Radiator NEW ZEALAND
April 2013 $8.00 + GST
Keeping members informed for over 90 years
Brake development shows no sign of stopping Pages 10-12
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contents April 2013
6 CEO Comment - Stephen Matthews Look to the regions
Road Test -
Regulars 24 25 26-27 28-29 32-35
Collision Repair News
Murphs Column Mediation Matters MTA Advocate Bodywork -
40-43 Statistics 46-51 Industry Training 56-57 Service Station News 59-61 Environmental News 62 I.T. Techtalk 63 Member Benefits 64 Better Business 65 H.R. Advice
the right tools
NZ Radiator Magazine ISSN 1179-7800. Managing Editor: Ian Stronach Production Editor: Peter Woodcock Phone 04-381 8805, Email: firstname.lastname@example.org Advertising Representative: Cathy La Ville Phone: 09 413 8577 - Mobile: 022 531 1638 Email: email@example.com Published/produced by Motor Trade Association for MTA Members. PO Box 9244, Level 2, 79 Taranaki Street, Wellington. Phone 04-385 8859, Fax 04-385 9517, firstname.lastname@example.org, www.mta.org.nz. Printed by Astra Print, a Kalamazoo Group Company
10-13 Brakes- Alistair Hill 14
Transmissions - Martin Brooks
16-17 Member Profile - Paterson Tyres 18-19 Feature - Selecting the right tools 20-21 Feature - Bolt upright 22-23 Road Test - Mitsubishi Mirage 38-39 Member Profile - Marty's Panel & Paint 44
Used Car Prices Part II
52-53 Member Profile - Brendon Motors Karori
Front cover image courtesy of Bendix
The Motor Trade Association (Inc) is not responsible for statements, opinions or factual matters published in the NZ Radiator magazine, nor do they necessarily reflect the views of the MTA, its Board of Directors or its advisory/specialty committees, unless expressly so stated and does not endorse advertisers. NZ Radiator magazine is available free to all members of the Motor Trade Association. Information on products and services contained in the editorial and advertising pages of this magazine is published as a service and no responsibility will be taken for inaccurate information. NZ Radiator magazine does not imply the endorsement of any product or service. The publisher reserves the right to refuse advertising and editorial at any stage. Copyright: No part of the NZ Radiator magazine may be reproduced in part or in whole without the written permission of the publisher.
Wellington Office Contacts Phone 04-385 8859 Mediation Line Stationery Department Debtor Info Signature Security Eftpos Southern Cross Healthcare Cardlink (Drivecard Fleetcard Enquiries) Marsh Insurance Product Services Manager Group Accountant
MEMBER FREEPHONE 0800 00 11 44 www.mta.org.nz 5â€˘
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Fax 04-385 9517 0508 682 633 0508 682 682 0800 734 335 0800 682 744 0800 338 767 0800 100777 0800 663 866 0800 MTA MEM (0800 682 636) Danny Garrick Lionel Wong
comment Stephen Matthews MTA Chief Executive
Look to the regions
One of the fundamental challenges that governments everywhere face is the allocation of resources. Different interest groups, whether they are based around location, occupational group or anything else, are always seeking to have their needs met. The job of government is of course to allocate the nation’s finite resources as best it can. It doesn’t matter where you are, or which party is in power, there is never enough to go around; there’s always someone or some group who think it’s been unfairly treated. Of course the art of politics is to try to please as many different people as you can by getting everyone to compromise to one degree or another about what they will actually put up with or settle for.
We are no different in this country of course, and face the same problems as everyone else in this regard. Transport is a particular case in point. The current Government has promoted its policy of Roads of National Significance (RONS) as a cornerstone of national economic development. They have identified seven roads, which they call ‘essential state highways’; if developed ‘properly’, these will boost our national economic prosperity. As with all of these things, not everyone sees them in quite the same light. But whichever way you view this approach, it does clear up the nature of the challenge that lies before us. The majority of these RONS projects are in the top half of the North Island, with three of them being in and around the Auckland area. That’s as it should be, with the majority of our population living in these areas. At the same time though, it demonstrates our unique problem. More and more of New Zealand’s transport (not to mention other parts of our infrastructure) problems revolve around the Auckland area. Unfortunately, it seems that right now we don’t have an answer as to how to stop this getting worse. Most of the economic and employment growth is occurring in the Auckland region, and it’s where the majority on immigrants are choosing to settle. It’s where most of the opportunities are being created, and that in itself draws even more people to live and work there. The more people arrive, the greater the need for more transport-related expenditure, whether for roads or public transport systems. At the same time as Auckland is in need of an ever greater level of resource, the infrastructure in the rest of the country also needs to be maintained and in some cases the art of even expanded. Clearly there is an politics is to try to imbalance here that no-one seems to want to acknowledge right now. please as many Auckland is growing faster than different people anywhere else and taking more as you can and more resources to keep it functioning, while other parts of the country have to get by on what’s left over. This is not an anti-Auckland stance at all, simply a request that some recognition is given to the fact that this is a problem, and if nothing changes, that it’s going to get bigger.
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Government plays an important role in managing migration flows, and this could be better controlled if more opportunities were made available in the regions. In other countries, and in this country in the past, we have embraced the concept of regional planning, precisely to avoid the’ top heavy situation’ we find ourselves in today. There are numerous ways to ‘encourage’ new migrants to settle in areas other than our major city(s), and just think of the impact that having just a few hundred new people settle in some areas of this country each year would have. Besides which, there are already plenty of existing schools, roads and the like in our regions. While we are just completing the latest census, it will be some time before the first results are out. It will not surprise anyone though if we discover that Auckland is currently home to more than 25 percent of our whole population. That proportion would make us pretty unique in the modern world – Sydney for example accounts for around 21 percent of Australia’s population, London 14 percent of the UK’s and Paris around 16 percent of France’s population. We are seeing the result of this lack of a regional approach in
radiator April 2013
21/3/13 2:56:49 PM
Auckland’s housing market – the lack of land that’s been opened up in recent times is now mixing with the thousands of migrants settling in the city leading to a squeeze on existing housing stocks and a strong hike in prices. Government and local bodies have both failed to deliver here.
To the following members who joined the MTA team during the last month
In the same way that the Government has adopted a system whereby it is attempting to ‘pick winners’ in terms of the new businesses it is prepared to back, then why not look to do that for firms prepared to locate to less populous areas? Other countries do it, and it provides for a much healthier spread of population across the country rather than we have right now. Politically the Government is heading towards the proverbial rock and a hard place; after decades of lack of appropriate investment, it cannot ignore the needs of our largest region, but at the same time, it needs to continue to fund projects in areas where the population is static or growing only very slowly. There is never enough funding to go round, but everyone’s demands seem so compelling and reasonable.
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It seems to me that now is the time to break the model that we’ve been working to in recent times. Christchurch has shown us that with proper forethought we can consider building successful cities; we need to take the same approach to Auckland. We need to think about ways to spread the growth around though, to get people to move to and stay in parts of the country outside the Auckland region. Absolute and sustainable growth over the long term can only occur when all parts of the country are growing. Growth doesn’t need to take place at the same rate in all places, but if we don’t act now it may never be possible to get the balance right again.
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Annual Trade Night
National President, 1985-86 Taranaki service station operator and former MTA National President Colin Bruce Crockett died at Te Rangimarie Hospice in New Plymouth on 2 February. Bruce was the sixty eighth National President of MTA, from 1985-1986. Bruce came from Stratford and was a life member of the Taranaki Branch. Bruce took up the position of National President with extensive experience in the service station sector, having operated two in his region. His interest in the distribution of alternative fuels led to involvement in the formation of the Taranaki Bottled Gas Company. In the years leading up to his election, Bruce represented MTA on a number of committees concerned with alternative fuel distribution, as well as the setting of standards for conversions. Bruce had a high regard and personal dedication to contribute to the work carried out by MTA – the opportunity to be in the positions he held meant a great deal to him, said Betty Crockett, Bruce’s wife.
Automotive Supplies Limited's Annual Trade Night was held on Friday, 15th March 2013 and drew a number of industry leaders displaying their latest innovations and products. This event is one of the few that the motor industry holds and is always extremely well supported. Here, pictured with Cathy La Ville from MTA Radiator Magazine are the 3 lucky winners of a $100 MTA gift voucher.
Bruce is survived by his wife Betty, children Sharon and Peter, Lane and Fiona, and four loved grandchildren. Betty would like to thank MTA for all that it brought to Bruce, as well as the show of support at the time of his passing.
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Rod Earnshaw hits the slopes, without the snow Over 600 members took part in the Communications Survey that was run throughout October 2012, but only one was lucky enough to win a mystery weekend away for two. Rod Earnshaw, owner of BP Clive, took out the prize and spent the weekend with his wife, Margie, at the Chateau on Mt Ruapehu. Rod and Margie made their way over to the National Park from Hawke’s Bay, stopping at Taupo to watch some of the New Zealand Ironman event that happened to be on that same day. It was then onto the mountain to check in and explore. They headed up the mountain and had a look around the ski lodge village, topping it off with a nice cool beer as they soaked in the surrounding views. Dinner was a beautiful three course meal, accompanied by a bottle of Gisborne’s finest Gewürztraminer. And as we’re in New Zealand and everyone knows everyone, they managed to bump into some friends while they were there. Rod said “We wound up the evening with a few rounds of Drambuie shots,” – what a way to top it all off! Sunday morning saw Rod and Margie venture to the top of the mountain on the chair lifts. When they returned to Whakapapa Village they decided to explore the trail to the Taranaki Falls, a round trip of two hours. As the old saying goes, you’ve got to be in to win! And MTA enjoys giving things away so there will no doubt be more opportunities for you to win something too. Rod said, “Margie and I had a fantastic weekend at the Chateau!” And all he had to do was fill out a simple survey – planning a weekend away doesn’t get much easier than that.
Rod and Margie filled their tank using their MTA Gift Card before hitting the road for their weekend away.
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Brake system development today has moved far beyond the simple friction based drum and disc brakes prevalent on New Zealand’s roads today. The advent of the electrified drivetrain through either hybrids, battery electric vehicles, or within ten years fuel cell electric vehicles – which will be much better suited for New Zealand’s drivers outside the main urban centres than battery EVs, will lead to useful ranges and refuelling times, and benefit from sustainable New Zealand power generation, as hydrogen can be used as a grid levelling and energy storage solution (those interested should look at the work of The International Partnership for Hydrogen Fuel Cells in the Economy - http://www.iphe.net/). The practical upshot of using batteries today whether for stop-start operation (sometimes called micro-hybrid), plug-in hybrid, conventional hybrid or battery electric vehicles is that electricity is a valuable commodity. And, while automotive lithium ion technology remains as yet inadequate in terms of energy density, it does have a very good ability (although lead acid technology is fighting back with new designs) to take up charge in small bursts – such as using deceleration to generate electricity as well as friction retardation. Vehicles with both obviously need the power electrics to cope with the transient generating cycles and the ability to blend friction and generating based retardation in a safe and predicable way that satisfies the technical requirements, the customer and construction and use regulations – which are very hot on making sure that the rates of retardation for different vehicles on the road fall in a relatively narrow band. After all it would be stupid to design a system where none of the vehicles in a stream of traffic can brake at the rate of the truck and trailer at the front. Technically this is easy to achieve, but from a road safety point of view it is a nightmare waiting to happen. The architecture of braking systems in today’s passenger cars is a result of historical evolution. Hydraulic actuation of brake force later supplemented the original task of activation. This first made it easier to control braking (ABS), before improved stability through electronically controlled intervention (ESC) made its appearance. A third component now usually supplements the two system components above: a vacuum pump works in conjunction with a brake booster because the efficiency of modern vehicle engines means that there is no vacuum available for brake boosting from the throttle. Until now, this architecture has served well. However, with the introduction of hybrid and electric vehicles, the situation changed abruptly. One of the main efficiency advantages of this new form of propulsion is its use of the kinetic energy stored in the vehicle to generate electrical current (regeneration).
radiator April 2013
Regenerative braking systems and brake blending The transition from mechanically to electrically assisted braking must not distract the driver through a change in the feel of the pedal nor may the transition be audible. The most effective means of accomplishing this is to completely uncouple the brake pedal from the force function. Today’s hybrid vehicles accomplish this, albeit with some functional limitations. During stop-and-go driving regenerative braking utilises the electric motor during braking to generate electricity, which is then stored in the battery for later use. In effect the kinetic energy normally lost during deceleration is harnessed and converted, maximising the hybrid efficiency of the vehicle. 1. Electric Machine 2. Power electronics 3. Energy storage 4. EBS (ECU and HCU) 5. SBA (Simulator Brake Actuation) 6. Steering Angle Sensor 7. ESP Sensor Cluster 8. Hydraulic Wheel Brakes 9. Wheel Speed Sensors
sensor signals energy lines hydraulic lines brake force of friction brake regenerative brake force
Figure 1: By-wire brake system layout with regeneration Source: Continental
Mechanically an electric motor has the capacity to operate equally well as a generator when driven by some external rotational force. In a hybrid vehicle, operating the brake pedal signals to the electronic control system to disengage, switch off the internal combustion engine and let the vehicle’s momentum drive the electric motor via the drivetrain. The electric motor will generate AC electric energy, which the inverter system converts to DC for recharging the battery. The control system optimises the regenerative braking in combination with activating the conventional hydraulic braking system, according to the pressure applied to the brake pedal. Gentle deceleration will maximise the use of the regenerative system, but emergency braking will utilise the conventional braking system. In stop-start urban driving, the typical driving cycle involves frequent acceleration and deceleration. A regenerative braking system is therefore one of the key technologies in increasing the fuel efficiency of a hybrid vehicle in the urban driving cycle. Toyota claims that the regenerative braking system in the Prius can save as much as one litre of gasoline per 100km in the urban driving cycle. The whole concept of regenerative braking has now spread to other sectors of the automotive industry. Bosch Rexroth is currently evaluating a unique Hydrostatic Regenerative Brake (HRB) system on refuse trucks in New York City commissioned by the New York State Energy Research and Development Authority (NYSERDA). The trucks use a hydraulic pump/motor, connected to the driveline, to capture kinetic energy during vehicle braking. Mazda have fitted a system that uses a supercapacitor to the new Mazda6. Called i-ELOOP (stands for Intelligent Energy Loop). The system
is scheduled for production from mid-2013 and the OEM claims fuel efficiency improvements of 10 percent in stop-start operation, while adding just 9.3kg in weight. The supercapacitor moves away from the typical hybrid approach of a specific battery and alternator and strategically it is useful in reducing the overall power output requirement of the alternator.
Figure 2: TRW’s second generation slip control boost brake technology. Source: TRW
Supercapacitors accept and release charge much more quickly and can be discharged and recharged many more times—and with far less deterioration than a battery. The Mazda unit can accept a full charge in just 8-10 secs. And, although it can discharge in as quickly as 40 secs (at a maximum rate of 50 A/14.5-V), the capacitor may take up to about 113 secs when the load is at the minimum—about 18 A. The battery capacity is unchanged, because a primary factor is the requirement for worst-case cold start, which would not include a charged supercapacitor.
All of the major electronic braking system suppliers including Bosch, Continental Teves and TRW have developed such systems. TRW’s system, dubbed Slip Control Boost (SCB), had its first production application on the General Motors two-mode hybrid SUVs and the fuel cell Equinox that is being used for Project Driveway. The SCB system replaces the traditional brake actuation system, including boosters, master cylinders and vacuum pumps with an electrohydraulic control unit (EHCU), and a brake pedal simulator with a twin master cylinder to supply brake pressure. This offers several advantages, including ease of installation with fewer components, improved packaging in the front dash area versus under hood applications, a decoupled brake pedal that is ideal for integration into autonomous or emergency braking systems, and enhanced Noise Vibration and Harshness (NVH) characteristics for smooth and quiet brake application. TRW has announced a second-generation version SCB2 that is 25 percent smaller and lighter than the original. The SCB2 system can also be used on diesel vehicles to replace the vacuum pump or hydraulic assist systems for the brakes. This should lead to a lower cost, which will contribute to OEMs reducing the costs of their hybrid and electric vehicles. Continental’s ESC Hybrid is based on a standard hydraulic brake system. The only additional part needed is a brake pedal position sensor. When the driver depresses the brake pedal, the driver activates the hydraulic brake. Simultaneously, the pedal position sensor measures the brake pedal stroke. The brake HECU converts the brake pedal stroke into a deceleration torque and commands an electric generator to achieve the torque.
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The overspill of regenerative braking into non-hybrid applications has already been explored by BMW. The 2010 BMW M3 Coupé is not a hybrid model but was fitted with their unique Brake Energy Regeneration (BER) System. The advanced alternator that it houses is activated only when the accelerator is released or the brake is applied and creates the energy. As a safety precaution the BER system monitors the level of battery charge and will, if necessary, continue to charge the battery even during acceleration, to prevent complete discharging. Fuel efficiency improvement using this technology is estimated at 3 percent. In order to facilitate the blending of regenerative and conventional braking, a brake system needs to monitor the driver’s braking request and then seamlessly blend the maximum amount of regenerative braking with a corresponding amount of friction.
