature-rich Software as a Service (SaaS) solution ideal for companies with fleets of 30 vehicles or less. The mobile solution is perfectly-suited to companies whose vehicles are not their core business and who do not employ dedicated fleet managers. Drive “provides all the fleet management tools business owners will ever need, without the prohibitive costs and complexity of current offerings.” The product offers company owners an intuitive dashboard that can be viewed and administered on desktop computers, laptops, tablets and mobile devices and provides a top-down view of all vehicles, drivers and tasks, simultaneously. It works by virtue of GPS integration, that locates vehicles and drivers in real-time through easy to use map software. Responsive mapping indicates a driver’s current location as well as where they’re headed to next, giving small businesses the ability to provide their customers with updated estimated times of arrival. Along with many other benfits, the built-in route optimisation function provides the most efficient routes for drivers to


travel, reducing time, mileage and fuel consumption. Jobs and customer visits can be scheduled on driver’s phones, assisting the planning and structuring of tasks into organised workflows.Turn-by-turn navigation means drivers never get lost, while a trip score highlights areas needing driver behavour improvements. Other highlights include real-time driving violation depiction, geo-fencing capability, service intervals monitoring and vehicle fault reporting. It also offers a stolen vehicle recovery service. Cobus Grove, Ctrack Global COO, commented: “Ctrack is proud to launch this innovative solution for the SMME market at an unbeatable price. Drive is the culmination of 30 years of experience and reflects a deep understanding of the needs of our customers across the diverse fleet telematics market. This system grants business owners full online visibility of their company’s fleet, for improved operational efficiencies, on the move. Drive enables Ctrack clients to make splitsecond decisions that reduce costs from the first day of implementation.”

Driver support technology grey areas Thatcham Research and the Association of British Insurers (ABI) issued an urgent call to car manufacturers and legislators for greater clarity around the capability of vehicles sold with technology that does more and more driving on behalf of motorists. The call comes in the wake of growing reports of people crashing, while over-relying on technology which is realistically not yet designed to drive the car independently. The risks to drivers are outlined in the ‘Assisted and Automated Driving Definition and Assessment’ paper, which has identified dangerous grey areas associated with some. These include misleading names, like Autopilot and ProPilot, given to systems by car manufacturers, how and when drivers should take back control of their vehicles and systems which are designed to work in specific situations only but can also function anywhere.

“It begins with how systems are named and described across car manufacturer marketing materials and the driver’s handbook. Names like Autopilot or ProPilot are deeply unhelpful, as they infer the car can do a lot more than it can. Absolute clarity is needed, to help drivers understand the when and how these technologies are designed to work and that they should always remain engaged in the driving task.”

Matthew Avery, Head of Research at Thatcham Research said, “We are starting to see real-life examples of the hazardous situations that occur when motorists expect the car to drive and function on its own. Specifically, where the technology is taking ownership of more and more of the driving task, but the motorist may not be sufficiently aware that they are still required to take back control in problematic circumstances. Until fully automated vehicles become available, in years to come, drivers remain criminally liable for the safe use of their cars and as such, the capability of current road vehicle technologies must not be oversold.”

James Dalton, of ABI, added: “Insurers are major supporters of efforts to get assisted and autonomous vehicles onto the UK’s roads. Given the part human error plays in the overwhelming majority of accidents, these technologies have the potential to dramatically improve road safety. However, we are a long way from fully autonomous cars which will be able to look after all parts of a journey and in the meantime, it remains crucial that all drivers are alert and ready to take back full control at a moment’s notice. Manufacturers must be responsible in how they describe and name what their vehicles can do, and the insurance industry is ready to hold them to account on this.”


AutoForum - May / June 2018


New Motul ranges for SA available from OEM Lubricants - Grant West

OEM Lubricants - the official South African Motul distributors – recently invited guests to the launch of Motul’s two new product ranges at the Motul Museum in Linksfield. It was also used to introduce the Lescot Car Care range of products. Motul Area Manager for Eastern & Southern Africa, Mercia

performance, the range removes deposits from the fuel

Jansen and Wayne Plit, the CEO of OEM Lubricants, are

system and engine. This results in improved performance

confident that the new lineup are important additions to

and economy, as well as reduced environmental impact.

their premium product range. The Fuel System Clean, Diesel System Clean and Valve The new Motul additive range is specifically targeted

and Injector Clean products are formulated to cleanse

at professionals and is influenced by the company’s

the combustion chamber, injectors and fuel lines whilst

innovation expertise, together with its reputation for

their DPF Clean addresses the issue of Diesel Particulate

premium brand market leadership. Developed as a fuel

Filter system clogging. These fuel system additives are

additive designed to restore, maintain and improve engine

aligned with a new range of Engine Clean and Automatic


Transmission Clean products formulated to flush the

The company recently acquired French company Lescot,

engine and automatic transmission before an oil change.

a car care product manufacturer with over 40 years of

They clean components by removing deposits and

experience in producing premium car care products - for

suspending them in the oil before its drained during the

both the exterior and interior of the vehicle.

lubricant change. Lescot’s reputation in car care products is therefore the In addition, there are two cooling system additive

perfect complement to Motul’s range of cleaning and

products – Radiator Clean and Radiator Stop Leak

lubricating products.

alongside their Throttle Body Clean product. This car care range includes Car Shampoo, All in One The brand is recognised as a specialist in synthetic