Brake HECU Brake pressure
Brake pedal position TMC pressure
Brake pedal position sensor
Vacuum Vacuum sensor
(Electrical machine, combustion engine)
Figure 4: Continental’s regenerative braking system layout Source: Continental
In essence, the driver simultaneously activates the conventional hydraulic brake and the electric generator based brake. The recuperation focuses on the dominant vehicle deceleration range (up to 0.2g – dependent on the availability of the generator). The driver compensates the decreasing generator torque at low vehicle speed. To increase the recuperation efficiency, the hydraulic brake is activated only when there is a strong brake pedal thrust, whereas with normal braking the braking energy is recuperated by the generator (i.e. the eGap). The eGap takes advantage of the already existing valves in the brake HECU. Figure 3: Mazda’s supercapacitor based regenerative braking system layout
continued on page 12
radiator April 2013
Based on the experience obtained from producing two generations of electrohydraulic braking systems for hybrid vehicles, Continental has developed an integrated braking system. Plans are currently underway to commence mass production in 2015. Figure 4 on the previous page shows the brake-by- wire system, consisting of the wheel brakes and pedal. A compact unit comprises signal recognition, generation of brake force and modulation (hydraulic block and control device, ECU). It can also be mounted on the bulkhead instead of the usual position thus aiding with under bonnet packaging constraints. The blue system outline shows its compatibility to today’s vacuum brake boosters. Its abbreviated length is particularly advantageous compared to the conventional arrangement with a brake booster and a master cylinder. Compared to a typical 8”/9” tandem brake booster, this could yield 100mm and more of deformation zone in a crash situation. An additional benefit to consider is the fact that the braking system does not require any vacuum, which means that the vacuum pump is no longer necessary. The electrohydraulic braking system normally uncouples the driver from the activation process. Attached to the pedal linkage, the brake pedal activates a tandem master cylinder. The cylinder recognises the signal from the driver through electronic sensors, activating a pedal feel simulator hydraulically. The pressure in the simulator chamber is hydraulically independent of the level of force on the wheel brakes, adjusted by a highly dynamic electric motor. The driver does not notice any difference in pedal pressure if the ESC or the ABS intervenes because they are uncoupled from the pedal. In contrast to existing systems that work with either an active booster or a vacuum reservoir, it produces better control over pedal feel.
The architecture of braking systems in today’s passenger cars is a result of historical evolution. The characteristics of the pedal feel (curve) are not only adaptable to a specific make or model with regard to pedal effort/travel. The driver or the situation can also influence vehicle deceleration through software parameters. Uncoupling also provides ideal conditions for regenerative brake systems. For example, highly dynamic changes are possible without the driver noticing any lapses in braking. The actuator generates braking force in the integrated braking system. A brushless DC motor provides the drive. Its high efficiency helps to restrain maximum overall demand to ≤100 A. The electric motor moves the working piston directly via a ballandscrew spindle. The volume of the working piston is around 50 cm3/s in the current version and since the load on the ballandscrew spindle comes from only one direction, it is effectively free of play, Compared to conventional hydraulic braking systems, the Continental system offers greater braking force for safety systems that trigger emergency braking in hazardous situations. For a vehicle weighing around two tons, full brake force is available within 150 metres. The primary reason for this is that the brake fluid needed to create braking force is already in the cylinder in front of the piston, whereas in a common system, the brake fluid must first be drawn into the cylinder and then compressed. The difference becomes noticeable particularly at cold temperatures because the increased viscosity of the brake fluid causes it to be drawn into the cylinder more slowly.
Figure 5: Comfortable regeneration requires uncoupling the pedal and quiet and highly dynamic of braking force regulation Source: Continental
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radiator April 2013
ZF 6 Speed
Over this series of articles we have looked at various different transmissions, some older and some more current models. In this article we are going to look at a transmission that has been around for a few years but we are now likely to see in our shops more frequently. The transmission is the ZF 6 speed range that we find in many European vehicles and also in the Australian Ford Falcon. The transmission comes in a range of torque capacities which do have some differences but the basic design is the same so in this article we will generalise; but for reference the ZF designations range from 6HP19 through to 6HP32. The unit is a 6 speed unit designed for longitudinal mounting in the vehicle and is available in both two wheel drive (front or rear) and all-wheel drive versions. Compared with the 5 speed units that it replaced the transmissions are about 13 percent lighter and have fewer parts. They are also shorter in construction and have a greater torque than the units they replace. The unit utilises a planetary gear system of the Lepelletier type along with 3 clutches and 2 brakes. A feature of the Lepelletier system is the sungear mounted to the rear of the pump.
As is common with other transmissions a lockup torque converter of the progressive application type is also fitted. Transmission control is achieved by means of a Mechatronic unit situated in the transmission; this unit is a combination of valve body, solenoids and transmission controller with all transmission sensors such as speed and temperature being incorporated. This means that there is very limited wiring required. In fact only the CAN bus, power and ground are required. Obviously from a manufacturing point this simplifies construction but it makes diagnosis and repair more difficult and expensive. It hurts when a speed sensor that could be bought for maybe $100.00 for another vehicle requires replacement of the entire Mechatronic at maybe $3500.00! Especially as the sensor probably only cost a couple of dollars to make. Such is progress. Some units with the “E” type mechatronics do not have a mechanical linkage for the shift lever or the parking mechanism. There are solenoids for these functions as well. However there is a manual override for the parking mechanism that can be used in the case of power failure or when towing the vehicle. It is worth noting here that the Mechatronic is programmed to the vehicle making changing a transmission unit more difficult. The programming is done
Pan with Integral Filter
in three stages, the ZF Base programme (Think Bios in a PC), the manufacturer’s programme to allow communication with their equipment (PC operating system) and the actual vehicle programme specific to the vehicle (Software programme). Care must be exercised if working on the unit to avoid electrostatic discharge especially if working on or near any connections. The correct fluid is essential for correct operation. Fuid is available from the specific vehicle manufacturers but there are also alternative suppliers. The important thing to check is that it is designed for the specific transmission. Servicing the unit can throw up some issues as the filter is constructed as part of the transmission pan, therefore replacement of the filter means that you replace the pan as well. The pan with integral filter is actually non-metallic but a replacement metal pan with a separate filter is available. Just a point. On some model Range Rovers to remove the pan you need to lift the motor so the pan drops down enough to allow the filter pickup to clear. Although the transmission is very current at the moment there is already an 8 speed range and this new unit will be replacing the 6 speed over the next few years.
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Phone: 03 381 1333 email@example.com www.aceomatic.co.nz
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Pump with sungear at rear Contact martin @aceomatic.co.nz with any queries or suggestions
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• Exclusive Reward Points • Consolidated Monthly Billing • Instant Credit • Access to a vast Supplier Network • Travel • Business Protection www.capricorn.coop firstname.lastname@example.org Stephen Matthews MTA CEO putting the case forward to Associate Transport Minister Simon Bridges
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Capricorn Society Limited - Registered under the Corporations Act 2001
0800 401 444 ACN 008 347 313
MEMBER PROFILE - Paterson Bros Tyre Service
Keeping the wheels turning post Christchurch earthquake By Jayne Murray, MTA Communications and Marketing Coordinator
Like many businesses in Christchurch, the February 22 2011 earthquake affected Paterson Bros Tyre Service in a big way. But with a good bunch of people working hard together, Lyndsay Paterson and his team were able to get on with business in the fallen city, and make a few improvements along the way. Paterson Bros Tyre Service first opened for business on 1 April 1977 in its current location on Worcester Street in Christchurch. However the company had been in business, and an MTA member, for a while before that. It was first operating as Apex Tyre Company in 1968. It then became Gavin Paterson Tyre Service, and Dunlop Reliance, before the three Paterson bothers Gavin, Neville and Lyndsay, decided it was time to set up on their own. Gavin and Neville have since retired, leaving Lyndsay and his son Scott to run the business. Lyndsay says the thing that sets them apart from other tyre companies is the fact that they’ve been around for such a long time. “You learn more and more as you go. We’d just about know all there is to know about tyres. And the biggest advantage is to know how a tyre is made,” says Lyndsay. He explains that when there used to be tyre factories in New Zealand, tyre technicians would go on courses to learn how a tyre is made. Knowing how a tyre is put together helps when it comes to diagnosing why it has worn in a particular way. One of the Paterson Bros specialties is working with tyres for vintage cars. “We do a heap of vintage car stuff, and it’s totally different to the modern cars. There are not too many guys who have the time or knowledge to do this type of work. For example I think there would only be one or two of us who have the special cones to balance the old wire wheels. You can’t do them with your ordinary cones. It’s just a matter of having the right technology and gear to do it,” Lynsday explains.
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Lyndsay Paterson can still smile after all the upheaval!
After the earthquake Lyndsay says the February shake affected them in a big way – their building was severely damaged in the quake with two major brick walls blowing out. They were classed in the red zone and were put out of business for about 10 weeks. Lyndsay was in the building with a customer at the time the earthquake hit. They both got out ok but he explains it like trying to run on a boat in rough seas. “One minute the ground is gone from beneath your feet, and the next it’s up by your ears.”
Before the earthquake
“We lost a car – the boy was out getting some lunch and someone told him to get out and run, before the surrounding buildings collapsed. And Scott was out in the van picking up some tyres. He said it just about tipped the van on its side. It was unreal,” he says. For the ten weeks while they were closed down, they were getting 20-25 calls a day from people wanting tyres. A lot of people were getting fractures in their tyres, and bent rims from the earthquake damaged roads.
“There’s some really good guys out there who got things done for us. They got on the case, and just went the extra mile. It was really good of them,” he says.
Once the cordon was raised closer to Latimer Square, Paterson Bros were able to get back on site. Lyndsay had ordered a kit set garage and a couple of containers for them to operate from, and arranged a temporary permit so they could get back up and running.
They were in the tin shed for about 1516 months, but it was a bit of a hardcase set up, he says. He is grateful for his insurance broker who got things moving for them, and for Brendon Hammond Builders who came in and got their new building up really quickly too. The new building has allowed Paterson Bros to expand their service offering. They put in a range of new equipment including a two-post hoist, a four-post hoist, and a new belly lift hoist, which allows them to do a range of new services. They’ve also teamed up with Murray Beatson (a trade certified mechanic) who was formerly operating from Colombo street, who now allows them to offer wheel alignments on site. “It’s worked out really well for us. It took some planning and a bit of money plus insurance to get it all up and running, but it diversifies us a fair bit now. We can do a lot more, and now it’s just got to grow,” Lyndsay says. In hindsight he would have preferred to have closed down for 12 months, to avoid the problems they had with insurance. Although if he had done that he believes he would have lost the goodwill of his customers – and this is central to his way of doing business. “We pride ourselves here on good service. If you come here for a tyre, we try and do it on the spot for you, while you wait. We’ve always done it and that’s how we’ve always tried to operate. Our customers really appreciate that too and it keeps them coming back,” he says. Currently there’s Scott, Lyndsay and Murray in the workshop, along with Murray’s wife Sue who manages the office. But they’re planning to take on a couple of young guys over the next few years. “I’m over 65 so I’m looking at retiring in the next year or so, but Scott’s keen to take it over and he’ll make a brilliant job of it. We’ll get another lad or two on board that we can train up ready for when I retire,” Lyndsay says. But Lyndsay doubts whether he will actually leave. He has a vintage car, and a mini seven race car that he’d like to start working on, and says he’s likely to potter around out the back. If the old customers come in and want a yarn he’ll be there to have a chat. “That’s this place to a Tee,” he says.
The hazards of fitting Aftermarket Equipment to modern vehicles. Fitting aftermarket equipment to modern vehicles has many pitfalls and should only be undertaken by technicians with suitable training and experience. This is recognised by MTA with the recent introduction of an MTA aftermarket equipment specialist sector with appropriate equipment and technician competency requirements. Recently MTA have had advice of a taxi meter fitted to a 2009 Nissan Sylphy. This vehicle was purchased as a used import in September 2012 and then converted to a taxi. Soon after the fitment of the taxi meter the transmission would not change gears. The owner returned the vehicle to the selling dealer reporting the transmission fault. After an initial assessment the dealer employed a professional aftermarket equipment specialist who was familiar with fitting taxi meters to report on the vehicle. He found numerous wires which had been cut to test for input signals to the taxi meter, wires spliced with the copper still exposed, modules that had been left unsecured and hanging off wiring, wiring clips damaged and unsecured wiring, wires through holes drilled in the firewall not protected by a grommet to name some. In his opinion the gearbox stepper motor had been electrically damaged. This was reported to the New Zealand Transport Agency as an example of work being undertaken by untrained and/or unscrupulous repairers some of which can cause significant vehicle safety issues by damaging electronic components. NZTA contacted MTA asking if members were aware of any other issues. We put out a request in a member update asking members to report back any issues about which they are aware where incompatible aftermarket components or poor fitment practices have lead to the failure of vehicle safety systems.
Some issues reported back include. - Making up and fitting trailer harnesses to modern vehicles by the old school method of splicing straight to the relevant vehicle lighting wiring. This can result in damage to the vehicle electrical circuit and control modules potentially costing thousands to repair. If a trailer wiring harness is to be fitted to late model vehicles many have a vehicle trailer interface unit fitted to prevent circuit overload. The CANBUS system in many new vehicles also needs to be aware a trailer is fitted so that electronic safety systems such as electronic stability control activate appropriately. The trailer wiring loom can be expensive, but still considerably cheaper than the damage caused by incorrect fitment. - Incorrect fitment of aftermarket radios. A member reports he has had his scans tool damaged though incorrect wiring by applying power to a normally unpowered pin. The member reported this was most common on Audi’s. Not a fault of the vehicle but of the person fitting the radio using the first wire they find with 12 volts as a power source. Members are advised to be aware of these issues, both when fitting aftermarket components, and when diagnosing faults on vehicles with aftermarket components that are unsuitable for the vehicle or have been fitted unprofessionally. If you are aware of any issues of incorrect fitment of components causing damages or issues with a vehicle, particularly if it affects the vehicle safety systems, could you please advise Garry Williams at MTA, telephone 04 381 8817 or e-mail email@example.com.
Paterson Bros today
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Official communications supplier to the MTA
FEATURE: Selecting the right tools
“Tools are lollies for grown men”: so says Remco Numan, general manager of Hobeca. He should know, for he’s in charge of a big shop. Hobeca has been a tool importer and distributor for three decades and handles brands such as Koken, AmPro, Felo and TopMan. Thirty percent of Hobeca business is directly related to the automotive industry, although with hand tools there’s a lot of crossover into other market segments.
Words: David Linklater - photos supplied It goes with saying that there’s a tool available for virtually any purpose. The biggest issue in this business is something more ethereal: the perception of what constitutes value-formoney. It’s not always a simple equation. “When you’ve got an average tool that’s a great price, it creates high value. When you’ve got a high-quality product at a good price, that’s high value as well,” says Numan. While he stresses that Hobeca distributes tools from manufacturing companies to trade customers – by nature putting it towards the quality/performance end of the market – he acknowledges that there’s a big market market segment out there driven solely by price, and customers who are happy to accept a lower-quality item for a really sharp sticker. “It’s true that tradespeople are always looking to maintain quality but at a reduced cost. However, I think a lot of the time they are disappointed with what they get.” So yes, as always you get what you pay for. But one of the cloudy issues in the industry is expectation around warranty, says Numan: “The phrase ‘lifetime warranty’ causes a lot of confusion. All tools have that by default, even if the maker doesn’t say
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so, because you have to cover the product against faulty materials and manufacturing defects for life – excluding wear-and-tear and abuse, of course. “But what often happens when a company writes a lifetime warranty is that customers think that if anything goes wrong, they’ll get a replacement. That’s not necessarily the case. “Now, what I generally find is that the lower the quality of the tool, the better stated the warranty: it’s ‘unconditional’, ‘replacement’ and so on. And in fact the practice of some companies is that as long as the percentages aren’t too bad, they’ll replace an item regardless.” Which presumably confusion.