Polish for paintwork as well as individual products for

lubricants and was the first lubricant manufacturer to

upholstery, glass, plastics interior and exterior, chrome,

pioneer the formulation of a 100% synthetic automotive

tyre products and air purifiers. Aligned with these

engine lubricant. Motul is also world renowned as the

chemical products is their range of car care accessories,

official supplier to many manufacturers and race teams.

including micro fibre cloths, sponges, double-sided


AutoForum - May / June 2018

washing mitts and flexi hydro blades for water removal

As events go – this launch has to have had the best

after washing. The complete range of Motul lubricants and

backdrop we have seen to date – with a “fantasy garage”

additives plus Lescot car care products are available from

collection of cars that must surely rival any other on

the OEM Lubricants team of sales and support staff.

earth. Whatever your flavour - there was something for everyone. 4 wheels, two wheels, Euro, Yanks or Japanese

This dedicated, professional team has undergone the

- even a model collection that could bring a grown man

rigorous Motul School training and is expert in the

to tears. Pictures are, of course, better than a thousand

products specifications and applications.

words - enjoy.




AutoForum - May / June 2018

Mahindra’s new KZN plant Mahindra South Africa has opened a state-of-the-art vehicle assembly facility in Durban, at the Dube TradePort Special Economic Zone (SEZ), which is located next to the King Shaka Airport in KwaZulu-Natal. The company says it will use the new facility to assemble the complete range of Mahindra Pik Up single- and double cab pick-ups. The assembly plant was constructed in partnership with AIH Logistics, a level 2-rated BBBEE company who boast credentials in the automotive sector, and involves an initial investment of R10 million in facilities and equipment. “There is a special association between South Africa and India, which goes back over 150 years. Our two countries are bound by two peace icons, Mahatma Gandhi and Nelson Mandela, who shaped the world with their conviction in silent strength. Mahindra’s decision to assemble in South Africa is a manifestation of the strength and vibrancy of this strategic partnership, as well as the company’s desire to deepen and diversify the special bond with South Africa,” commented Ruchira Kamboj, High Commissioner for India to South Africa and Lesotho at the launch event. CEO of Mahindra South Africa, Rajesh Gupta, says the decision to assemble vehicles in Durban follows Mahindra’s exceptional growth since it’s office was first established in SA in 2004. The new Mahindra Pik Up range was introduced to SA consumers in October 2017 and has since become the


company’s single best-selling commercial vehicle, thanks to its “combination of rugged and durable construction, high level of specification and affordable price”. The new assembly facility started trial production in May and will enter full production in July, which will see 25 full-time staff working on one shift. The local assembly staff complement was trained in a partnership between the global Mahindra & Mahindra Group and AIH Logistics. Mahindra South Africa already supports other African countries in the Southern African Customs Union and it aims to grow its reach throughout sub-Saharan Africa, using this facility and South Africa as base. The assembly facility for Mahindra vehicles was constructed in partnership with the Dube TradePort, a special economic zone (SEZ) under the control of the Department of Trade and Industry. Dube TradePort is located next to the King Shaka Airport in KwaZulu-Natal and is linked to the Durban harbour by road and rail. It is the first assembly facility of its kind to have made use of the benefits of the SEZ sectoral development programme set up by the DTI.

Body repair insight in association with BodyShop News International May / June 2018

Standopedia Nason Finishes LAUNCHES

The new online reference resource Contents Keeping pace with ADAS Hurricane Equipment new training centre Using adhesives in plastic repair


AutoForum - May / June 2018

Standopedia : The new online reference resource from Standox With the increasing popularity of special effects finishes, Standox has released some practical tips for collision repairers on how to repair paintwork with tinted clearcoats. The Wuppertal, Germany, based company offers both the correct products

Step 2: Sand filler and repair area

as well as the correct solutions for the professional repair of these special

Proceed with the preparation as usual. Apply a Standox VOC Filler, preferably

colours on its online reference resource - Standopedia.

in filler colour FC3. Sand the filler with P500 to P600, and the blend-in area with P1000 to P1200.

An example of this is Mazda’s new colour it developed for the CX-5 model

Step 3: Apply Colour Blend

five years after its launch. 46V Soul Red Crystal is a vibrant, rich colour that

Apply Standoblue Colour Blend to the blend-in area on adjoining surfaces or

enhances the lines of the mid-range SUV. The repair is carried out in a two-

onto the adjoining body part.

layer application process with a tinted clearcoat. Harald KlĂśckner, Head of

Step 4: Basecoat application and flash off

Training for Standox, Europe, Middle East and Africa, explains how to achieve

The ready-to-use mixing ratio is Standoblue colour 46V Soul Red Crystal plus

a first-class finish right from the start.

50 percent Standoblue Setting Additive Long. Spray Standoblue in 1.5 coats on the repair area of the still wet Standoblue Colour Blend. Aim to achieve a

Step 1: Use spray out cards

uniform and cloud-free surface. Then let the basecoat and Colour Blend flash

The tinted clearcoat acts like a varnish - the more that is applied, the more

off sufficiently.

it covers the substrate. This means the number of spray passes, and the

Step 5: Application of the tinted clearcoat

resulting layer thickness, has a direct influence on the colour, the brilliance

Prepare two spray guns with a tinted and a non-tinted clearcoat in order to

and the depth effect. For the repair of cars with tinted clearcoats, Standox

be able to work quickly. Use long hardeners or thinner combinations. Apply

recommends the production of spray out cards, which are used to determine

the tinted clearcoat to the part that is to be repaired and spray beyond the

the number of spray passes of the tinted clearcoat required to achieve the

fade-out zone of the blended-in basecoat.

best match with the vehicle to be repaired.

Step 6: Blending into the non-tinted clearcoat Apply the non-tinted clearcoat to the remaining surface of the adjoining part and overlap into the still-wet tinted clearcoat. Dry according to the Technical Data Sheet. Drying according to the technical data sheet. Depending on which Standox VOC Clear is selected, it is advisable to apply an additional coat of the non-tinted clearcoat over the repair and the tinted clearcoat. This makes polishing out imperfections such as dust inclusions and blend in zones of the clearcoat easier. Detailed instructions for repairing special colours can be downloaded from The new Standox online reference resource covers current refinishing topics and is continually updated and expanded by Standox experts. It is not only convenient but also perfect to search for specific professional refinish information.



AutoForum - May / June 2018

Could history repeat itself?

- Lori Lorenz

You have most likely heard about the US $31.5 million ($40.5 million) lawsuit against a repairer in the USA that bonded a turret on a 2010 Honda Fit (called Honda Jazz in Australia and South Africa). The OEM repair information stipulates that the replacement turret is to be welded. However, the repairer chose to glue the turret instead, causing two people to be badly injured as a result when they were involved in an accident. This was reported in the media. When I looked at the photos published, my first reaction was that this was a witch hunt and it was the easiest and cheapest way to blame the panel beater. How could a flimsy turret contribute to such a catastrophic structural failure as it was reported? It was my view that a turret is there to keep the rain and the wind out. Many adhesive manufacturers have videos on how to replace welded turrets with adhesives and the OEM information for the 2005 – 2007 Saturn Relay, Buick Terraza, Chevrolet Uplander and Pontiac Montana give clear instructions to do it either way – welding or gluing. These are

There were also a number of independent stress tests confirming that

the only ones I know of, but I am sure there are other cars and models with

adhesives are at least as strong as welding.

similar recommendations. My first thought, when I saw the picture of the accident, was that the turret During a recent discussion about this lawsuit with an Australian repairer,

separated later – after the accident – when the car was on fire. However,

he asked if I had seen all the pictures. I responded: “No, are there other

now looking at the top view picture, it is very clear what happened. Tensile


strength of adhesives is very strong, yet shear strength is very poor and this is exactly what had happened in this accident. The turret was literally pulled/

Looking from this angle, it becomes very clear why this flimsy piece of

sheared away from the cant rail – not much force is required for this to

turret in fact could have made a significant difference to the outcome of this

happen. Because the adhesive seam along the cant rail ‘let go’, the cant rail

accident. This article is not a report on the accident or the lawsuit, but rather

was able to collapse.

on the findings and my deep concern that this could happen again.

But this is only half the story. It also was reported that the driver’s feet were trapped in the footwell and for this reason, rescue crews were unable to remove him from the burning vehicle. It is this part that is a bit more difficult to understand. How could the turret be responsible for the damage in the footwell? In a modern car, the passenger cell is extremely strong and stiff in order to meet NCAP requirements. It is generally here where we find high and ultrahigh strength steels, unlike earlier cars where the front chassis rails were the strongest part of a vehicle. Modern chassis rails look very similar to the older models – we still have the crumple zone and not much change in design is apparent. However, modern chassis rails are designed to progressively absorb impact, meaning that they become stronger the closer you get to the firewall. As a matter of fact, all the impact energy should be absorbed before the

Panel bonding is not new and already in the mid-eighties in

firewall is reached. Excess impact energy is channelled via the torque box to

Europe, we regularly replaced welded guards, large side panels on vans and

the sill, pillars and cant rail on the outside of the passenger cell. In theory, all

also turrets with panel bond. We thought of it as a superior repair – strong,

doors should remain operational and the passenger cell should stay intact.

fully sealed, rust proofed and, of course, fast. There were a lot of “How to”

One can understand that this is a carefully designed system and if one

instructions available printed, as well as on the internet, from adhesive

component is inferior, the whole thing will collapse like when you remove a


card from a card house.


When engineers examined the badly damaged Honda Fit, they found that the front chassis rails crush zones were not damaged and the entire chassis rails were pushed into the passenger compartment. At first this appears to be odd, but because the cant rail was not supported by the turret, it collapsed, making the passenger cell weaker than the crush zone. This means that the energy was not absorbed by the front chassis rails as designed, but by the passenger cell. This is the reason why the driver’s feet were trapped in the footwell and he could not be removed from the burning vehicle. Just for a moment, spare a thought for the occupants being trapped in a burning vehicle… but I also feel for the technician that has to live with the fact that their decision to glue the turret, rather than follow the OEM’s repair information, led to two people sustaining such horrific injuries. But my article does not stop here, because I am deeply concerned that history could repeat itself. No, I am pretty sure that everyone got the message why it is so important to follow OEM repair information and shortcuts are no longer acceptable. However, you may recall some of my

This stack of three steels is similar to what you find in a

earlier articles and my concerns about spot welding. I compared spot

centre pillar, sill or cant rail assembly. The lowest piece is USIBOR ultra-hard

welding to Russian Roulette, reporting on the shunting issues and why it is

steel, the middle is ZSTE 340 medium-hard steel and the top piece is soft,

more difficult to spot weld a stack of panels when one or more panels are

high-grade galvanised steel similar to a turret or an outer panel.

made from high or ultra-high strength steel. I also highlighted how often my students’ test welds failed and why it is so important that spot welders are