But quality has always been variable in any product line. Have hand tools changed in any tangible ways over the decades? The fundamentals and construction are basically the same, says Numan, although manufacturing techniques have evolved with technology – making it much easier to produce those higher or lower quality products and tailor the business to the bottom line. “One of the big changes is the search for extra function and innovation around single items,” says Numan. “The screwdriver started out as a simple tool with an acetate handle and is still made that way by many companies. But Felo now offers an ‘Ergonic’ handle for its screwdrivers that contains a gel that changes shape when you use it. It creates torque responsiveness. “So I wouldn’t say there’s been a hand-tool
revolution, but there have been these little changes that make a big difference.” How to choose the right tool for the job? To paraphrase Numan, nobody really goes looking for a tool. They have a problem and go looking for a solution. In the automotive sphere, sometimes carmakers create their own solutions. The more high-end car companies push the boundaries of design and engineering, the harder it gets for technicians to actually work on the vehicles when required – both now and decades down the track. For its current range of models, a maker like BMW has a catalogue of literally thousands of ‘special tools’, specifically designed to speed up service and repair work on the cars when off-the-shelf items just won’t do. At BMW New Zealand, national service operations manager Tim Harper is the man in charge of the tool cupboard: “Special tools have been used by carmakers… forever really. They come from the need to work in unique areas that are often the result of the particular design of a vehicle. Perhaps you need to work on a driveshaft or replace a seal, but there isn’t quite enough room to get in there with an ordinary tool because components have been engineered to fit a very tight space.” Harper estimates there are up to 5000 special tools in the company’s catalogue at the moment. Key items are owned by dealerships, but there are many occasional-use tools that are held at head office and loaned out when required. It’s clear that the last decade has seen an exponential increase in the intricacy and sophistication of vehicle design and particularly the use of electronics. We’re riding the crest of a wave of new technology. When that wave settles, is a non-franchise workshop really going to be able to service and repair a 10, 20 or 30-year-old high-end car? Harper says fundamentally, yes. Special tools are not essential, but they do speed things up: “In 90 percent of cases, special tools are just there to make the job quicker and more accurate, but they are not always essential”. Nor is the situation with electronic diagnosis and programming as exclusive as some might think: “There are plenty of aftermarket scanners out there that perform a similar function to our diagnostic equipment, just without the same level of assistance.” Programming is a little more difficult but hardly a deal-breaker: “Software is developed over the life of a car but it does get to a stage
Remco Numan - GM Hobeca
where it is really stable. That’s saved and that’s the final version. “Aftermarket technicians will be mostly working on cars over five years old and by that stage the software is final and available. This technology has really progressed. For us, it went light years ahead with the E65 7-series [in 2001]. But people are still servicing 10-year-old 7-series models today, no problem. “All I would say is that for really hard problems on older cars, you should still go to a dealer for diagnosis. Because you can always oncharge that to the customer and it’s still going to be the quickest way to get to the cause of the problem.”
"Special tools are not essential, but they do speed things up"
Tim HarperBMW New Zealand 19 •
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TECHNICAL TALK - Jake Venter
RIGHT GETTING THE LOAD RIGHT • When tightening, make sure the bolts and mating surfaces are clean and free of burrs. On smaller bolts not subject to tension, this is often sufficient to ensure tightness provided the correct torque has been applied, but on stressed bolts, the clamp load may be too low. • Special dimpled load-indicating washers are available so that the operator tightens the bolt until the dimples can no longer be seen from the outside, ie the washer appears to be flat. This will guarantee that the correct clamp load has been achieved. • A normal correctly tightened bolt stretches when it is tightened and returns to its original length when it is loosened. Some years ago, the motor industry started to use what are known as torque-to-yield or stretch bolts. These are special bolts that stretch permanently when tightened to ensure the correct clamp load.
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Tightening a bolt correctly is not dependent solely on brute strength. JAKE VENTER explains the science of fasteners. There can be few automotive components that are less understood – and consequently more abused – than fasteners. Many DIY enthusiasts and even mechanics seldom tighten bolts, nuts and screws to the correct tension. Over-tightening may damage any gasket employed and permanently stretch the bolt, with the result that it won’t stay tight when used again. Under-tightening usually results in the fastener loosening over time, even if a locking device has been used. This state of affairs is mainly the result of a poor understanding of what a fastener is supposed to do and the almost universal belief that if you regularly work on cars you develop a feel that enables you to dispense with a torque wrench.
FASTENER THEORY This problem can be fixed only by taking a look at the theory behind fastener technology, and I will concentrate on bolts. They are the best-known example of a good fastener, but the following explanations also apply to all the other fastener types. Some bolts are simply there to locate a part, but don’t carry any load. They only need enough tension, as measured by the torque setting, to resist vibration. The bolts holding down a valve cover are an
example of such an application. In many other applications, the bolts keep parts together that are subject to forces that try to separate them. This means the bolts are under tension. The most severe examples of this in an engine are the con-rod’s big-end bolts and the cylinderhead hold-down bolts. They’re not only subjected to heavy and varying loads but have to cope with vibration too.
Any bolt that finds itself under tension will vibrate loose if the maximum pullingapart force it experiences (the separating load) is more than the force in the shank
(the clamp load) that tries to keep the parts together. For example, if the forces inside a combustion chamber result in a bigger separating load than the clamp load in the cylinder head bolts, the head will lift away from the gasket a fraction of a millimetre every time one of the pistons gets near the end of its compression stroke, and the gasket will fail.
CORRECT CLAMP LOAD When tightening a bolt, the ideal is to ensure that the clamp load is significantly higher than the separation load, which isn’t easy. The maximum separation load can sometimes be calculated or measured but the clamp load can be determined only indirectly. Where a stud and nut are used it’s possible by means of a dial gauge to measure the amount the stud lengthens when it is tightened. This method is sometimes used in aircraft applications due to the fact that the extension is proportional to the load on the bolt. A more practical way is to use the tightening torque as a measure of the clamp load, but this is seldom accurate. Research has shown that a great deal of the torque applied via a torque wrench is used up to overcome the friction between the underside of the bolt head and the mating surface, as well as the friction in the threads. Any dirt trapped under the head or in the threads also plays a role so that in many cases as little as 20 per cent of the applied torque leads to an increase in the clamp load. Every time you tighten a bolt to the recommended setting there’s still a chance that the clamp load may be too low. Engineers have lived with this problem since the beginning of the industrial revolution and have developed a number of ways to ensure that the clamp load is sufficient.
MATERIAL BEHAVIOUR The way stretch bolts ensure the correct clamp load can be best understood by looking at the way metals stretch when loaded. Figure 1 shows how the strain varies in the shank of a round mild steel bar when it is stressed by applying a slowly increasing force at each end to try and pull it apart. (Stress is defined to be the load divided by the crosssectional area and strain is the extension in the bar divided by the initial length.) Note that when the load is first applied the graph is a straight but angled line. While it stays straight, this portion of the graph is called the elastic domain and the material is said to stretch elastically. As long as the stress is in this area, the steel will return to its original length if the stress is removed. The torque on a normal bolt is supposed to ensure that the stress doesn’t go outside the elastic domain. When the stress is increased beyond the elastic domain, the graph starts to curve. The point where this happens is called the elastic limit. From this point on, the stress is in the plastic domain, with the result that if the material is stretched into this domain and the load is removed, the unstressed rod will no longer return to its original length but remain permanently elongated. A further increase in stress will cause the graph to turn downwards. This happens at the upper yield point, but then the graph turns upwards again at the lower yield point. If the load is further increased, the material just stretches quite readily until it breaks at the failure point.
TORQUE-TO-YIELD BOLTS This behaviour gives us enough information to understand the theory behind stretch bolts. If an ordinary bolt
Figure 1: How a bolt stretches under load MAXIMUM LOAD Elastic limit
End of linear section
Yield point Plastic range
Breaking point Elastic range
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Even mechanics seldom tighten bolts, nuts and screws to the correct tension is torqued correctly, the stress will lie within the lower 60 to 80 per cent of the elastic domain. This will supply enough clamp load and also ensure that the bolt can be re-used, but only if it is known that the applied torque has been translated into the correct amount of stress. Stretch bolts are designed to be tightened until the stress is inside the plastic domain. This will guarantee that the stress – and hence the clamp load – is at least higher than the stress at the upper yield point. In this way a minimum correct clamp load is achieved. In practice, such bolts have to be tightened into the plastic domain by employing an initial torque, followed by a further angle of rotation to ensure that this domain has been reached. These bolts should be used only once, because they will elongate permanently and will not achieve the correct clamping load when used again. My informants inside the trade maintain that there are still mechanics that re-use these bolts. They’re most often used as con-rod big-end bolts and cylinderhead hold-down bolts, so the results of a failure can be imagined.
CHECKING TORQUE How does one check the torque setting on a bolt? It certainly cannot be done the way most people do it, by putting a torque wrench on the head of the bolt, trying to tighten it and then noting the reading when it starts to move. The friction under the head and in the threads is bound to give you a reading that is higher than the true torque at which the bolt was initially set. The only way to check the torque is to make a mark that fixes the bolt head’s position, loosen it, and re-torque it to the same position. The torque value reached should be close to the initial torque setting. It is even better to never check a torque setting. Just loosen the bolt slightly and then re-torque it to the correct setting.
Article reproduced with permission from automobil magazine South Africa
road test courtesy of autotrader.co.nz
Words David Linklater pictures supplied
MITSUBISHI MIRAGE LS WHAT DO I NEED TO KNOW? The Mirage is back! Well, sort of. The name has a convoluted history, but we Kiwis remember it best as a phenomenally successful small-car from the 1980s. Clearly, there’s a lot of collateral in the name because Mitsubishi New Zealand is making much of the eighties angle in advertising for its all-new Mirage. Small cars are in, circa-2013 and in launching this one, Mitsubishi is keen to remind us that it’s been rather good at making them in the past. The new Mirage is very small indeed: it’s a city car with a thrummy 1.2-litre three-cylinder engine and Continuously Variable Transmission (CVT). Sounds interesting, although it seems unlikely that there will be a Panther version of this particular model. As an aside, this is actually the third coming for Mirage in New Zealand. You might have forgotten it, but in 1998 it reappeared as a mini-people mover, with squared-off styling and a versatile cabin. That car was actually a European model known elsewhere as the Space Star, built on the same platform as the Mitsubishi Carisma and Volvo S40. Mirages can be many things, it seems.
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WHAT’S IT LIKE TO DRIVE?
Slow, but energetic and rather good fun. Three-cylinder engines have unique sound and this one has both a great soundtrack and a fair bit of verve when you put your foot down. Which you have to, rather a lot. But it does put a smile on your face. What of the CVT? Never the enthusiast’s choice, but this particular gearbox does extract the best out of the tiny engine you even get a B-for-engine-Braking mode, which increases revs immediately. Handy for downhill stretches or even for a quick boost on the motorway. The CVT is calibrated to ‘step’ down in revs under hard acceleration, which mimicks the action of a conventional gearbox and mimimises the excessive engine speed for which hard-driven CVTs are often criticised. The Mirage is definitely a city car and not comfortable away from urban environments. The chassis is soft, the tyres high-profile and very skinny. Even the steering is optimised for town driving: there’s very little self-centering action, which makes it an easy machine to thread through narrow streets but nervous on the motorway.
IS IT EASY TO LIVE WITH?
Mirage is in an awkward place size-wise. If Mitsubishi’s advertising is anything to go by, it would like you to think of this car as a successor to that original Mirage: supermini-size, in other words, and a much cheaper rival for the likes of the Suzuki Swift, Ford Fiesta and Toyota Yaris. Problem is, Mirage is tiny. The styling inside and out certainly sticks to supermini proportions, but in fact it’s 140mm shorter than the Swift (itself one of the smaller offerings in the segment). On the plus side, the Mirage’s wheelbase is exactly the same as Swift, so interior space is comparable. Even if road presence is not. The 235-litre boot is minuscule, but there’s a nice touch to the split folding seat mechanism. You can only release the seatbacks by reaching in through the cargo area (makes sense, as the car is so small). Unlock the larger part of the 60/40 split and because the two portions are packed so tightly together, the whole seatback drops down; release the smaller part and because it’s much lighter, only it folds away. Is that by design or a happy accident? Hard to say, but it works nicely.
Air conditioning: Manual Audio: CD with iPod connectivity Automatic lights/wipers: No/no Bluetooth: Yes Cruise control: No Keyless entry/start: No/no Leather upholstery: No Parking radar: No Power seat adjustment: No Remote audio controls: Yes Satellite navigation: No Seat heating/cooling: No/No Seat height adjustment: Tilting squab on driver’s seat Split/folding rear seats: 60/40 Steering reach adjustment: No 23 •
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SHOULD I BUY ONE?
Yes, on the understanding that you get what you pay for. Mirage is much cheaper than rival superminis but it’s also much smaller. It’s a bit unkind to argue it belongs in the microcar category because it has a lot more dignity than that; what it lacks is the open-road ability of a larger hatchback. But in town, it’s cheap and characterful transport thanks to that quirky three-cylinder engine. It’s not flash by any means, but in the right environment Mirage can really make you smile.
Base price: $18,990 Powertrain and performance: 1.2-litre threecylinder petrol, 58kW/102Nm, continuously variable transmission, front-drive, Combined economy 4.6 litres per 100km. Vital statistics: 3710mm long, 1500mm high, 2450mm wheelbase, luggage capacity 235/912 litres, fuel tank 35 litres. Kerb weight 910kg, 15-inch steels wheels with 175/55 tyres. 3 We like: Awesome little engine, good CVT, styling is dignified for a city car. x We don’t like: Bland interior, wobbly handling at highway speeds. How it rates: 8/10 David Linklater has been road testing cars and writing about them for nearly two decades, both in New Zealand and Europe. Whether it’s a Ford Fiesta or a Ferrari FF, he can put a car in context and put you behind the wheel. Check out his expert opinions at www.autotrader.co.nz
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From where I'm standing... How do you get people to change behaviours? As a father, a sportsman and an advocate for road safety, I have to deal with this question on a daily basis. I’m sure you all do as well. It’s a big question, and one that has no easy answers. As I understand it you need to change a habit or behaviour for at least 21 days before anything actually changes long term. No matter how much you want to change something you do, unless you take the necessary steps and change what you do, or how you think about something for at least that long, then actual change won’t happen. On a race track sometimes driver behaviour needs to be addressed; sometimes it’s just bad luck, other times it’s an individual issue. You just know that when they’re placed in particular situations, some drivers will do certain things – usually not smart things either. While I can accept that incidents do happen in races, (I’m not innocent either) sometimes they are just too predictable. Add to this some basic laws of physics like trying to fit a 2 metre wide race car through a 1.8 metre gap, add some adrenalin, and then stand back and watch the totally expected occur. Experience often plays a big part. The up and coming hot-shot who is in a big hurry to be the next Lewis Hamilton and who has been listening to all the wrong people about how to do it – they stand out a mile! To be fair though, we can all be affected by periodic rough patches. While it’s great for the commentators, and allows for multi-angle TV replays, it really does no-one else any favours. Cars get bent, budgets get blown, tempers fray, reputations get tagged and opinions and judgements get posted on Facebook! Like it or not though, there are just some drivers you’d prefer not to be on the starting grid next to. Having said all that, Ruapuna wasn’t too bad for us. While we didn’t quite find the groove in qualifying, the car had pretty good speed. Race 1 saw us benefit from a bingle amongst the leaders late in the race and we were able to hold on for second place. While race two also saw some carnage, we were able to stay clear, and while not having the absolute speed to challenge Daniel Gaunt who won both races, we were feeling quite good at having secured two second places so far.
On a sort of related note, NZTA hope they’ve found a way to change people’s behaviour with their new ‘Drive Social’ campaign. The thinking behind the campaign is that people are usually friendly, polite and patient but
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While it’s too early to tell if ‘Drive Social’ will have any effect (and I hope it does), I wonder if the approach to changing our driving behaviours might be simpler than this? People tend to only do what they know how to do: if they have not been properly trained to operate a vehicle, then they’ll only ever operate it to a certain (often unsatisfactory) level. Even now, while the license test is more rigorous, we are still not insisting that those learning to drive get a specific amount of supervised training from someone that’s properly trained themselves to deliver it; it’s merely recommended. Most drivers are at the full capacity of their ability behind the wheel, but unfortunately, most don’t recognise this until they are distracted or until something goes wrong. So, adding in another recommended idea or approach to driving is going to be difficult for most drivers to manage and absorb. While government spending on this campaign makes it look like they are doing something, they are faced with trying to change the the habits of drivers once the habits are already formed. The correct habits need to be instilled at the beginning, but that is a big change and a big job and it doesn’t look like the government wants to take that one on!
Experience often plays a big part
I had kept a set of new tyres aside for the last race, which was a bit longer at 25 laps, and thought we were in with a real chance of moving up a spot. I was just starting to reduce the gap to the leader when the safety car was deployed. I backed off the gas down the front straight and when I went to accelerate again, the engine cut out. I eventually re-started it, but by that stage there was no point in continuing - turns out it was a fuel pump... Two seconds and a DNF, while not quite the results we’d been looking for, they were still enough to keep us atop the leader-board ahead of a hard-charging and increasingly confident Ant Pederson. There have been three different winners now and the racing is getting more competitive. It is going to be a tight season.
when we are driving, we become something different. I think people become selfish, lazy, aggressive and thoughtless, but those are just my thoughts. According to NZTA, ‘Drive Social’ ‘plays on an insight that we behave differently in our cars. It encourages people to step back and look at 'driving' from a different perspective. It reframes 'driving' from a solo pursuit to an activity that is much more social.’ I would have thought that putting more emphasis on ‘gaining better skills’ might have been more valid?
The other thing about improving behaviour on the road (and the track come to that) is that the best predictor of future behaviour is past behaviour. When I watch the antics of some of the drivers that ‘feature’ in the various motorway police type shows on television here and in Australia, it’s obvious many have little regard for the safety of others and never will. Apart from their own self-interest and passing enjoyment, they clearly don’t hold very much else in high regard. These people present a real challenge to regulators and road users, sometimes a lethal challenge. They’re usually so consumed with what’s happening to them they probably won’t even notice the Drive Social campaign let alone think about what it means.
Understanding work authorisation
Alan Barr MTA Mediation Advisor
We’ve talked about this subject before, and will probably discuss it again in the future. Why? Simply put, there seem to be a lot of problems created from not obtaining clear work authorities.
More and more customers are complaining after work is carried out that they didn’t authorise it. You will probably say it’s because they don’t want to pay for the repair and that can be true, but from their perspective their perceived simple and economical fix didn’t turn out that way. A lot of repairers who find themselves in this situation fail to consider that the customer does not have a complete understanding of what the repair is likely to involve. Customers are often impressed by repairer knowledge and advice and unwittingly indicate approval for a repair of which they have no idea, and that the cost may be hundreds of dollars. We’ve helped many members with cases like this. In a dispute, verbal contracts become one person’s word against the other. Sometimes in review, customers can be persuaded they had no alternative, that the repair was necessary, it was carried out economically and they received betterment from it. Based on that, if you’re lucky, they accept their position and let their complaint go. Occasionally, particularly where they bring you comparative cheaper quotes, you have to compromise and reduce your invoice to obtain settlement. And then there’s the customer who has their legal people challenge you. Interesting how
they resist your invoice yet will spend the same or more in legal costs. If you do receive legal letters, send a copy and the case background to us so we can review and give you some advice. However, in cases of legal challenges – be warned, unless you have a written work authority from a customer, you won’t be successful in countering their claim as the law of contract will win every time. In such challenges, we will recommend you settle where you can. As we’ve commented in the past, principles can be expensive. You can be sure that if you take on a legal challenge, you’re up for your own legal advice, which MTA gave you for free, and you can be sure your customer’s legal expenses will form part of their claim as well. So simply, when you accept work, be sure of your agreement with customers. Understand each other clearly – if you have a work authority job sheet, that’s great. If you don’t, document the proposed contract with your customer on your day sheet. Show them what you have written and get their acknowledgement. Both methods will save debate on the matter later and of course the same notations apply after you’ve called them with a progress report as the work is carried out. Don’t get caught out doing unauthorised work, write agreements down and get a signature.
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Maintain control of repair processes. When dealers have a repair to attend to on a vehicle post sale they may be tempted to tell the customer “this is costing me a fortune. I hope you know I’m looking after you”. Be aware that such information could be used in a tribunal hearing, perhaps even against you, despite it being initially provided with the right intent.
From the MVDT Mr X purchased a 2005 Hyundai Sonata from Y Cars for $10,990 and wished to reject it as he believed it had a substantial fault. The trader claimed they were willing to repair the fault, but the purchaser will not return the car to the trader’s repairer. The vehicle’s engine warning light came on 15 minutes into the pre-purchase test drive. Mr X drew that fault to the attention of Y cars representative. He and Y cars’ representative then took the vehicle to the Hyundai franchisee in Hamilton who carried out a quick check on the vehicle. However as it was about noon on a Saturday, they asked Y cars to bring the vehicle back the following Monday so that the fault could be fixed. Mr X then drove the vehicle back to Y cars’ premises where he agreed to purchase it subject to Y cars having the cause of the engine warning light fixed. A speed sensor on the transmission was found to be faulting; it was cleaned and secured and the trader was charged $146.63. A month after delivery to the customer, the engine check light came on again. The trader recommended the customer take it to their local Hyundai franchise in Wellington to have it diagnosed. The same fault code was found and it was noted on the invoice “may require further time to diagnose” as the Wellington Hyundai repairer was unable to replicate the fault. Two weeks later the engine cut out while the car was being parked and the light came back on. Mr X sent an email rejecting the car as he felt it was unsafe and had a serious fault. Y Cars replied asking the vehicle to be taken to a Hyundai specialist, A Motors and stated “If A Motors are unsuccessful in fixing the problem, by giving them enough time to check, fit & recheck in regard to this fault code “PO722 A/T speed sensor output” which was the original code at the time of purchase, we will be happy to refund you the full $11,690 for the vehicle purchase which includes the cost of the 2yr Protecta Insurance.”
radiator April 2013
mediation Julian McMullan
MTA Mediation Advisor
Mr X supplied the car to A Motors and was supplied a loan car. After a week, A Motors sent Mr X the following email “What is happening is the ECU is seeing an incorrect vehicle speed for a very short time. For example on one test the vehicle was stationary but vehicle speed was recorded as 225kph! The ECU logs an output speed sensor fault because this sensor is referenced against the vehicle speed and when there is a difference it sees it as a fault. Also because the ECU thinks the vehicle is travelling fast it stops controlling the idle, hence the engine cuts out. There is a vehicle speed sensor on the car but this checks ok as this just drives the speedo on the dash which reads correctly when the vehicle faults. The vehicle speed data we are talking about is measured by the right front ABS wheel speed sensor and transmitted through the ABS module to the ECU. In our testing we have got to the point of believing the fault is either the ABS module or the ECU (or a wiring fault between, however this is unlikely). The difficulty is the fault is very intermittent and we need to be totally sure before very expensive components are replaced. A new ECU could be over $2000, the ABS module even more. The last 2 days the fault has not occurred which is very frustrating for everyone.” Mr X rejected the vehicle and claiming the fault was serious. He states that the cost of repair will be more than 20-30% of the purchase value of the vehicle. The tribunal upheld Mr X’s rejection as it found the email from A Motors was proof that the repair would cost upwards of 18% of the vehicle’s value. The rejection was allowed on the basis that the repair cost was substantial. If the cost of repair had been substantially lower based on the provision of second-hand parts prices the decision may have been different. Also the dealer should have maintained control of the repair process – the final cost should have been a matter between the dealer and the designated repairer.
The lesson? Keep control of the repair process. Even if the vehicle is out of town, remind the repairer the contract is with you not the purchaser. The purchaser is entitled to know what is being fixed on their vehicle, but the cost should be between you and the repairer. If you’re buying someone a present do you tell them the price?
This MVDT decision is currently under appeal.
MEDIATION LINE 0508 682 633
advocate Dougal Morrison
This column gives an update on the activities of the MTA Category and Advisory Committees and the Advocacy and Training Team, including the Mediation Service.
Any feedback you have would be appreciated, either to the Committee Chairperson, whose details are in the back of Radiator, the Committee Manager or me. email firstname.lastname@example.org or Tel 04 381 8816.
Legislation/Consultation Vehicle Licensing Reform The New Zealand Transport Agency (NZTA) is in the process of developing project plans and will have further consultation in the next few months on: • the proposed Warrant of Fitness (WoF) changes • Certificate of Fitness (CoF) options • Annual vehicle licensing • Transport Services Licenses.
Land Transport Road User Rule amendment The Rule amendment proposes changes to improve the safety of children travelling in vehicles by requiring all children under the age of seven years to use an approved child restraint. Changes are also proposed to exceptions from using child restraints that apply in certain circumstances. MTA generally supports these changes and will add in a submission that the height of children should be a consideration when deciding whether they should use an approved child restraint. The draft amendment Rule is available, on the NZTA website at: http://www.nzta.govt.nz/consultation/child-restraints-amendment/ index.html
Category and Advisory Committee initiatives Auto Air Conditioning, Heating and Ventilation Training and compliance requirements A summary of compliance requirements relevant to air conditioning work is available from the MTA website at www.mta.org.nz/ autoac. This includes information about Approved Filler and Approved Handler certification under the Hazardous Substances and New Organisms (HSNO) Act. MTA strongly encourages members carrying out auto air conditioning work to get their staff trained appropriately. More general information about Approved Fillers and Handlers is available from the Environmental Protection Authority (EPA, formerly ERMA) from www.epa.govt.nz.
Refrigerant License Trust HSNO Approved Filler Courses available MTA encourages all members carrying out automotive air conditioning to obtain the required HSNO certification for working with refrigerants. All members recovering refrigerant into cylinders should have staff who are “Approved Fillers”. The Refrigerant License Trust have “Approved Filler” and “Approved Handler” training available, with half day course taught by refrigeration practitioners. The 100kg flammable refrigerant threshold for Approved Handler certification means that this requirement is less likely to apply to many MTA members. For more about the courses, visit www.rlnz.org.nz.
Automotive Technology Committee meeting Thursday 28 February 2013 Key items from the meeting included: • Membership standards. The need for technician competencies to be developed for a number of MTA specialist repairer sectors in conjunction with members of each sector was considered.
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• Vehicle Licensing Reform. The Government decision on vehicle licensing reform, particularly WoF, was discussed. MTA sees opportunity in the coming Rule consultation to push initiatives such as a mandatory WoF at the time of sale, emission testing, and a reduction in or removal of the WoF 28-day fee expiry period. MTA is considering developing a customer knowledge programme that members could present to their customers to increase awareness of the need for regular servicing. The benefit to members is to raise their profile as a repairer of choice. The development of a safety check that could be undertaken at the time of vehicle service was suggested. MTA will develop a checklist that members could incorporate into their current service programme. • Equipment lists. The need for a scan tool was reviewed. The recommendation was for members providing specialist services who had a need for a scan tool to hold a unit, and for general repairers to provide proof of access to a scan tool. • The tyre specialist equipment list was also reviewed with a recommendation that a tyre cage be required only by those working on split rim wheels. • Technical information. The Committee discussed developments in Australia on the provision of technical information to independent repairers by vehicle manufacturers. MTA will seek further clarification at the Australian Auto Aftermarket and Collision Repair Expo in April 2013 on progress by interested industry parties in Australia. • Apprenticeship promotion. A request that consistent information be made available to give to students which outlined career opportunities in the automotive trade was made. MTA will review and promote material developed by Career New Zealand. • Vehicle equipment malfunctions. As a result of NZTA interest MTA requested member comment in the MTA Member Update on vehicle malfunctions resulting from poor fitment practice or incompatibility of aftermarket equipment. Little comment was received. Committee members reported problems with towing wiring harnesses spliced direct to lighting wiring in late model vehicles and incorrect fitment of audio equipment and GPS. This was reported to NZTA.
Collision Repair and Towing MTA Cost analysis survey of collision repairers MTA is gathering data from collision repairers, and will carry out detailed analysis into the rising costs faced by those working in the industry. Once complete, this report will be released to survey participants, so they can have a better idea of rates to charge for their work.
Structural repair project NZTA has compiled the submissions received on the structural repair categories and put together a document outlining proposed category 1 (Structural repair) requirements. A meeting of all stakeholders will occur in the near future to try to reach agreement on what is needed.
Collision Repair Expo This is to be held in conjunction with the Australian Auto Aftermarket Expo in Sydney between 11 and 13 April 2013. MTA invites its members attending these expos to join them on Thursday 11 April between 4.30pm and 6.00pm for drinks on the 1st floor mezzanine.
Collision repairers survey of insurers The 2013 MTA Collision Repair Survey of insurers is now closed. The information collected will be used to rate the performance of the insurance companies you have dealt with during the past year. Once the responses have been analysed, those who took part will be provided with a copy of the final results. They will also be distributed to the insurance companies, along with appropriate media releases.
Environment Review of used oil controls MTA has provided comment to the EPA regarding changes to how used oil is treated and controlled under HSNO. This review will result in either new guidelines or a new code of practice that will apply to anyone who generates, collects, transports or uses used oil. This review is in its early stages and a draft document will be available for formal consultation in the near future.
Heavy Vehicle Advisory Group The Truck and Heavy Equipment Expo MTA staff and one member manned an MTA stand at the Truck and Heavy Equipment (THE) Expo held in Hamilton from 7 - 9 March 2013 to promote the benefits of being an MTA member. There were 175 exhibitors promoting a wide range of heavy transport and contracting equipment, and services and supplies to this industry. There were 13,464 attendees over the three days. MTA also sponsored the Show and Shine competition within this event. We will be following up a number of leads from businesses that expressed interest in joining MTA.
Service Station and Convenience Store Petrol dollars: inform your customers about where their money goes MTA’s petrol dollars leaflet aims to educate the motoring public about who really gets their money when they buy fuel, in particular highlighting the fixed independent service station margin. This information is available in a poster format, which can be downloaded and printed off to be displayed around members' premises. Some members like to display these posters on doors, notice boards, point of sale counters or pumps. To download the poster, visit www.mta.org.nz/petroldollars.
Dealer Committees The Franchise and Used Vehicle Committees met on 12 and 13 March 2013, respectively. A significant topic of discussion was the progression of the Consumer Law Reform Bill and the impacts the proposed changes will likely have on dealer operations. A summary of the changes was provided in the March 2013 edition of Radiator magazine – we can now only watch and wait for the Bill to pass through the parliamentary process. Advice will follow, when that process is complete. The MTA Lease Survey closed at the end of February 2013. Unfortunately there was insufficient response from dealers to the survey to support publishing any detailed report. An abbreviated summary will be sent to all dealers who responded. The only conclusion we are able to draw with a moderate level of confidence is that dealer/lease company relationships overall seem to have improved when compared to those reported in the 2010 survey. Perhaps the 2010 survey had served to highlight the problems that existed at that time, and many of those issues have since been addressed. The New Zealand Motor Industry Training Organisation (MITO) provided an update on the development of the proposed National Certificate in Sales (Level 3). The qualification will fill the space vacated when the former Licensed Motor Vehicle Dealer (LMVD) sales qualification was discontinued in early 2000. It will provide a much needed resource for vehicle sales people (existing and new) who are looking to develop their careers in the vehicle retailing industry. Both committees gave their full support for the qualification.
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MTA Dealer Salary and Wages Survey. The two committees reviewed the positions covered within this survey and proposed a number of changes, including several new employment roles.
The survey is the only one of its type, specifically tracking wage rates in the retail motor industry and is a valuable guide for
dealers. The vehicle market has shown solid recovery over the last few years and the recruitment and retention of good staff remains a concern for employers. All MTA dealer members will be invited to participate in the survey – the survey forms will be sent out in mid April 2013. The resulting report will be provided free of charge to all responding dealers. To get the information, all they have to do is take the time to participate. The Franchise Committee discussed the recent study report (part II) completed by North American Dealers Association (NADA) into the effectiveness of periodic facility refurbishment programmes imposed on dealers by their respective distributors. The study will be the basis of a future article in Radiator magazine. If any dealer wants a copy of the NADA report, please contact Tony Everett at MTA – 04 381 8827, or email@example.com. Dazz Wiltshire of TradeMe Motors attended the Used Committee meeting and provided an overview of planned enhancements to the TradeMe site. The changes will improve the TradeMe site, but will take some time to occur. The committee raised concerns about the recent inclusion of a GE finance advertisement within all TradeMe listings (dealer and private). The advertisement links to the respective asking price in the dealer’s listing and provides a weekly payment quote. Dealers are very concerned about the inclusion of this ‘active’ advertisement within their listings, as it is serves to compete directly with them. They consider the advertisement an unfair and unethical intrusion in the advertising space they have paid for. MTA will investigate the issue further and approach TradeMe directly. The Motorcycle Committee is scheduled to meet on 26 March 2013. Topics for discussion include outcomes from the 2012 Dealer Attitude Survey, plans for the 2013 MTA Motorcycle Dealer Salary and Wages survey, and discussions with NZTA and ACC officials and including a meeting with Motorcycle Safety Advisory Council Chair Paul Searancke. Coverage of the Motorcycle Committee meeting will be in the next edition of Radiator magazine.
Mediation Centre Repairer issues - observations from Alan: Problems continue to be caused by repairers not obtaining clear work authorities. Customers complain after the work is carried out that some content was not authorised. Repairers finding themselves in this situation often fail to recognise that, while they may have a complete understanding of what the repair was likely to involve, the consumer may not. To address this information gap, repairers need to ensure they fully explain the intended process and the likely outcomes. Also, make sure they address any questions the customer may have. And of course summarise the intended work on the authorisation sheet, and get the customer’s signature. Leave the ‘door open’ to contact the customer if you come across other ‘unplanned’ requirements when you have started the job. Above all, don’t do unauthorised work. Read our full article in this month’s Radiator.
Dealer issues - observations from Julian: When you reach an agreement to sell a vehicle, make sure you then complete the required documentation immediately or as soon as possible, including the Vehicle Offer and Sale Agreement (VOSA) and the Consumer Information Notice (CIN). If you have taken a deposit, note it on the VOSA, and ensure the terms relating to that deposit are clear. The remote nature of internet-based sales often results in the paperwork being deferred until you meet and deliver the vehicle. This is too late. Make sure you complete a VOSA and send it to the purchaser for signature before delivery. Ensure it is fully completed, including all terms and make sure it is signed. It will be difficult to try and change the terms later, and if a dispute arises the first VOSA will be recognised as the official version. Deposits made to ‘hold’ a car must be supported by the completion of the sale documents – otherwise it will be very hard to prove a contract existed, and the deposit would likely have to be refunded if the customer later changes their mind. We have experienced several cases recently. There is no substitute for doing the job properly at the outset.