The problem is that these three metals do not have the same resistance and

to be tested every time before they are used. I also have written extensively

the two high strength pieces “suck up” the welding current so the top piece

on why a confirmation from the spot welder with a green “Nike” tick or a

is not welded. In a successful destructive test you need to see a clear tear

peep is no guarantee for a successful weld, even though it says so on the

out, a hole in the test tag; only then do you know that this weld is strong.

welder’s display panel. But even if you forgot all of that, you absolutely

Anything else, like “it welded a bit”, is like a weld without penetration and

must remember the importance to weld at least a tag to the car and do a

this can never be accepted. By the way, destructive testing of spot welders

destructive test.

before use is also an OEM requirement and I found similar requirements in Thatcham’s information. This information is not found on the page that shows you how to replace a panel, but it is found in the General Information section, a segment very rarely consulted by technicians. I urge you to read this section too. I mentioned earlier, in regard to the Honda Fit situation, that I am deeply concerned that history could repeat itself. My concern is that a similar situation could occur, not where the glue ‘lets go’, but where spot welds are not successful and a panel ‘lets go’, like what we have seen with the glued turret. Possible? Very much so! When I travel around the workshops and assess my apprentices’ spot welding skills (not that there are many skills involved), most spot welders have failed when welding multiple panels. What is even more disturbing is that every time I get the same response: “But we always weld with these settings!” This is a ticking time bomb! I honestly did not see the gluing of a turret to

I strongly recommend that technicians take a picture of this test for every

be such a problem, but I definitely can see the failing of spot welds. Just to

job and save it with the other progress pictures during the repair – you never

remind you, I love spot welders and have used them successfully since I was

know when you need them in court. But the reason why I am so ‘paranoid’, if

an apprentice a fair few years ago. Please continue to use them but make

you like, about this is that inner panels, like inner rails, inner sills, inner pillars

absolutely sure to test them before you weld! If your welder cannot weld

and also inner cant rails are often made from high or ultra-high strength steel

in an area, reach out to the ‘agricultural method’, ‘MIG it’ and sleep well at

and most welders struggle to weld this, as illustrated in the next picture.


Pictures curtesy of Wielander and Schill



AutoForum - May / June 2018

Keeping pace with ADAS The proliferation of vehicles equipped with Advanced Driver Assistance Systems (ADAS) on SA roads intensifies each year. ADAS monitors the environment around the vehicle using radar, camera, laser and/or infrared sensors. With a high portion of this technology embedded in the windscreen, these developments have had a massive impact on the auto glazing repair and replacement (AGRR) industry. What was once a simple matter of changing the glass is now far more complicated. President of the Auto Glass Association (AGA) in Australia, Rick Janssen,

Dynamic calibration happens while driving on the road, following the vehicle

said that while the repercussions have been gradual, the AGRR industry has

manufacturer’s prescribed method and using the correct diagnostic tool.

been irrefutably changed by ADAS.“The ripple effects we’re seeing now

In either scenario, calibration should only be undertaken with the right

will only become more pronounced as the percentage of ADAS-enhanced

diagnostic procedure, the correct equipment and by trained experts.

vehicles increases,” said Janssen. According to the AGA, the reason for this is recalibration. When the windscreen of a vehicle with ADAS is

“That doesn’t mean every repairer needs to purchase calibration equipment,

replaced, its ADAS systems may not function as intended until it has been

which can cost thousands,” says Janssen. “But it does mean that every

recalibrated. Repairers have a duty of care to follow all vehicle manufacturer

responsible repairer, certainly all members of the AGA, will establish an

recommendations concerning system recalibration. The AGA says not

approach to calibration that meets or exceeds best practice. As an industry

all vehicles equipped with ADAS need recalibration, but they all need a

standard, the AGA has adopted the Thatcham Research Code of Practice

diagnostic check to determine what should be done. And while the concern is

(CoP), which clearly outlines the roles and responsibilities of the repairer in

being raised in Australia, the implications for SA are expected to be the same.

these situations.”

Calibration can take two forms – static (performed indoors) or dynamic

First published in July 2016 in the UK, the Thatcham Research CoP sets

(performed while driving). Using a calibration tool that may include aiming

out the recommended replacement procedure for windscreens fitted with

targets, wheel alignment equipment or diagnostic tools, a static calibration

screen-mounted ADAS, including diagnosing the type of calibration required,

does not require the vehicle to be driven.

informing the customer, pricing and scheduling.


Windscreens act as computer screens in ADAS enhanced vehicles.

“ADAS is still relatively new terrain for AGRR specialists and car owners

screen has high optical quality, and attachments and brackets are all

alike, so communication and awareness is vital,” added Janssen. “The onus

within the required tolerances. “Where relevant, windscreen removal and

is on both the car owner and the repairer to understand their responsibilities

installation methods must incorporate caring for the in-car technology

when it comes to recalibration, especially in terms of insurance liability and

to ensure its safe usage after fitment, and the vehicle must be correctly

the safety functionality of the vehicle. That’s why a set procedure like the

recalibrated with an approved method and device,” he added. “Upholding

Thatcham CoP is so valuable. It can be used as a checklist by auto glaziers

these standards will ensure the ADAS systems are functional, so that our

to ensure they’re doing right by their customer, the vehicle manufacturer, the

customers continue to benefit from their investment in these technologies.”

insurer and all road users.” Visit for a copy of the research paper.

In March 2017, Mercedes-Benz selected Australia as a right-hand-drive testing ground for ADAS technologies. The diversity of conditions and road

One of the many implications of ADAS is the importance it places on

surfaces and the easy access to metropolitan, urban and rural settings

windscreen matching. Fitting the right windscreen to a vehicle to guarantee

makes the country an ideal test location, the automaker explains.

the correct operation of all ADAS functions has become an integral part of the replacement process.

While driving in Australia, data regarding roads, signage, satellite navigation and traffic behaviours will be shared with the German research team for

AGA board member and director at O’Brien AutoGlass in Australia, Nick


Street, said it’s crucial the products used are of equivalent OE standards, the



AutoForum - May / June 2018

Nason Finishes officially launched in PE Last month saw Axalta Coating Systems launch refinish brand Nason Finishes, at a large paint importer and distributor in South Africa - City Paint & Tool. The latter has been in operation for over 50 years, with 9 branches in the Eastern Cape. Patrick Gillespie, Director of City Paint & Tool, commented: “We only work with products that meet our expectations and that outperform the competition in their market tier.” Nason Finishes, he adds, has ticked those boxes. “Not only is the product priced correctly for the segment at which it is targeted, but our turnaround time for mixes has definitely improved.” The Nason Finishes launch was held in City Paint & Tool’s main offices in Port Elizabeth, where assembled guests learned about the benefits of Nason’s Colour Navigator spectrophotometer, a portable, hand-held colour measurement instrument designed to be used directly on a vehicle or part to obtain the correct colour match, as well as highlighting the key benefits of Nason’s large colour database. There was also a hands-on demonstration of the Colour Navigator, which was put to the test to display its colour accuracy.


Hannes Kloppers, Axalta’s Country Business Manager for South Africa, adds, “We are delighted City Paint & Tool, who has an outstanding reputation with their customers, has found the solution it needed when looking to take counter mixes to the next level in terms of colour accuracy, speed, colour retrieval, ease of application and price competitiveness. Nason Finishes is formulated to be fast and easy to apply, so City Paint & Tool’s customers will find the products work together to deliver the best results when time and money are limited.” Gillespie concluded: “Everyone who attended the launch was astonished at how quickly and easily they were able to accurately match colours. We are very much looking forward to continuing this outstanding collaboration with Axalta and its Nason brand. The City Paint & Tool’s motto is “we coat your world” and with Nason’s help, we will keep delivering this to our customers.”

Ignore vehicle manufacturer position statements at your peril - Mark Czvikovits

To perform safe, complete and quality repairs, we need to understand that many new models sold in South Africa are imported, and that these models are also available in other world markets. Many overseas variants are left-hand-drive and use different drivetrains, but they are built on the same platform. With this in mind, and the rapid advancement of technology, are the repair concerns different here compared to those in Europe, the USA or Asia? Vehicle manufacturers develop platforms that can be used in numerous global markets to reduce costs and ensure vehicle safety and integrity is maintained worldwide.

Without calibration, these systems will potentially send and receive incorrect information to the vehicle’s central control modules, and the outcome could be anyone’s guess!

Many manufacturers release position statements to ensure that automotive repairers working on their vehicles are aware of new requirements before, during and after the repair. However, these statements are quite often ignored as repairs are conducted with, at times, scant regard to the importance of the information provided.

It’s time for industry stakeholders to step up and ensure position statements, however irrelevant they may seem, are introduced, accepted and followed. After all, body repair is regarded as a highly proficient and technical industry that is entrusted with ensuring that repaired cars will perform as designed in a subsequent collision.

When a position statement has been released outside of SA, for a car that is sold in SA, how can we ensure the repairs are performed to a standard in which the vehicle’s systems will operate as designed in the event of a future collision? I would bet that Airbus or Boeing ensure their position statements are stringently followed internationally. Their planes are available in many countries and serviced in many markets by technicians responsible for ensuring passenger safety. The same should apply to the collision repair industry. Industry stakeholders have a responsibility to provide safe repairs. We have said for many years that, “if it’s in aerospace today, it will be in automotive tomorrow”.

I-CAR endorses and recommends following OEM procedures, as do many other leading authorities within the automotive industry, but somewhere along the line the message is lost in translation, much like an uncalibrated sensor!

A simple bar replacement on many new vehicles will need to have distance sensors and LiDAR units isolated, before being removed from the vehicle. When cameras in the front of vehicles are removed and replaced, calibration is required.

Position statements exist for a reason. Follow them, endorse them and release them so the industry can deliver safe, complete and quality repairs to

Unfortunately, this is an accident waiting to happen, and rather than being proactive and discussing the problem, we wait for a problem to occur before addressing it. This is fraught with danger! Most of us have seen the unfortunate and costly result of disregarding OEM procedures in the US and I hope our industry does not suffer the same fate.

the consumer.



AutoForum - May / June 2018

Hurricane Equipment commission new training centre in Midrand - Grant West

Mnandi, which straddles the border between Johannesburg and Pretoria, is the site of the Hurricane Equipment combination show room and training centre. This new facility is attached to an impressive, secure warehouse, with easy access to either city. The company continues to grow and expand, both in terms of product range

The range of tools and equipment includes spray gun cleaning machines, a

and facilities. These new premises are ideally suited to servicing the refinish

range of small area dent removal tools, spot welders, Mig welding/brazing

industry with an impressive range of repair and refinish equipment and tools,

systems, wet & dry vacuum and mobile dust extraction units, fast curing

to cater for all the requirements of the modern body shop, no matter whether

infra-red systems, bonnet and windscreen stands, hydraulic repair pumps, as

it is a start-up operation or an upgrade to a fully-fledged refinish centre.

well as a large range of everyday workshop tools.