New Electric Vehicle website offers directory of commercially available solutions The Association for the Promotion of Electric Vehicles (APEV) recently announced the launch of a new web site called PLUG IN, designed to be an information resource for those interested in electric transport solutions. The web site offers links to electric car manufacturers, as well as electric bikes, electric scooters, other electric options such as off road vehicles and go karts, charging solutions and service providers. It also provides answers to many of the commonly asked questions regarding electric vehicles, a page to register for test drives, a calculator to compare the total cost of ownership of an electric vehicle to vehicles currently owned, and news on upcoming industry events. APEV Executive Director Rob McEwen says while new electric cars in NZ are still expensive, things are changing quickly as production volumes ramp up and battery prices come down. “Several of the manufacturers have announced significant price reductions on their 2013 models, and companies like General Motors are heavily committed to vehicle electrification,” says McEwen. GM’s North American CEO recently reiterated that they are committed to deliver at least 500,000 vehicles with some form of electrification by 2017. McEwen adds that there are several forms of electric transport that can be cost justified right now in New Zealand. “Electric bicycles are becoming more and more popular, in some cases being used to replace a car as a daily transport option. Electric scooters are available at a reasonable price point, and there are even off road solutions for farms, lifestyle blocks, vineyards and luxury lodges,” says McEwen. “Conversions of combustion engine vehicles to electric are also becoming more common, with several individuals or small enterprises offering expertise and parts for both cars and motor bikes,” adds McEwen. The PLUG IN web site can be found at www.plugin.org.nz.
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APEV is a non profit Incorporated Society with more than 50 members, including auto manufacturers, importers and distributors of electric transport solutions, electricity companies, local governments, Universities & Polytechnics, small businesses and individuals. Its focus is on promoting electric vehicle awareness and education, as well as developing & implementing programmes that stimulate NZ innovation in the electric vehicle field. www.apev.org.nz
Depart Brisbane at approximately 2.00pm – potential Welcome Function for MTA passengers DAY TWO
At Sea – business sessions for MTA passengers (TBC*) DAY THREE
Noumea, New Caledonia DAY FOUR
Lifou, Loyalty Islands DAY FIVE
Vila, Vanuatu DAY SIX
At Sea – potential group dinner for MTA guests DAY SEVEN
At Sea DAY EIgHT
Arrive Brisbane approximately 8am
Pacific Dawn 2013
Bay of Islands 2013
bodywork Bob McCoy MTA Collision Repair Manager
Turners loses IAG contract Turners Auctions has lost a contract with New Zealand’s largest insurer IAG which is worth 15 percent of its bottomline profit. The listed auctioneer told the NZX this morning that its contract to sell damaged vehicles on behalf of IAG – which includes insurance brands State, AMI and NZI – was not being renewed. Turners said the contract generated “in excess of 15 percent” of its net profit, which the company recently declared as $4.2 million for the year to the end of December 2012. It said the contract would finish within the next few months and would have a negative impact on the second half of the 2013 year “and beyond”. Last week the company announced its seven-year chief executive Graham Roberts had “left the company’s employ”, with chairman Michael Dossor taking over initially. Chief operating officer Todd Hunter was later promoted to the CEO role. As recently as February 12, Roberts was giving investor presentations for the company which showed an outlook for volume in the damaged vehicles market would be “similar to last year”. It said almost 25,000 vehicles were written off by insurers in New Zealand last year, down 5 percent on the previous year. However the company commented that new customer wins in the damaged car market had given it “sound growth”. Turners’ annual profit was up 14 percent from $3.7m the previous year. Source: Fairfax NZ News “MTA can confirm that Manheim Auctions has successfully won the contract to sell IAG’s damaged vehicles for the next three years”
Collision Repair Update
Social Media for Body Shops Ideas for using this fast, free and far-reaching tool. How do you get most jobs? Word of mouth? So why should shops care about social media? The answer is as simple as the last: Because social media is the new word of mouth. More accurately it is word of mouth, but amplified. It’s fast. In the time it took you to read this far, one of your customers could have reached hundreds of people in a way that will never go away. Sobering thought, huh? Dave Kerpen in his excellent book, Likable Social Media, writes, “It’s important to think of every customer as an online celebrity with followers, friends, and above all, influence.” Isn’t it amazing to think how much good a 17-year-old kid with 600 Facebook friends can do for your business? Unfortunately the opposite is also true. Bad word of mouth travels just as fast and just as far. So imagine if that kid posts a picture of their repaired car on their Facebook page with a glowing review like, “Look what ABC Auto Body did for my car! I thought it would never be the same after my accident but they made it look like new again. And they’re super cool guys, too!” Bam! That message goes to 600 friends instantly and forever. Now imagine that same kid having a bad experience with your shop: “Those guys were jerks! I would never take my car back to ABC Auto Body if you paid me! Steer clear, friends. These guys cannot be trusted.” Whoa! That hurts. Again, far reaching, instant, and stays online forever. Social media has engulfed us like a tidal wave. Here are some statistics on current users: Facebook: 1 million YouTube: 800 million Twitter: 500 million Google+: 400 million LinkedIn: 200 million That is quite an audience. Keep in mind that almost everyone that comes to your shop is very active daily on one or more of those channels. And the absolutely great news is that it costs very little to be active there yourself and engaging those customers. Why would anyone spend hundreds of thousands of dollars on TV ads when there’s a huge, engaged audience accessible for free? Where should you start? My recommendation is to claim your real estate with every social media channel by setting up an account with your company name. Then really go deep with your engagement on only one at a time. The first one I’d recommend is Facebook. Here are several things shops can do to ramp up their engagement on Facebook:
Listen. Don’t just shove ads about your business in people’s faces. Listen to customers. See what your competitors are doing. Find some great examples outside your area that are really engaged and learn from them. Put your shop’s Facebook address in your email signature with a simple request to “like” you. Use a photo of your shop as the large background picture, but the smaller profile picture should be a friendly face. It can be the owner or even an estimator— someone a customer meets when they come to your shop.
Grow a following. Invite your Facebook friends from your personal account to “like” your business page and ask all of your team to do the same. Source: Kevin Rains – Fender Bender
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Beattie Auto Body Repairs 2001 Ltd
Collision Repair Centre, Gore Your name: Simon Tutty
What attracted you to the industry? To get involved in the motor repair Industry with hands on experience
How long have you been in business? 11Â˝ Years
How many staff do you employ? 16. How long have you been a member of MTA? 2 years.
What do you see as the benefits of being an MTA member? Recognised branding, general support, quality assured to general public
What do you like about the collision repair industry? Changing technology and repair methods, satisfied customers and friendships made with colleagues, clients and staff.
If you could, what would you change in the industry? Fairer parts margins, real time and real money.
What is the most unusual vehicle you have repaired? A mini limousine.
What is your favourite holiday destination? Somewhere warm, sandy and no cellphone coverage
Who do you most admire and why? My family because of the support they give and the belief they have in me.
Nissan's lean green new paint plant Nissanâ€™s high-tech low emission new paint plant will paint cars up to four hours faster than the previous plant. Nissan said the new plant is its most advanced paint plant in the world. The facility debuted a new three-wet paint process that applies all three paint layers in succession before vehicles go in the oven. Previous processes required vehicles to bake between the primer application and the topcoat layers. The state-of-the-art facility sets new standards for quality, efficiency and environmental impacts, as it is capable of reducing energy consumption by 30 percent, carbon emissions by 30 percent and volatile organic compound (VOCs) emissions by 70 percent, according to the car maker. Source: Paint & Panel
radiator April 2013
Safeguarding repair skills for 100 years Centari 6000 Basecoat
Power in Solvent No flash off, 1.5 coat wet-onwet application
Did you know that your forebears in crash repairing were highly skilled carpenters and blacksmiths? The industry, as we know it today, grew out of the specialist crafts of the wheelwright and carriage builder, whose tools of the trade were more rudimentary than the TIG welders and chassis straighteners in your workshops. In 1913, the desire, among a significant group of these master craftsmen, to safeguard their reputation, set a benchmark for quality and share knowledge and techniques, led to the foundation of what is now known as the Collision Repair Association (CRA). This year, the CRA celebrates its centenary; the organisation, like the industry it represents, has evolved considerably since its inception – and continues to do so. “The main challenges through the early development into automobile body building were ensuring import tariffs protected manufacturers and negotiating the transition from repairer to businessman,” says CRA general manager Neil Pritchard. “Today, the influence of insurance companies is arguably the major issue.”
Low Emission Easy to use Fast Drying Increased productivity —saves time & money Excellent covering & hiding characteristics Very economical Versatile in use Inside a panel shop in the early 60s “The reality is that insurance companies are in the driving seat, so one of our jobs is to lobby for fair treatment for our members,” says Neil.
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radiator April 2013
While some crash repairers see working with insurance companies as ‘dealing with the devil’, it’s also a ‘necessary evil’ that’s become part of doing business in today’s environment. Getting your name on insurance companies’ ‘preferred repairer’ lists can provide a significant step-up in this competitive market – and the word from insurers is that a strong reputation, sound business practice, ongoing staff training and up-to-the-minute technical knowhow puts you there. Gary Byrnes, manager of collision management at Vero Insurance, recognises this and says that being a CRA member ticks all his boxes. “The vast majority of our approved repairers are members. We value the commonality of approach across the network and have full
confidence when directing work through their workshops that our customers will get the best service.” Simon Tutty, of Beattie Auto Body Repairs in Gore, says the organisation “is always flying our flag with insurance companies; we’re always kept well informed of all compliance issues”. One of the keys factors for Holden’s seal of approval is training and Tim McDougal of A&M Panel Repairs in Napier believes I-CAR is invaluable to meeting this requirement. I-CAR states its mission is “to research, develop and deliver quality technical education programmes related to collision repair; to raise the level of available knowledge and recognise professional achievement; and to thereby improve communication throughout the collision repair, insurance and related industries for the ultimate benefit of the consumer”. “Put simply, it gives us the tools to be able to do our job properly,” says Tim.
An I-CAR training course in progress Barry Ashton of Ashton Panel & Paint in Lower Hutt agrees. “Cars have changed so much over the years, so it’s vital we stay in touch with new materials and techniques.” Of course, training’s not just about the latest tools and techniques. Many of the challenges faced by workshop owners are the same for any small business operator. Negotiating the transition from repairer to businessman was one of the main concerns of the fledging CRA; today, providing professional business support and advice has become a major offering of the organisation to its members “The reality of running a panel shop is that, nowadays, much of your time is spent in the office doing paper work, rather than in the workshop,” says Tim McDougal. “You can call the CRA and ask them about almost anything to do with running a panel business and they’ll have the answers. This can include anything from general operations to employee contracts.” You don’t have to be from the CRA to offer sound business advice to panel beaters; often a good yarn with someone you know in the industry can yield valuable tips. But how often do you get to talk to your peers? Barry Ashton says the chance to meet and chat with other members can be under-valued. “The networking events are very worthwhile for talking to other repairers about the challenges facing the industry,” he says. “As well as the national conference, we have local meetings, which provide great opportunities to bounce ideas off each other.” This year’s annual conference, at Sky City in April, is sure to host more interesting discussions, while also offering a chance to reflect over 100 years in the industry’s evolution, as the CRA celebrates its continued commitment to excellence among its members. MTA would like to congratulate the Collision Repair Association on reaching this milestone.
MTA meet new Associate Minister Senior MTA staff recently met with the new Associate Minister for Transport, Michael Woodhouse, for the first time. Even though the Vehicle Licensing Review was off the agenda (now being the responsibility of Transport Minister Gerry Brownlee) there was good a conversation about a number of transport related issues, including end of life vehicles, the safety status of the current vehicle fleet, in-service emission testing, RUC and product stewardship programmes. While not from a transport or automotive background, and new to the portfolio, the Associate Minister showed a good working knowledge across all the various issues that were raised. MTA Advocacy and Training General Manager, Dougal Morrison was pleased with the outcome of this initial meeting, saying “While we were not able to agree on all the points that we put forward, we were encouraged by the Associate Minister’s interest in our position and his desire for genuine and on-going dialogue.”
In the next issue we feature Diesel Power • Pistons An historic panel shop, which still operates today;
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MEMBER PROFILE: Marty's Panel & Paint Ltd
Hobby turned profession
By Jayne Murray, Communications and Marketing Coordinator
Marty Jarrett is able to turn his hand to basically anything when it comes to customised bodywork and panel fabrication. He’s the kind of guy who is always trying new things and is constantly surprising people. Turning your hobby into a profession is something to be admired. And that’s how Marty’s Panel & Paint in Levin came to life.
Marty’s Panel & Paint Ltd started about 23 years ago simply by word of mouth. Deciding he needed a change from his usual career, Marty decided to go apple picking which gave him more time to work on his hobbies at home. After building a radical custom Ford Escort Van that won 23 trophies including the New Zealand Supervan title in 1987, he was constantly being asked to modify vehicles for others. “I was picking apples in the morning, and working on cars in the afternoon out of my garage. I did that for about three years. After that it became full time and I had to hire another person to work for me to keep up with the demand. I then opened up a workshop in Levin and it grew from there,” says Marty. Self taught and a perfectionist, Marty learnt most of his skills on the job. In the early stages of his career he worked for a company fitting out the insides of motorhomes and campervans. He later moved to the fibreglass section of the company where he learnt to manufacture fibreglass utility campers.
The impressive 16 metre downdraft bake oven
They used to solely work on trucks and machinery in the new workshop, but Marty explains the trucking industry took a nose-dive about four years ago and they lost a couple of big clients. Since then they have put more and more focus on the motorhome market, and began promoting themselves in the motorhome magazines. Last year Marty and his team rebuilt a caravan for a client, who happened to be the owner of RV Motorhome & Life Style Magazine. As a result, the magazine ran a big feature showing how the team brought an old caravan back to life. “We had it on display at our stand at the caravan expo last year. This year it was on display again with Leisure Line Caravans, who did the interior. This drew in new customers from across the country, who wanted to see what we can do for them,” says Marty.
Motorhome restoration before (above) and after (right)
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“By the time I was finished there, I was pretty much able to build a motorhome from scratch,” he says. Motorhomes and campervans have again become Marty’s focus after building and relocating to a new workshop in 2007. The new modern facility was built to house a 16 metre downdraft bake oven which, in his opinion, was the best he could buy. “It has the latest technology, it holds 98 percent of everything that we spray out of the gun in its filtration system, only two percent goes back out into the atmosphere. You can’t get any better than that, and as far as I’m aware it’s the only drive-through downdraft bake oven of its type and size in New Zealand,” he explains. The booth is 16 metres long, 6 metres high, and 5.6 metres wide – it’s built for the big jobs, but it also has a set of doors at the 9 metre mark turning it into two smaller booth/ bake ovens. They have complete control of the temperature, and can bake at 60 degrees. This allows them to give a factory finish every time, on any type and size of vehicle.
Marty is also part of the Resene Automotive Fleetcare network and is a certified Resene/DuPont commercial refinisher, one of only 14 New Zealand wide. The DuPont range that they use is a commercial grade designed to be durable for the weather. It comes with the Resene/ DuPont lifetime performance warranty, so his customers can feel assured that the job will last, no matter how much time they spend on the road. Marty is always thinking about new options for the business. In mid 2012, he took on a qualified structural repairer and is now getting more smash repair work of all sizes. He invested in a new pulling rig that has the potential to pull 20 tonnes, which means he no longer has to outsource this kind of work. He came up with the idea of making a customised bar-leaner, which he had on display at the caravan expo this year. “I’d seen that another panel and paint company was going to be at the expo so I wanted to do something that would blow everyone away and make us stand out. I took the mould off the front of my 1955 FJ Holden car that was sitting at the workshop, and in two week’s I’d come up with this barleaner,” he says. The prototype has created so much interest that he intends to build and sell them, along with customised barbecues, foyer desks and seats. “I’ve already potentially sold three of them. I just need to figure out how much to sell them for,” he adds. Marty has a range of other ideas on the go and says it’s all about going the extra mile for his customers, and drumming up new business ideas to make sure he doesn’t have any quiet spells.
Marty's customised bar-leaner
His future aim is for Marty’s Panel & Paint Ltd to be known as the number one RV refinisher in New Zealand. In the meantime, doing what he enjoys and keeping the work flowing for his team keeps Marty Jarrett a happy man.
We’re proud to be with NPD NPD ensure we have the best technology the industry has to offer. Our site has been entirely re-branded and upgraded and we are proud to be part of the NPD Retail Network.
If you want to be part of this exciting, growing network contact Craig today: 0800 544 6162 | firstname.lastname@example.org | www.npd.co.nz Bernard, Port Nelson Fuel & Rentals.
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Tony Everett Dealer Services & Mediation Manager Ph: 04 381 8827
email@example.com or: 04 381 8833 firstname.lastname@example.org
New Passenger Registrations February YTD 2011
New commercial market stability prevails
7,500 7,000 6,500
5799 new passenger registrations in February. Down 2 percent from February 2012. Down 21 percent from January 2013. 2148 commercial registrations in February 2013. This is up 38 percent from February 2013. Up 13 percent from January 2013. A strong start to the year for the commercial market. Best February in 31 years. YTD up 48 percent on this time last year.
5,500 5,000 4,500 4,000 3,500 3,000
Used Import Passenger Registrations February YTD
Used vehicle market growth showing
6,000 5,000 4,000 3,000 2,000 1,000 0
New Road Registered Motorcycles (>60cc, & <60cc) February YTD 2012
900 800 700
Motorcycles endless summer boosts scooters Over 60cc' market: 398 registrations, this is up 4 percent in contrast to February 2012.
Under 60cc' market: 251 registrations fro February. This is up 44 percent from February 2012.
649 Motorcycle registrations for February. This is up 17 percent from February 2012 and is also up 9 percent from last month.