Incorporated within the show room are:

With years of experience in the panel beating sector, the management and

• A Hurricane WB410-8000 8m waterborne Sprinter spray booth, which

staff of Hurricane Equipment have an excellent understanding of the day-

carries a full CE certification meeting European specs and major vehicle

to-day requirements of the modern bodyshop and are constantly looking to

manufacturer approval.

source and add to their unique range of tools and equipment. This allows

• A fully operational 7m spray booth complete with all the latest specifications.

bodyshops to compete in a sector with tight profit margins, using proven equipment to allow

• A Toyota approved Hurricane W1000 Chassis Bench.

the continuing

• A Calipre Electron 3D measuring system.

viability and future

• A fully functioning Hurricane YS300B Preparation deck, complete

growth of their

with under floor extraction, dry flattening and infra-red lamps on a multidirectional rail system allowing focus on any point and side curtains. • Inverter 16000A spot welders and GT Auto 13000A inverter spot welders, with approvals from major vehicle manufacturers across Europe. • A complete line-up of compressors ranging from piston to screw types. Air compressors with accompanying air dryers for moisture elimination.





AutoForum - May / June 2018

Using adhesives in plastic repair

Douglas Craig

Now that the collision repair industry has moved past the stigma of repairing plastic automotive parts rather than just replacing them, adhesives provide an economical and uncomplicated solution for technicians to make successful repairs. Now that the collision repair industry has moved past the stigma of repairing plastic automotive parts rather than just replacing them, adhesives provide an economical and uncomplicated solution for technicians to make successful repairs.

Plastic Repair Process Using Adhesives” and “Composite and Plastic Repair Process Using Plastic Welder.”) Repairing a damaged plastic car part is as simple as identifying the damaged part and choosing the right repair adhesive,” he says. “With the right adhesive product, you don’t need to understand the type of plastic with which you are working. This really simplifies the repair process and saves time involved searching for mold marks, or in the case of plastic ‘welding,’ conducting multiple rod adhesion tests to match the substrate.” This is significant, especially as the use of plastic in vehicles continues to grow. Not only are automotive manufacturers staying focused on reducing vehicle weights – also known as ‘lightweighting’ – to comply with government regulations on fuel efficiency, but plastics and polymer composites continue to remain an integral part of vehicle safety and performance breakthroughs. The 14.65 million light vehicles assembled in the United States and Canada in 2016 – the latest available data, required nearly 4.9 billion pounds of plastics and polymer composites valued at $5.7 billion – $390 in every vehicle, according to the American Chemistry Council’s November 2017 report “Plastics and Polymer Composites in Light Vehicles.”

Each year, the collision repair industry is presented with thousands of plastic automotive parts that can be restored to original equipment manufacturer (OEM) standards – and done so simply and often profitably – rather than being replaced after they have been damaged. New simplified procedures of using repair adhesives for plastic repair provide an alternative to more cumbersome procedures – both past and current – that require intensive training and sometimes costly equipment. Repair adhesive products that are specifically formulated to be used on plastic for more than cosmetic repairs, offer straightforward solutions. For example, torn bumper tabs can be created with the plastic repair adhesive, enabling technicians to make a new tab, bond it to the assembly, and continue with the repair job. Emblems, headlamp modules, grilles, cladding, door trims, among other vehicle parts, can also be restored to “like-new” condition with repair adhesives when they are used properly, according to Kevin Creegan, Sales Manager for LORD Fusor Aftermarket Repair Adhesives in the U.S. and Canada for LORD Corporation. Although it can be helpful, there is no need for the vehicle repair technician to identify the type of plastic material – i.e. determine if the plastic material is flexible, semi-flexible, rigid or semi-rigid – just that the part is plastic. (It is generally required to determine if you are working with an olefin plastic to determine if adhesion promoter/surface modifier is required). As long as the technician selects the appropriate repair adhesive, while also following proper OEM recommendations, almost any plastic part can be effectively repaired with a repair adhesive, Creegan explains. Conversely, he adds, identification of plastics required for repairs made with a plastic welding can be both confusing and time consuming. (See diagrams, “Composite and


By 2020, the average car will incorporate close to 770 pounds of plastics, up from more than 400 pounds in 2014, predicts analyst IHS Chemical in the report: “Weight Reduction in Automotive Design & Manufacture.” Staying on top of training Since plastic used in vehicle manufacturing is obviously here to stay, training is crucial, regardless of the process used to repair it. Although it may seem obvious, it’s worth continually reiterating its importance as well as emphasising that procedure- and product-specific training is a must. “Any reservations about the use of plastic repair adhesives can be addressed with these few simple words and phrases: Training and Standard Operating Procedures (SOPs),” Creegan states. “If technicians experience problems with using plastic repair adhesives, it is usually because a technician is not properly trained and is not using the product correctly.” Making plastic repairs with adhesives is relatively simple, but it is important to understand the product being used and to carefully follow instructions to guarantee the best results. “It’s more than just pumping in a product to glue parts together,” Creegan emphasises. “If the repair procedure is completed properly the first time, the repair will last for the life of the vehicle.” Basic training is required to understand how to use adhesive plastic repair products, but body shop technicians can make repairs fairly quickly by following SOPs provided by the product’s supplier. At the same time, repairers need to ensure they are also adhering to vehicle maker specifications.

Douglas Craig is the Technical Application Engineer & Collision Industry Liaison, Structural Adhesives Tech Service for LORD Corporation. Reprinted with permission from Auto Body Repair Network.

Skill and precision are also important points to remember when using adhesive repair product. When dealing with plastic parts, urethane chemistry represents the best choice because it is flexible, strong and sands to a feather edge. “This doesn’t mean other adhesives such as acrylics and epoxies aren’t strong, but urethane adheres better to plastics including fiberglass, Kevlar, and carbon fibre,” Creegan points out. Consider equipment costs When considering a new process or technique for repairing plastic parts, all components involved in that solution should be considered. This includes taking equipment costs into account as well as examining the cost of consumables, such as cost of adhesive, costs for nitrogen gas tanks, and the high cost of replacing a membrane in a nitrogen “generator” contaminated by “dirty shop air.” (Dirty shop air can also cause plastic repair failures – wether it be adhesive or welded.) Plastic welders require regular maintenance and many types of rods to fix all the different types of plastic, which regularly need to be updated and restocked. It’s also worth noting that welding is highly dependent on material compatibility, only like materials can be welded. “Equipment costs of plastic welders vary by manufacturer, but high-end models with a lot of bells and whistles can exceed five thousand dollars or more,” says Creegan. “The same amount of money invested in adhesive repair products would provide for enough material to last five or six years and allow for hundreds and hundreds of repairs to be made. It’s also worth noting that adhesives require no capital investment and can be ordered just in time or as needed from the shop’s local paint distributor.” Polypropylene (PP), Thermoplastic Polyolefin (TPE) and Thermoplastic Elastomeric Olefin (TEO), the most common plastics used in vehicle construction, all vary in their characteristics as well as the temperature at which the plastic reaches a molten state for welding to occur. If the temperature is too cold during welding, the material will not adequately flow together. If it’s too hot, it can cause material degradation. Most welding processes also require joint designs, which may be complex and difficult to mold. None of these concerns apply to repairs made with adhesives.

eventually just collecting dust?” Creegan says, comparing the latest “shiny, new equipment” to a treadmill or other piece of equipment that ends ups as a clothing rack or just collecting dust. Don’t skimp on surface and application prep One of the most important steps in the repair process is cleanliness. Technicians need to ensure the surface of the plastic parts to be repaired are thoroughly cleaned front and back using adhesion prep/cleaner specified by the adhesive manufacturer before starting the process. Cutting corners on proper surface preparation can cause the adhesive to fail. Clean with prep/cleaner products specially formulated to remove all waxes, silicones, dirt, and road oils. Dust and debris can be removed with compressed air. Tips to help collision repair technicians with proper surface prep: • Thoroughly clean the surface! Preferably first with a surfactant (soap) and water then followed up with a cleaner specifically designed to remove waxes, silicones, and road “grease.” Do not allow cleaners to soak into the plastic, especially composite panels such as SMC or other FRPs. • Make sure that all surfaces are dry before proceeding to the next preparation step. • Backing patch: A backing patch is needed if the damage penetrates through the part, such as a bumper cover. • Sanding and abrasion: Abrade the surface and apply a surface modifier, if needed. Scuffing the substrate with a scratch-pad, sanding with a variety of grit ranges, or grinding are all techniques that can create more surface area. An abraded surface typically has double or triple the surface area compared to the original flat, smooth surface but always be cautious to sand “slow” so the plastic does not “burn” or the bond will actually be weaker. • Surface modifier or adhesion promoter: Use the recommended surface modifier or adhesion promoter before applying the adhesive. Surface modifiers and adhesion promoters must be fully flashed or cured. After completing thorough surface preparation of the part to be repaired, technicians need to make sure the adhesive itself is properly prepped. The ratio in a two-component adhesive cartridge is critical because it will otherwise be off ratio.

Circling back again to training, there is also necessary instruction that must be conducted on both the equipment and process for plastic welding. Training is very important for proper use of collision repair adhesives but requires several fewer steps than a plastic repair procedure that requires equipment such as a plastic welder. “In the case of a major equipment purchase, you get a shop demo and an instructor will be brought in for a day of training,” Creegan observes. “But where does the follow up training come from? If a trained technician leaves a shop, who is responsible for training new technicians? To that end, it makes good business and economic sense to broaden shop offerings by using an adhesive solution for plastic repair. “Why not explore adhesive solutions offered by the local distributor instead of spending a few thousand dollars or more on a new piece of equipment that may end up


BODYSHOP NEWS Should the plungers not be leveled first, the mixture will be off ratio, likely resulting in a failure,” he says. “You also need to purge a few inches of material from the mixer nozzle before beginning the application.”

quick guide A quick guide to successful repair of plastic vehicle parts with adhesives. Follow these guidelines when using repair adhesives to guarantee successful vehicle plastic repairs: Proper preparation: • Surface preparation – clean the front and back of the surface using the recommended cleaner • Backing patch – a backing patch is required if the damage penetrates through the part, such as a bumper cover • Sanding – for certain repairs use a sander or sandpaper to

AutoForum - May / June 2018 Warranty considerations When deciding which process or combination of processes to use for plastic repair, warranty issues also need to be considered. Adhesive repair manufacturers have their own product warranties. A plastic welder manufacturer also may warrant their repairs against failure, but typically their process requires adhesive to prepare the repair for the next step – refinishing. “This poses the question: ‘Who will warranty the complete repair when the process is a combination plastic weld and adhesive use?’” Creegan asks. “Adhesive manufacturers will typically warranty repairs made using their material and process for the life of the vehicle. Does the manufacturer of a plastic welder provide the same across the broad spectrum of adhesives that can be used to make the repair ready for refinish?” Removing the guesswork The best way to really understand and learn how to use plastic repair products – in addition to training, of course – is to work with a reputable supplier/distributor.

prepare the surface for proper adhesion Proper application: • Surface modifier or adhesion promoter – use the recommended surface modifier or adhesion promoter before applying the adhesive • Equal mix – two-component adhesives require leveling of the plungers. Typically, a bead of adhesive should be dispensed through the mixer before it is applied to the repair area. Proper finish: • Curing times – Follow the manufacturer’s suggested curing times to guarantee optimal repair adhesion. In some instances, parts may require clamping or taping during the curing process or the use of a heat gun. • Sanding – Follow the manufacturer’s recommended sand times to finish sanding the adhesive.