6922 used passenger imports in February. This is up 15 percent from February 2012. Down 6 percent from January 2013. The used import passenger market is up 16 percent compared to this time last year The trade is benefiting from favourable exchange rate (20 percent improvement since December), and oldest available stock is now one year older (as we move into 2013).
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Under 60cc market having a great month, possibly due to both the great summer weather and high fuel prices.
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If you require any extra information regarding Statistics please contact: Tony Everett: 04 381 8827 or Rochelle Reddish: 04 381 8833
Top 10 new passenger registrations by brand Mth
% Chg YTD
Many of the top 10 brands are down YTD compared to the same time in 2012. Those which are up are Mazda, Nissan and Volkswagen. Toyota consistently holds onto top spot with 926 units, Hyundai is second for the first time with 541 while Holden slips to third with 492 units. Luxury brands seem to be doing well amongst the top 20: Audi (up 41 percent), Mercedes-Benz (up 93 percent) and Skoda (up 40 percent). Honda has also had a stand out start to the year up 115 percent
Top 10 used import registrations by model Mth
% Chg YTD
Top 10 used models sitting very strongly. Only Legacy and Atenza are down compared to YTD last year.
Demio stays on top with 352 units. Axela and Swift both keep their places from last month with 290 and 285 units respectively. Other models that had a good month include: Wish up 206 percent; Outlander up 668; Note up 353.
Top 10 motorcycle registrations by brand Mth
% Chg YTD
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Suzuki continues its run at the top with 132 units, Honda second with 68 and Triumph rounding out the top three with 53 units. Other brands starting the year well include: BMW up 80 percent and Vespa up 61 percent. Three specialist scooter brands (Piaggio,Vespa and TGB) make the top 10, reflecting strong scooter sales.
Top three new models by segment Light
Whangarei 452 3% Napier 535 8% Blenheim 9% 146 Invercargill 387 7%
Auckland 5009 5% New Plym 400 11% Greymouth 74 14% National 15247 3%
Hamilton 1263 3% Wanganui 156 3% Westport 33 22%
SUV is the highest selling section with 2027 units in February, followed by light commercial with 1921 and small coming in third with 1472. The top individual model again for the month was Corolla (366). Second place Hilux (338). The top three is rounded out with Ranger coming in third with 298. Other models that had a great month were; Volkswagen Polo (up 94 percent), Hyundai Santa Fe (up 54 percent). The Mazda CX-5 has had a very successful introduction to the New Zealand market.
Thames 191 1% Palm North 719 NC Christchurch 1986 9%
Tauranga 774 8% Masterton 135 4% Timaru 242 27%
Rotorua 235 3% Wellington 1386 1% Oamaru 57 12%
Gisborne 149 10% Nelson 312 14% Dunedin 606 5%
Dealer Share - Change of Ownerships (Feb 2013)
35% 33% 31% 29% 27% 25% 23% 21%
The dealer share of the Change of owner figures varies widely throughout the country. Of note, Wellington area dealers secured a good share of the available market.
Whangarei 12 33% Napier 13 30% Blenheim 6 50% Invercargill 5 29% 42 â€˘
Auckland 142 1% New Plym 18 18% Greymouth 2 200% National 8% 458
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Hamilton 45 NC Wanganui 6 14% Westport 1 100%
19% 17% 15%
Thames 3 63% Palm North 24 9% Christchurch 43 23%
Tauranga 30 9% Masterton 5 50% Timaru 5 NC
Rotorua 8 NC Wellington 53 9% Oamaru 1 67%
Gisborne 3 NC Nelson 13 8% Dunedin 20 5%
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If you require any extra information regarding Statistics please contact: Tony Everett: 04 381 8827 or Rochelle Reddish: 04 381 8833
Whangarei 145 Auckland 2625 Hamilton 412 Thames 56 Tauranga 257 Rotorua 63 Gisborne 28 Napier 175 New Plymouth 110 Wanganui 71 Palmerston North 175 Masterton 42 Wellington 622 Nelson 80 Blenheim 44 Greymouth 15 Westport 4 Christchurch 563 Timaru 60 Oamaru 9 Dunedin 171 Invercargill 72 43 â€˘
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17% 8% 8% 10% 7% 47% 24% 2% 11% 58% 17% 16% 1% 19% 6% 15% 33% 2% 9% 53% 28% 19%
Whangarei 111 Auckland 3537 Hamilton 483 Thames 32 Tauranga 228 Rotorua 55 Gisborne 36 Napier 132 New Plymouth 116 Wanganui 46 Palmerston North 167 Masterton 29 Wellington 588 Nelson 89 Blenheim 25 Greymouth 14 Westport 5 Christchurch 908 Timaru 51 Oamaru 19 Dunedin 190 Invercargill 61
8% 20% 34% 14% 8% 4% 5% 26% 1% 18% 44% 16% 2% 35% 11% 36% 38% 17% 2% NC 9% 19%
Whangarei 16 Auckland 221 Hamilton 51 Thames 5 Tauranga 33 Rotorua 9 Gisborne 5 Napier 13 New Plymouth 23 Wanganui 9 Palmerston North 26 Masterton 10 Wellington 67 Nelson 13 Blenheim 9 Greymouth 7 Westport 3 Christchurch 74 Timaru 10 Oamaru 3 Dunedin 16 Invercargill 26
7% 21% 24% 55% 11% 80% NC 32% 5% 29% 7% 233% 31% 19% 13% 133% 50% 10% 150% 25% 7% 160%
Used Car Prices What you already know – Part II
To recap, Statistics New Zealand routinely captures used car pricing data from a group of 300 dealers nationwide. The statisticians use the car sales survey data as one of many indicators to track Consumer Price Index (CPI) movements. We periodically read about CPI movements in the media, but the participating dealers never get any other real feedback on what this means. These articles try to explain this, so at least the industry can get some value from the reporting processes. Four times a year, Government statisticians collect car sales data from 300 dealers across the country. They combine this with data from 3000 other businesses around New Zealand, using this to work out how much more (or less) it costs to be a living, spending human being, as compared to the previous quarter. They call this the Consumer Price Index, or CPI. The list of dealers participating in the survey includes a mix of franchise dealers and independent used dealers. We can’t supply a list of names, but we can say they are spread throughout the country – from Whangarei to Invercargill. The collective data from those 300 dealers typically covers about 3,500 cars each quarter, so it’s a reasonably-sized sample. Based on dealer data, the average age of the vehicles sold is about six years old. That age profile has varied little over the last 10 years, and it serves to indicate that the typical dealer is selling cars at the newer end of the market. No surprises there – a quick look through dealer used car advertising listings tells us the same thing. Cars older than the year 2000 are now the exception in most used yards, due to obligations placed on dealers under the Consumer Guarantees Act to address every fault that occurs. Old cars are just economically unviable for dealers. The market for older cars (those aged from 1999 or older), which makes up about 60 percent of our fleet, is almost exclusively the preserve of the so called ‘private’ market. In the ‘good old days’ used car dealers were typified as the ‘Arthur Daleys’ of the age (for those of us who remember that 1970’s TV programme) who patched up and flogged off old bangers, with little risk of comeback. ‘Buyer beware’ held more sway in those days. The 1993 introduction of the Consumer Guarantees Act ended that game, and perhaps rightly so.
Tony Everett – MTA Dealer Services and Mediation Manager
We first looked into used car pricing based on the quarterly return selected dealers supply to Statistics New Zealand last August. Now, it’s time for an update and a bit more detail. 44 •
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However, as a perverse and wholly unintended consequence, dealers gave up on older cars and it has became the almost exclusive preserve of the ‘private’ market – where almost no consumer protections apply. So, in retrospect: the law intended to protect vulnerable, old-car-buying consumers ended up creating exactly the opposite effect. Regulators had the opportunity to put some balance back into the market within the Consumer Law Reform initiative, but unfortunately all suggestions to that effect seem to have fallen on deaf ears. Life will carry on as we know it. Dealer data from the last decade shows fuel prices have clearly had an impact on used car prices – particularly on the large car sector. As petrol prices spike upwards, large car prices fall. Also, note the seemingly endless upward movement of small and medium car prices since 2005, with a more significant increase in prices in all three segments in the last four years – since 2008. Some commentators cite the introduction of the exhaust emissions standards as the primary driver of used car price increases. Those new standards may have had some effect but they are only one of many influencing factors and it is wrong to say they are wholly or even principally the cause. Prices actually fell after the introduction of the ‘Japan 1998’ standard in 2007, and then increased moderately after the introduction of the Japan 00/02 standard in 2008, perhaps more due to fuel price rises. All three sectors climbed in price from mid 2010 – a year and a half before the introduction of the Japan 05 standard effective from 1 Jan 2012.
“the law intended to protect vulnerable, old-car-buying consumers ended up creating exactly the opposite effect.”
So, how do used car prices compare with general inflation? From 2002 to 2012, the overall CPI increased by 28 percent. In this time, small used car prices moved up 27 percent, medium car prices climbed 20 percent, and large cars increased a rather paltry 6 percent. When compared with general inflation trends, used car prices have actually declined.
Used Car -Average Retail Price
(Dept Of Statistics Qtrly Survey - 300 Dealers - Approx 3000 vehs/Qtr) Small (<1750cc)
Medium (1750 - 2549cc)
Exhaust Emmission Standards
$30,000 $28,000 $26,000
Average Retail Sale Price
$24,000 $22,000 $20,000 $18,000 $16,000 $14,000 $12,000 $10,000
Average petrol and diesel prices since 2003
230 Average petrol and diesel prices since 2003 210 190
250 200 150
Repco reinforces position as the automotive aftermarket leaders Repco New Zealand is proud to be part of one of the most important milestones announced in the recent history of the local automotive aftermarket industry, with the purchase of its parent company, Exego Group, by global leaders Genuine Parts Company (GPC). GPC, a US$13B company listed on the New York Stock Exchange, owns NAPA, North America’s largest automotive aftermarket parts businesses, with over 6,700 stores covering the US, Canada and Mexico. The deal, worth approximately US$800 million, is set to strengthen Repco’s already marketleading local operations. It will see a significant increase in the company’s product range, access to world class logistics and customerfacing IT systems and new opportunities for staff education, training and career development. The Repco NZ team is enthusiastic about what the purchase will mean for Repco customers in terms of providing the right parts at very competitive prices, and getting the best advice and service in the market. New Zealand is a country with a particularly diverse vehicle fleet and the car parc is becoming increasingly complex. Because of this it is becoming harder for distributors to generate the scale needed to adequately fund the parts ranges needed to service the fleet. The GPC deal will give Repco the ability to access and stock the widest range of automotive parts in the industry, which will be available to its customers from their local Repco or Appco store.
150 130 110
Graph provided by: NZAA
So where will prices go in the future? First, look at how cars come to New Zealand: as new cars, or fresh used imports. The new car market is competitive at every level, keeping pressure on prices. Today a buyer can purchase a very capable and fuel efficient new small car for under $20,000. Given continued excess production capacity worldwide and the increasingly strengthening New Zealand Dollar), there is no reason to expect any substantial increase in new car prices in the near future. On the used import front, prices will benefit with the drop of the Japanese Yen against the NZD. The Yen fell from around 64 prior to Christmas, to around 79 at the start of March – nearly 20 percent. Also, importers can still buy the same-aged cars they did last year, now one year older and therefore perhaps cheaper. However, buying competition for Japanese used vehicle stock is intense, with many countries now actively taking considerable
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numbers. In 2012, New Zealand ranked 7th in the volume stakes – we used to be first. We should also look inside New Zealand – specifically, what we currently have in our existing fleet. We have one of the highest cars per head of population ratios in the world, and it is fair to say there is no significant growth likely to occur there; we’re what marketers call a ‘mature’ market. The massive bubble of older cars (models from 1995 to 1997 make up 20 percent of our 2.8m fleet) continues to get older. Time and wear will force those owners to trade up – when that starts to happen in volume, demand will spike upwards, taking prices with them. However, between now and then a lot of other things could change – that’s what makes forecasting an impossible process. In the end your opinion is as good as anybody else’s, until reality proves otherwise.
Executive General Director Repco New Zealand
GPC’s initial investment last January saw a total of A$50 million invested in store ranges into Exego Group businesses across Australia and NZ, adding parts across every major category including filters, brake pads, shocks, suspension systems, rotors among others, as well as supporting infrastructure. This investment in inventory was the equivalent of establishing 100 new stores – an event never before seen in the Australasian industry. As a result of the GPC acquisition, going forward Repco will have access to the extensive product offering of its GPC-owned American counterpart, NAPA. With over 500,000 individual SKUs, and a number of heavy duty, light commercial and agricultural offerings, NAPA’s offering is providing excellent product extensions for all Exego companies. The commitment to further investment in Exego will also reach to enhanced electronic catalogues and warehouse management systems to ensure the extended range and increased stock can be managed efficiently across all stores. Exego Group’s partnership with GPC will allow Repco NZ to provide its customers with the right part, at the right time at the best possible price - and that can only be a good thing.
INDUSTRY TRAINING WoF Trainer profile
Rob Pauletich What is your background and where have you come from? When I left school I started an apprenticeship in Automotive Engineering with Manthel Motors, a Holden dealer in Wellington. After completing my apprenticeship and obtaining my ‘A’ grade I started working for myself, specialising in mobile brake machining. We had the only mobile lathe in Wellington that could machine discs, drums and flywheels on site. I also carried out general service and repair work. Several years later I moved into a Service Manager role with Mexted Motors in Tawa and from there I joined the Vehicle Certification Unit of what was Land Transport Safety Authority (LTSA) as a Vehicle Compliance Specialist. I moved into a role as a Reviewer/Senior Transport Officer with NZTA. The majority of my 10 and a half years with LTSA/NZTA comprised reviewing WoF inspecting organisations and carrying out Low Volume Vehicle (LVV) and Used Entry reviews. The role also involved carrying out investigations, new Vehicle Inspector (VI) tests and training with the NZ Police. I have recently moved to Christchurch where I am working in a family transport business and will also be assisting MTA with training in the South Island.
What attracted you to the position? The coaching role and sharing stories/experiences.
The role sees you travelling a bit, do you enjoy that part of the job? Having lived in the Wellington region all my life, I am looking forward to having a good look around the South Island.
What would you like to bring to the role? Sharing the knowledge and stories I have gained throughout my 30 years in the industry, especially during my time with NZTA. I am fortunate to have seen the automotive industry from several angles, being self-employed, a Service Manager and the reviewing role with NZTA. During my time with LTSA/NZTA I met some switched on technicians/inspectors and I have learnt a great deal from them. I have also been involved in many complaint investigations. Graham Mexted taught me – a wise man learns from his mistakes, a really wise man learns from other people’s mistakes. I’ve seen lots of mistakes made!
Describe yourself in one sentence. Easy to get along with, approachable and a good eye for detail.
What is your motto to get you through the day? Two favourites –
You don’t know what you don’t know! The difference between ordinary and extraordinary is just doing that little bit extra!
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Apprenticeship Subsidy News
The Government intends to boost the number of apprentices by providing financial incentives for employers and workers. A new initiative, Apprenticeship Re-Boot, was introduced on 6 March 2013.
The Government is aiming to boost the number of MTA would like to thank apprentices in training by offering a $1000 subsidy. its business partners and sponsors... is restricted to new Modern upskilling in advanced technical and
Eligibility Apprentices at Level 3 and 4 (in 2013) and all other new industry trainees enrolled in a programme of study at Level 4 with a minimum of 120 credits. A full list of eligible programmes is available on the MITO website.
The first 10,000 apprentices who enrol in an Industry Training Agreement from 6 March MITO apprenticeships are a great 2013 will be able to apply for a subsidy investment for businesses; apprentices can of $1,000 towards their tools and off-job learn new skills over time and carry out a training costs. Employers will receive an wider range of tasks and work to a higher equal amount for each apprentice they standard more quickly and safely. take on. Subsidy payments will be made once the apprentice has actively been in Training apprentices allows employees training for 90 days. There is no entitlement to learn and understand the culture and for apprentices already receiving anAs MSD an MTA member welike offer youthank and MTA would to values of the workplace. It your also encourages wage subsidy. staff health insurance at employees toreduced extendrates their careers by its business partners
Join New Zealand’s favourite health insurer
business programmes bringing new ideas and fresh energy to the workplace.
Don’t miss out on this opportunity. Contact us today on 0800 88 21 21 and we will connect you to your local MITO Industry Training Advisor. Need more information? Go to the MITO website www.mito.org.nz. Productivity and Efficiency
MTA would like to thank its business partners and sponsors...
We’re working for our members – not overseas owners or shareholders. So any surplus money goes towards improving our healthcare plans and keeping premiums affordable. And you can trust us to stay in great financial
shape. For eight consecutive years we’ve been MTA would like to to thank MTA would like thankgiven an A+ (Strong) financial strength rating by Standard & Poor’s (Australia) Pty Limited. itsMTA business partners would like to thank its business its business partners and sponsors... and sponsors... 1
The rating scale is:
AAA (Extremely Strong) AA (Very Strong)
CCC (Very Weak)
CC (Extremely Weak)
R (Regulatory Action)
partners and supporters
Plus (+) or minus (-) signs following ratings from ‘AA’ to ‘CCC’ show relative standing within the major rating categories. Full details of the rating scale are available for inspection at our offices. Standard & Poor’s (Australia) Pty. Limited is an approved agency under the Insurance Companies (Ratings and Inspections) Act 1994.
Call 0800 100 777 or visit www.southerncross.co.nz/society SCH6134
Not for profit. For you. Southern Cross Medical Care Society, Level 1, Ernst & Young Building, 2 Takutai Square, Auckland 1010
The leader in specialist automotive s
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MTA Training Calendar April - June 2013 To register, go to: www.mta.org.nz/jobs-and-training 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
May April FebruaryApril March 1 Easter Monday 1 Ashburton 1 1 Easter Monday 2 Saturday 2 Saturday 2 Ashburton 2 Sunday 3 Sunday 3 3 3 4 Waiouru 4 Saturday 4 Central Auckland 4 5 Palmerston 5 Central Auckland 5 5 North Sunday 6 Saturday 6 Saturday 6 Palmerston 6 North Blenheim Day 7 Lower Hutt 7 Sunday 7Waitangi Sunday 7 Kaikoura 8 8 8 Warkworth Lower Hutt 8 Nelson Warkworth 9 Saturday 9 Dargaville 9 Dargaville 9 Nelson Saturday 10 Sunday 10 10 Kaitaia 10 Kaitaia Sunday 11 Whangarei 11 Whangarei11 Gisborne11 Saturday 12 12 Hamilton 12 Whangarei Whakatane 12 Sunday Whangarei 13 Rotorua 13 Saturday Huntly 13 Saturday 13 14 Tauranga 14 Sunday Te Awamutu 14 Sunday 14 Central Auckland 15 Tauranga 15 Paraparaumu Te Kuiti 15 Paraparaumu 15 Christchurch 16 Saturday 16 Wanganui 16 Christchurch Wanganui Saturday 17 Sunday 17 Hawera 16 17 South Auckland Sunday 18 Balclutha 18 New Plymouth 17 Hawera 19 Gore 18 Saturday 19 New Plymouth Invercargill 18 19 Sunday New Plymouth 20 Te Anau 20 Saturday Dunedin 19 20 New Plymouth Wairoa 21 Cromwell 21 Sunday Timaru 20 Saturday 21 Waipukurau 22 Cromwell 22 Paeroa Christchurch 21 Sunday 22 Hastings 23 Saturday 23 Hamilton Christchurch 22 Paeroa Saturday 24 Sunday 23 Hastings 24 Hamilton 23 Hamilton 25 24 Sunday 25 ANZAC Day 24 Hamilton 25 Saturday 26 North Shore 26 27 Saturday 25 Auckland ANZAC Day 26 Sunday South North Shore 27 28 Sunday 26 Auckland 27 Central South Auckland 29 Oamaru 27 Saturday 28 28 Tauranga 29 Good29 Friday 30 Rangiora 28 Sunday Tauranga 29 Oamaru 30 Saturday30 Opotiki 30 Rangiora 31 Sunday 31 Update course
MayJune June Saturday 11 Ashburton 1 Saturday Sunday 22 Ashburton 2 Sunday 33 3 Queens Birthday Queens Birthday 44 Saturday 4 55 Sunday 5 6 Blenheim West Auckland6 West Auckland 6 7 Kaikoura West Auckland West Auckland 87 Nelson 7 98 Nelson 8 Saturday Saturday 10 9 Sunday 9 Sunday 11 Saturday 10 10 Corporate 12 Sunday 11 Te Aroha 11 Te Aroha 13 12 Tokoroa 12 Tokoroa 13 Rotorua Central Auckland 13 14 Rotorua 14 Rotorua Central Auckland 14 Rotorua 15 Christchurch 15 Saturday 15 Saturday 16 Christchurch 16 Sunday 16 Sunday 17 17 Invercargill 17 Invercargill 18 Saturday 18 Invercargill 18 Invercargill 19 Sunday 19 Gore 19 Gore 20 Wairoa 20 Dunedin 20 Dunedin 21 Waipukurau 21 Dunedin 21 Dunedin 22 Hastings 22 Saturday 22 Saturday 23 Hastings 23 Sunday 23 24 Sunday 24 24 25 Saturday 25 26 Sunday 26 25 27 27 26 28 Tauranga 28 27 29 Tauranga 29 Saturday 28 30 Opotiki 30 Sunday 29 Saturday 31 Sunday 30 Managing the PRS
Places are available for WoF training now! Keep your inspectors up to date with the latest on the eVIRM including updates, interpretations and technical bulletins. WoF courses on this calendar are the only MTA courses that are recognised by NZTA. Now when you receive your Inspectors course confirmation, you will receive a 10 question pre-course test paper worth 20 percent of your overall grade. You must complete the test paper and email it through to the facilitator, malcolm.whinham@ mta.org.nz for marking prior to the course, then bring it along with you on the day for discussion. The overall pass mark of the course remains at 75 percent, so failure to complete the pre-course test will make it very hard to pass! If you have a laptop or a tablet available, bring it along to work on the eVIRM. Such devices are highly recommended to get the maximum value from the course, but are not compulsory at this stage. If you have any questions, contact Kylie Robinson on 04 381 8836 or email email@example.com.
radiator April 2013
diagnostic solutions Herbert Leijen - AECS
New training seminar!
AECS has introduced a new training seminar over the summer period. It’s called the EMS 1-3, to fit in with the rest of the training programme. This new seminar is exciting, cutting edge and deals with new modern technologies in current cars. The focus is as always on maintenance, diagnostics and repairs, not just how it works.
Variable cam timing. Intake cam shafts and some exhaust cam shafts can be phase adjusted by the engine ECU. We deal with various brands and designs, from Nissan VVL to BMW Vanos. How the system works mechanically and electronically is described in great detail with the use of lots of pictures and cut away models of the real thing. At the end of this chapter it will be perfectly clear how fault codes will be set and how drivability problems occur when you stick to the super long service intervals that the marketing department of vehicle manufacturers’ demand. Variable valve lift.
Most car manufacturers have, or soon will have, variable valve lift on all of their vehicles. This is a system where the intake valve height is altered, to control the amount of air flowing into the engine. We deal with petrol engines in this training, although a number of truck manufacturers are using it on their Diesel trucks also. These car engines run with the throttle blade in the wide open position even when the engine is idling. We deal with the mechanical side (with cut away models) and the electronic workings of the system. We even go as deep as how the software in the ECU deals with variable conditions so you understand the system and to make diagnostics easier. At the end of this chapter you will be able to diagnose drivability problems as a result of, for example, mechanical wear, with a scan tool and oscilloscope. We deal with a number of manufacturers but the BMW system (around since 2002) is at the core of this chapter.
Almost all car manufacturers have direct injection petrol engines, like for example the D4, GDI, FSI, TSI, SIDI, etc. Many late model systems are already developing problems, while some of the older systems have all sorts of known issues. We will deal with the mechanical side, the layout of some real late model systems and the electronics plus control systems on those late model vehicles, for example looking at the double closed loop pressure control in late model TSI vehicles. We also deal with some of the known issues on older systems. I have a cut away GDI injector which had an incorrect spray pattern causing surging. We will look at, for example, the double coil Nissan injectors (3-wire) and the high voltage and current control on FSI injectors.
Direct injection EGR. Direct injection engines proportionally need a very high EGR quantity. EGR systems are notorious for causing trouble. I have some really nice trouble cases where for example an aftermarket EGR valve has dropped the valve dish in the intake manifold. How do you diagnose this with a quick measurement decisively? We also look at the patterns and fault codes of such problem cars.
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Proximity switches. Most vehicles use, for ABS wheel speed sensors and CVT gearboxes, 2 wire current proximity switches. Lovely sensors! Learn a whole new way of diagnosing these sensors and their circuit. We deal with positive and negative controlled sensors. We look at how fault codes are set in the ECU and how live data in the scan tool deals with incorrect signals. You will learn what to measure when there is a short, or bad connection, before a fault code is set.
Multiple ECU structure with multiple CAN databus systems. This is where we deal with one late model vehicle with 27 ECU’s on board connected to 3 CAN data bus systems (which is not uncommon). We look at each ECU, its role and what sensors are attached for direct inputs. We also look at how each ECU has indirect inputs via CAN, and why. Each ECU has direct outputs but some have also outputs via CAN. It is important to understand why and how this works. Some indirect signals (output and inputs) cross multiple CAN bus systems. A subject which can be a true nightmare if you are not conversant with this technology. How can a faulty sensor on one ECU, not even directly connected to another ECU cause a series of problems? We deal with real simple examples like how a brake fluid pressure sensor’s signal connected to the ESP ECU affect and what for example the rear signal acquisition module does with the brightness of the tail lights through duty cycle control. We also deal with some really complex software relations, where a number of ECUs create a head on crash instead of a T-bone crash to increase passenger safety.
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Re-flashing ECU’s and pass through. This is an interesting topic, where we cover the sense and nonsense in re-flashing ECU’s and the difference between re-flashing and pass through. There are many myths about this subject. We cover in great detail how a dealer scan tool deals with this and the position of aftermarket scan tools. We have screen prints of the whole process on a late model (2012) car. We also deal step by step with coding new ECU’s which is different again from a re-flash and pass through. All in all really useful training, and one that you will need if you want to be relevant in the next few years. Unfortunately we will only be running it in Auckland on the 7th & 8th November this year. We had the training calendar already planned and largely booked late last year before the new EMS 1-3 seminar was made. Next year (2014) we will be planning it in other areas. AECS is catering for all levels of diagnosticians, with Training, Equipment and Tech support. Our technical help desk is our way to keep our feet on the ground and the best way to find out what problems are out there. It helps us to improve and create training seminars like the EMS 1-3. You won’t be bombarded with hours of boring theory, nor are we doing speed training. Our training is practical and FUN.
MEMBER PROFILE - Brendon Motors Karori Ltd
Determined Wellingtonian chooses business over pleasure
By Stephanie Brunt, MTA Communications and Marketing Advisor Simon Bartlett faced a choice: race for his country against the world’s top age group triathletes, or buy the workshop he’d been dreaming about his whole life. The current owner/operator of Brendon Motors Karori leans on his two-point hoist and tells Radiator about how and why he made this decision. Having taken to triathlon like a gorilla to water (swimming didn’t come naturally to Simon!), he earned a place in the New Zealand Age Group triathlon team, bound for the World Championships. But one thing stood in his way – his lifelong ambition of owning his own business. Simon was only two when he started ‘helping’ his Dad with cars; he had the crucial job of holding the torch. He saved his hard-earned dollars and bought his first car at the tender age of eight. By the time he was 12, he was fixing all of the neighbours’ cars too. “I parked them up with two wheels on the footpath and two wheels on the road, I’d lie in the gutter and do the services like that – looking back, I don’t know how I did it,” said Simon. For years Simon has been achieving, starting out as a successful ‘serviceboy’ for the locals, moving on to be the New Zealand WorldSkills winner and finishing 17th in the world in 2003, qualifying for the New Zealand Age Group triathlon team, then taking ownership of his own business in 2012. But all of this doesn’t change the guy that he is – unassuming, quiet and hard working. Simon had always wanted to own his own business, so every week from the age of 21 he started to put
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as much money aside as he possibly could. Good advice guided him to where he is now and helped in making key decisions along the way. One of those advisors was Keith Webb, a current Director on the MTA Board and owner of Webbs Auto Services in Wellington. Simon completed his training at WelTec and gained his work experience with Keith during that time, before going back a few years later for more experience. Training for the sport of triathlon is rigorous, with no cutting corners if you want to succeed. Fitting this around work is another challenge altogether, Simon says. “When I opened up the site I was working from 6am to 11pm, and still getting up at 4am to fit some training in,” said Simon. This attitude of dedication and commitment led to his numerous successes Unfortunately Simon couldn’t take his place in the New Zealand team – he had to self-fund the overseas trip, and it was just too expensive. Instead, the money went to the business. “I never like turning down an opportunity. If any opportunity is presented, you always take it – you never let one pass you by.” But closing one door opened another – the Brendon Motors Karori site became available. Simon jumped at it. “I spend most of my time in Karori, running and mountain biking the hills. It was either the Tararua’s or Karori, and the Tararua’s wouldn’t be great for a workshop!” As with any new business, Simon has contended
“I never like turning down an opportunity. If any opportunity is presented, you always take it – you never let one pass you by.”
with unexpected challenges. The main one: how quickly it has taken off! Fully booked from day one, most of his customers are Karori locals. Completing all the invoices himself, while doing all servicing and repairs was a lot of work, so Simon ended up bringing on a full-time mechanic to enable him to solely focus on the administration and promotion of the business. Over the next 12 months Simon wants to continue to grow the business and customer base. Looking around, the high standards of his workshop are obvious, and he’s always working to increase customer satisfaction. “I always treat everyone’s cars like they’re my own, and every decision like it was my own. I always let customers know the cost of the repair before I do it, and try to keep costs as economical as possible.” Having gained so much from his own apprenticeship, Simon would like to take an apprentice on in the future. “You’ve got to give back, and the trade’s given me so much. Bringing new people in to get used to the new technology is the way to do it, otherwise the trade will just die off,” said Simon. He believes that training organisations have their place in that they teach the theory and
“I always treat everyone’s cars like they’re my own, and every decision like it was my own. I always let customers know the cost of the repair before I do it, and try to keep costs as economical as possible.”
challenge students to think about why something has gone wrong. But a lot of knowledge gets passed down that could never be learned in a classroom – and apprenticeships, he says, keeps this knowledge flowing. Simon has always worked for MTA members and believes that it’s a membership well worth paying for. “It’s a trusted name and the customers recognise that. It’s definitely worth being part of.” His advice for members: “Look at what MTA has to offer – it’s not just a membership and a sign, there’s a lot more behind it, both for you and your customer. For example, take the deals on paint – you don’t realise how good they are until you look into it. You really can save a lot of money.” Simon Bartlett has found hard work gets you a long way. From a childhood spent working with cars and saving to fulfil his ultimate dream. This athletic mechanic has his priorities sorted – for Simon, his career comes first. But, if he can find time to fit in the training, he says, the one-piece tri suit wearing mechanic may get back to zooming around the streets of Karori, even heading back to the world stage. His career won out, but his passion for the outdoors comes in close second.
Have you noticed the new name? CardSmart. CardLink has updated their fuel card brand to CardSmart.
Next time you see a CardSmart card remember they are part of the CardLink Family!
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TES T C ARD ONL Y VOL K EXP SWAGEN 12/ PAS 12 SAT
VOLK SWAG EXP EN PA 12/1 SSAT 2 IN2S TM
Auto Super Shoppes
NZ’s Leading Automotive Network It’s been 6 years since the inception of Auto Super Shoppes and it is no surprise that Auto Super Shoppes leads the way in defining a network representing excellence within the automotive repair sector. With 67 General Members (77 collectively) spanning Whangarei to Invercargill, Auto Super Shoppes is carving out a consumer brand that motorists know as car care professionals offering convenient one-stop-shoppe solutions.
Jayne Lawson, CEO
Membership Satisfaction a Biggie Jayne Lawson, CEO strives continually to ensure its independent Members are rewarded with opportunities, benefits and business tools to future-proof their commercial wellbeing. What is unique about Auto Super Shoppes is the well-rounded proposition it offers workshops, as it’s the only network in NZ that is a marketing and a buying group combined. Attracting additional business into Shoppes through preferred repairer agreements and fleet maintenance systems is also attractive to its Members. Offering a return on investment is also a key factor in the programme’s success. A loyalty reward rebate means the membership cost is off-set. All Members need to do is use tier one and tier two suppliers and the returns will flow.
Invitation to Join
Jayne can be contacted on 09 985 0663 or admin@ supershoppes.co.nz. Alternatively visit www. autosupershoppes.co.nz for further information.
Our goal is to attract well presented, premium styled workshops into the Auto Super Shoppe network. If you are an MTA member, dedicated to the trade and make intelligent investments into your business you are invited to contact Jayne Lawson to find out more information.
A vital cog in the moving wheel of the Auto Super Shoppe’s momentum is its suppliers. We are privileged to be aligned with leading national brands such as Apparelmaster, BNT, Century Batteries, DR Britton Valvoline, GT Radials and Wynns. Most exciting news is the addition of Repco / Appco as at 1st April. This will see the network grow as a result of the union having a broad range of suppliers supplying core products to Shoppes promotes supplier usage and Member returns on a daily basis.
JOIN THE LARGEST PREMIUM AUTOMOTIVE NETWORK IN NZ 67+ independent workshops have secured their future. Contact us to secure yours. Some of the benefits • Group buying power • Nationwide marketing • Fleet servicing Phone 09 985 0663 Email firstname.lastname@example.org www.autosupershoppes.co.nz Radiator ad 180 x 59 final.indd 1
Media wrap Motorcycles and European cars sold especially well in February, amid strong sales across the rest of New Zealand’s vehicle market. MTA provided analysis on this to New Zealand’s media outlets. The vehicle market was up strongly in February compared to the corresponding period last year. European passenger cars pushed ahead during the month with the four leading European brands, Volkswagen, Audi, BMW and Mercedes, all finishing inside the top 15 new passenger car brands. . On road motorcycle sales showed a welcome lift in sales after the sluggish performance of recent months. Total sales of 649 units were the best for 20 months – and up 93 units (17 percent) compared to the same period last year.