Selecting an adhesive takes the guesswork out of plastic substrate identification and repair process decisions. There are products on the market that can be used on all plastic parts whether they are flexible, semi-rigid or rigid.” Having to use just one product for all types of plastics reduces the complexity of a repair and reduces inventory. Repair adhesives give technicians the advantage of making repairs from beginning to end, and they know the upfront cost from a consumable asset. To learn more about plastic repair and to sign up for training, visit www.fusor. com and Adhesives Training Courses • Plastic and Composite Repair PLA03 - Course-Description?WebCode=CourseDescriptionLive&course=PLA03 • I-CAR: Welded And Adhesively Bonded Panel Replacement (EXT02) - See the course outline at pdf (Short link: • I-CAR: For the full I-CAR course catalog, go to Home/Educational-Programs/Course-Catalog/Full-Course-Catalog (Short link: • LORD Fusor: Visit to learn more about training available for plastic repair and other training with adhesives. LORD Fusor: For specific user instruction and technical data sheets for all Fusor Aftermarket Repair Adhesives solutions, go to products-and-solutions/brands/fusor-repair-adhesives/user-instructions


Celette’s new Italian design spray-booths the benchmark in excellence Celette SA has unveiled its new high performance automotive spraybooth/oven, which - it explains - offers the benchmark in Italian technology, design and build quality. This latest model renders exceptional performance and ruggedness, designed and built for the modern panel shop. There are multiple options available, including raised metal base, pit installation or lateral sidewall ventilation system, all of which ensure that the repair shop has the most modern, eco-friendly and cost effective equipment available. Celette SA offers a 15-year warranty on all heat exchangers and a 2-year warranty on all other components. The booth also offers lower sidewall lighting and a touch screen control system. Celette SA points out the benefits of Direct Fire LPG Heating, including its reduced fuel consumption, 100% heating efficiency and reduced humidity. At the same time, the system allows for even heat distribution throughout, and boasts eco-friendly credentials, with increased productivity by up to 25%.



AutoForum - May / June 2018 Aftermarketplace Directory

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AUTO ELECTRICAL Auto Cosmos - Electrolog

Electronic Parts (Electrical) Catalogue

012 327 6210


Parts, Accessories & Batteries

011 651 9600

AAAS - Parts Incorporated Africa

Automotive Components & Accessories

011 879 6000

Highveld Garage Equipment

Air Conditioning Specialists

012 330 0540

Snap-on Equipment

Diagnostics Equipment

0861 762 766


Spray Booths,Chassis Aligners, Compressors & Welding Equipment

011 444 6454


Chassis Aligners, Compressors & Spray Booths

083 628 2288


Pressure Washers & Vacuum Cleaners

011 444 6454

Highveld Garage Equipment

Pressure Washers & Vacuum Cleaners

012 330 0540


Tools & Garage Equipment

011 879 6000


Electronic Chassis Straighteners

011 444 6454


Wheel Alignment Equipment

011 651 9600


Diagnostic Equipment

011 651 9600

Highveld Garage Equipment

Engine Analyser & Diagnostic Scanners

012 330 0540

AAAS - Midas

Diagnostic Tools & Garage Equipment

011 879 6000

Snap-on Diagnostics

Diagnostics Equipment

086 176 2766

Tenneco - Monroe

Shock Absorber testers

011 574 5602


Tools & Garage Equipment

011 444 6454


Wheel Alignment Equipment

011 651 9600


Diagnostic Equipment

011 651 9600

Highveld Garage Equipment

Tyre & Lifting Equipment & Tools

012 330 0540


Tools & Garage Equipment

083 628 2288

Ital Machinery

Brake & Clutch Machinery

011 483 3737

John Bean - Snap-on Equipment

Wheel Service Equipment

086 176 2766

AAAS - Midas

Tools & Garage Equipment

011 879 6000

Snap-on Tools

Tools & Garage Equipment

086 176 2766

Alfa International

Brake Drums, Discs, Linings & Pads. Clutches & Flywheels

011 608 0801/3

AUDI Parts

Genuine OE Parts

086 043 4838

Auto Magneto

Alternators, Starter motors, electric & electronic parts

021 531 8144


Parts, Accessories & Batteries

011 651 9600

AAAS - Midas

Aftermarket Parts & Accessories

011 879 6000


Engine parts, Filters & Thermal management

041 408 3598


Aftermarket Parts & Accessories

011 879 6000

AAAS - Parts Incorporated Africa

Automotive Components & Accessories

011 879 6000


Shock Absorbers

011 574 5602

VW Parts

Genuine OE Parts

086 043 4737

Auto Cosmos - Electrolog

Electronic Parts (Electrical) Catalogue

012 327 6210


Automotive Training Courses

011 651 9600

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+27 10 599 6165








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AutoForum May / June 2018  
AutoForum May / June 2018