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MTA made the news with vehicle sales analysis, comment on changes to child restraint rules and a survey of safety equipment on motorcycles and scooters this month.
The Government is looking to change the rules around child restraint standards in cars to clarify and improve vehicle restraint rules for children under seven. MTA supported this. The new Rule will require compulsory child restraints for passengers under seven years old. However, obviously children are different sizes – so, MTA suggests, having a height requirement is also important. We also pointed out the real responsibility for motor vehicle safety is ultimately in the hands of the people in control of them. Though the new rules are still being developed and aren’t scheduled to come into effect until November, MTA urged motorists driving with young children to check seatbelts and car seats are at the highest standards. After noting the lack of appropriate safety gear on
motor scooter riders, MTA staff conducted a street-side survey, rating Wellington riders against criteria set out in a longrunning ACC safety campaign. We found many were ignoring basic recommendations – most predominantly gloves, followed by having bare legs, flimsy footwear,
and short-sleeved shirts. Of the 338 riders surveyed at six sites around Wellington, 171 (51 percent) did not meet the basic minimum gear requirement, as recommended by ACC. This was disappointing, as transport and safety agencies have been campaigning for years about this.
Creating a safer, healthier environment is everyone’s responsibility.
So, thanks for your support. The collection and responsible disposal of synthetic refrigerant gases has been playing a successful role in the recovery of Earth’s ozone layer. As a Recovery partner, your contribution has been money well spent.
“The worst has most likely passed and we now expect a gradual recovery. This is indeed great news.” NIWA NEW ZEALAND 29.03.09
Maintaining our planet’s life-sustaining environment is everyone’s responsibility. As we continue to phase out ozone depleting refrigerant gases, our attention now extends from ozone depletion to the wider issue of climate change. So, thanks in advance. Let’s keep up the good work.
“…human beings can get together… and avoid ecological catastrophe.” Paul Wapner, Director of Global Environmental Politics, American University AS REPORTED, NZ HERALD 30.03.09
Trust for the Destruction of Synthetic Refrigerants www.refrigerantrecovery.co.nz 55 •
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ALL PUMPED UP
service station news
Brought to you by
by Liezel Jahnke MTA Environmental and Fuel Services Manager
Highlights from the service station training survey
General staff training
In recent times, several training related issues have been raised by members at MTA service station forums and other meetings. These relate to general training for all staff and Hazardous Substance and New Organism Act (HSNO) training and certification. In February 2013, MTA sent service station members a short nine question survey about their training needs. We had an 18 percent response rate and the results gave us some good information about the current situation with training in member businesses, and potential gaps to investigate for the future. The Service Station and Convenience Store Committee is continuing to work on options for members to access training and will be developing a training resource to assist members and branches with this.
HSNO training and certification Members have different needs for HSNO training and certification, and generally have their own relationships with HSNO test certifiers to provide these services. Despite some minor problems and occasional dissatisfaction being raised, the survey results indicate the vast majority of members who took part are satisfied with the HSNO services they are using.
Are you satisfied with the HSNO services you are currently using for the following: Yes
Some members requested that MTA investigate options for general training suitable for all service station staff, to include topics such as customer service and conflict resolution. The survey indicated that currently the majority of members (61 percent) do not have formal or systematic training in place for all their staff. Do you currently have a general training programme/package in place for all your service station staff?
There are different training delivery options available with existing providers, for both online packages and in-person courses. The 16 percent of members who chose â€˜Otherâ€™ for the question on training delivery noted that they wanted a combination of remote training, either online or in manuals, and in-person support. Would you prefer to have training delivered:
Approved Filler certificates
Approved Handler certificates
In person 50% Stationary container test certificates (petrol and/or LPG)
Location test certificates (petrol and/or LPG)
Would you be interested in alternatives to the HSNO services you currently use? Yes 30%
What general staff training topics would you be interested in?
Health and safety
Dealing with forecourt incidents
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Customer service No 13%
Conflict resolution Maybe 57%
Safety and security
What does fuel tank ownership mean for you? Service Station members are often faced with the decision of what to do when their tanks get too old, or their supply agreement comes to an end, and they are forced to remove or replace their fuel tanks. There are also growing numbers of operators buying existing tanks already in the ground from their suppliers.
MTA Guide to Service Station Tanks The MTA Guide to Service Station Tanks examines the viability of installing new tanks, the implications and responsibilities of owning tanks, and the role of fuel suppliers in the process. It also gives a detailed indication of the costs and system components determining the price of a tank installation that you need to consider. This information is provided as a guide only. As with any major service station development, MTA strongly advises members to seek legal advice before making a decision. Contact your local MTA Business Manager for a referral and up to 30 minutes of free legal advice.
MTA service station tank options tool As a result of the 2010 service station forum series, MTA commissioned a basic modelling tool to help you make decisions about your fuel tank ownership arrangements, or retanking your sites. The tool provides some initial guidance and also highlights considerations to include when dealing with fuel tank issues. It is recommended the tool be used in conjunction with the MTA Guide to Service Station Tanks.
Gallagher launches pulse fuel dispenser range Fuel pump innovation has forged ahead with the launch of Gallagher’s PULSE Fuel Dispenser range at the Convenience and Impulse Expo 2013 in Melbourne last week. The Australian tradeshow, featuring products, technologies and services that support petroleum and convenience business, had over 1000 visitors from throughout the Pacific. Formerly PEC, Gallagher showcased its new ground-breaking PULSE LX540and CX540 models of fuel dispenser, designed to achieve a wide variety of service station needs. From launch, the L-Series and C-Series pumps will be available with the P-Series being introduced later in the year. This dispenser range is based on a modular design that represents the best of Gallagher’s advanced technologies and stringent Vapour Recovery compliance in an intelligently designed pump. Gallagher Fuel Systems Managing Director Richard Coxon, says “this new range of fuel dispensers is a huge step forwards for forecourts in the Pacific. Servicing times will be diminished and customers can enjoy the simplicity of its use. We are really excited to bring to market an answer for service stations, big or small. Our PULSE range will work for all of them.” Featuring advanced fuel metering technology, the PULSE Fuel Dispenser range is another world-first for Gallagher and highlights their on-going commitment to solve the daily challenges faced by service station owners. “These pumps will deliver so much more information into the hands of the forecourt owner. That’s because a PULSE dispenser is installed with an IP connection meaning it can be monitored from a remote location and will be future proofed for the next technical advance, whatever that may be.” Representatives from Japan-based Tatsuno Corporation accompanied the team from Gallagher to the Melbourne exhibition. Tatsuno President, Hiro Tatsuno and Deputy General Manager international marketing department, Takashi Ando, spent time with the Fuel Systems team in Marton before joining Richard Coxon in Melbourne. Tatsuno have been a long-term partner of Gallagher and have an excellent reputation of accuracy for hydraulic metering systems world-wide. If you would like to enquire please contact info@fuel-systems. gallagher.co
The heart of your forecourt is here
Get professional advice All information regarding service station fuel tanks is provided as a guide only. As with any major service station development or business decision, MTA strongly advises you to seek full financial and legal advice before making any decisions. The tank options tool has been developed with Herbert Morton Accountants, who are also available to provide financial advice to service station owners regarding their fuel tanks. Disclaimer: This modelling tool does not constitute financial or legal advice and users are strongly advised to obtain full professional advice before making any business decision regarding their fuel tank situation. MTA accepts no liability for any decisions made based on this model or related information.
Introducing the first in the Gallagher Pulse L series
Both the service station tank guide and tank options modelling tool are available to download from the MTA website by visiting www.mta.org.nz/ssresources. For more information contact your Business Manager or Liezel Jahnke on 0800 001144
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CLEANS INSIDE FOR IMPROVED PERFORMANCE
• • • •
Shell Helix HX3 for older engines Shell Helix HX5 for reduced engine noise Shell Helix HX7 for extra responsiveness Shell Helix Ultra for maximum performance
For more information on how Orica and Shell Lubricants can help you, call 0800 673 375, or visit www.orica.co.nz
PROUD DRIVERS CHOOSE SHELL HELIX
Managing trade waste from your business MTA periodically gets enquiries from members who have been contacted by their councils regarding trade waste. Often a council may be reviewing its wastewater systems, bylaws or rules and in doing so identifies businesses discharging trade waste without appropriate permits, also called consents. The council can then require the business to apply for consent for the activity. For example, this has recently been happening in the Waikato region. For automotive businesses, trade wastewater best practice covers: •
understanding your trade wastes
getting a trade wastewater permit if you need one
treating wastewaters appropriately before discharge to the sewer
maintaining your treatment system
keeping all wastes and wastewaters under control and,
if possible, out of the rain or under rain-proof cover.
What is trade waste? Trade wastewater (or trade waste) is any wastewater produced by business activities. It does not include wastewater that enters the sewer from workplace toilets, kitchens or bathrooms, or wastewater from homes. Trade waste from automotive businesses may contain sediment, oils, fillers, automotive fluids and wash water (ie from wash bays), as well as paint, thinners and other chemicals. You must discharge this wastewater to the sewerage system or to storage tanks for recycling or off-site disposal. Trade wastewater is not necessarily toxic or harmful but can cause problems for human health or the integrity of sewers and treatment plants if put directly into the sewer, without first having the problem substances removed or treated.
Liezel Jahnke Environmental & Fuel Services Manager Ph: 04 381 8843 email@example.com
Treating wastewaters before discharge to the sewer The specific requirement for a trade waste permit generally depends on: •
maximum flow rates
the volumes you are discharging on a daily basis
the type and concentration of the contaminants – such as oils, chemicals, paints – in the wastewater.
If you need a permit, it will usually set conditions on the discharge relating to these things to protect the sewer pipes, pump stations and treatment plant, as well as the people working on them and the environment into which the treated waste is discharged.
Find out more from: •
your city, district or regional council
the Yellow Pages under ‘Water treatment’ and ‘Water and wastewater services’ or ‘Environmental consultants’.
Source: Ministry for the Environment Risk Radar Factsheet 2
Getting a trade wastewater permit if you need one Typically in New Zealand, trade wastewater is managed by city and district councils, many of which require businesses to have permits to discharge their trade waste into the sewage collection and treatment system. Contact your city or district council to find out about the trade wastewater requirements for your premises. A trade waste consent application may include the following requirements: •
a drainage plan and site layout of your business
a discharge or waste management plan
information about the collectors you use for wastes such as oil or antifreeze
a consent application fee and ongoing monitoring fees payable to the council.
Trade waste is managed by city and district councils 59 •
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Trade waste is any waste water from business activities
enviro How GM makes US$1 billion a year news by recycling waste If one man’s trash is another man’s treasure, General Motors (GM) has the revenue to prove it. The automaker generates an eye-popping US$1 billion a year reusing or recycling materials that would otherwise be thrown away — everything from scrap steel and paint sludge to cardboard boxes and worn-out tyres. It’s an unexpected but welcome revenue stream that comes from rethinking its approach to waste reduction. Manufacturing is a dirty business. Industrial facilities in the United States generate 7.6 billion tonnes of nonhazardous waste annually, according the US Environmental Protection Agency. Most of it ends up in landfills. At GM, however, waste is viewed not as something to be thrown away, but as a resource out of place. By finding new uses for that waste — or selling it to someone who can — GM diverted 2.5 million metric tonnes of waste from landfills in 2011 (the equivalent of 38 million garbage bags). When an automaker’s stamping press cuts the shape of a car door out of a flat sheet of steel, for example, there’s a large hole reserved for the window. In most auto factories, the leftover steel cutouts are stacked up, then sold to a foundry, where they are melted with other bits of steel and converted into scrap metal. That’s one way to recycle, but the melting and reprocessing of steel costs money and consumes a lot of energy. General Motors sees those leftover steel cutouts, roughly four feet square, as a marketable commodity. It sells them directly to a local steel fabricator, Blue Star Steel, which uses them to stamp out small brackets for heating and air conditioning equipment for other industries, skipping the foundry altogether. Everyone benefits: GM maximizes the value of that leftover material; Blue Star Steel saves money buying scrap steel, and the environment is spared additional greenhouse gas emissions from a foundry. Worldwide, 90 percent of GM’s manufacturing waste is reused or recycled this way — more than any other automaker, according to Two Tomorrows, a sustainability consultant in San Francisco. GM has a total of 104 landfillfree facilities worldwide, including 84 manufacturing sites that reuse or recycle 97 percent of their waste, and convert the remainder to energy. Its goal is 125 landfillfree facilities globally by 2020. Aside from the environmental benefits, GM argues there’s a strong business case for zero-waste manufacturing, which is why it’s spreading the gospel of recycling and re-use to other companies and other industries. It even published a downloadable blueprint that explains its process for landfill-free manufacturing. “Sustainability is a word that’s used often,” said John Bradburn, GM’s manager of waste-reduction efforts. “But what’s really important, if a company’s going to do it, is that they need to not just take care of the environmental aspects by reducing their footprint, but the financial aspects as well, by making sure that work contributes to the bottom line,” he said. A project that doesn’t seem cost-effective might become
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so if the company rethinks it using recycled materials or by finding a partner like Blue Star Steel willing to pay for excess materials. “Our output can become someone else’s input,” said Bradburn. “It really opened people’s eyes – even within our company.” Of course, there is some cost involved in improving waste management. “A landfill-free programme requires investment,” said Mike Robinson, GM vice president of sustainability and global regulatory affairs. For example, GM had to hire resource management employees in each facility to track and report waste generation for their site. “It’s important to be patient as those upfront costs decrease in time, and recycling revenues will help offset them,” Robinson said. When GM started its commitment to landfill free manufacturing in 2005, it invested about US$10 for every 1 tonne of waste reduced. Over time, it reduced programme costs by 92 percent and total waste by 62 percent.
100 LANDFILL-FREE FACILITIES
North America 44 Asia Pacific 31 Europe 22 South America 3
At GM, however, waste is viewed not as something to be thrown away, but as a resource out of place. GM officials say the key to recovering the highest value from manufacturing waste is managing all byproducts in one electronic tracking system. All GM plants monitor, measure and centrally report their performance on a monthly basis where it is evaluated against company-wide waste-reduction goals. By engaging employees in the recycling effort, the data also helps motivate factories to keep looking for creative solutions. If one plant finds a valuable use for a byproduct, it is quickly shared with other factories around the world.
GM also built a strong network of suppliers committed to working on “closed-loop” systems that recycle factory waste into new vehicle parts or plant supplies. For example:
• Cardboard shipping materials from various GM plants are recycled into sound-dampening material in the headliners of the Buick Lacrosse and Verano to help keep the cabin quiet. • Plastic caps and shipping aids from GM’s plant in Fort Wayne, Indiana, are mixed with other materials to make radiator shrouds for the Chevrolet Silverado and GMC Sierra pickups built there. • Test tyres from GM’s Milford, Michigan, proving ground are shredded and used in the manufacturing of air and water baffles for a variety of GM vehicles. • Wooden pallets that can no longer be used in the factory are instead used for housing construction. • Scrap aluminum shavings from machining transmission casings are melted down and used to create more casings.
• Paint sludge from GM’s Lansing Grand River plant has been turned into plastic material and used for shipping containers durable enough to hold Chevrolet Volt and Cruze engine components. • Solvents used between paint color changes have been reformulated into a paint, cured and hardened with ultraviolet light, and applied to plant floors. Of course, not every industrial byproduct ends up generating revenue, but it still can be useful. For example:
• 250 shipping crates from one Michigan plant were turned into raised garden beds for an urban garden in Southwest Detroit, providing nearby residents with locally grown food. • GM donated scrap vehicle sound absorption material to help insulate coats that transform into sleeping bags for the homeless, an initiative led by a Detroit humanitarian. • Scrapped battery covers for the Chevrolet Volt were converted into nesting boxes for wood ducks, screech owls and bats.
• In a good bit of PR a few years ago, GM converted 227 miles of oilsoaked booms off the Alabama and Louisiana coasts from the British Petroleum oil spill into a production year’s worth of air deflectors in the electric Chevrolet Volt. Through these and other recycling activities, GM generated a total of US$2.5 billion in revenue between 2007 and 2010. While about half of GM’s plants are now landfill-free, the company says its progress is hampered in some parts of the world — and even in some parts of the U.S. — where the infrastructure to support recycling is lacking. That’s why GM recently met with a group of automakers, suppliers, waste management companies and government officials in Tennessee to promote more recycling. “Compared to other regions where GM has plants, the Southeast has opportunity to build up its recycling economy,” said Bradburn. “By connecting local recyclers – and those with potential – with area companies, we can start to address the gaps and build a more robust infrastructure that will help the auto industry and beyond to leave a smaller footprint. Source: www.forbes.com
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I.T. techtalk Fred Alvrez
A while ago I started an
I back up my computer all the time
sure you do!!
article with, ‘yada yada yada passwords’. That was because I expected you were sick of being told to make your passwords better. The same goes for backups - those things that can save your business but you just don’t care about (until it’s too late). I’m bringing up the topic of backups again now because I’ve had a number of clients lately with disaster stories - and I don’t want your call to be the next one. Think about it; your computer dies and all your accounts and customer information (let alone all those emails) are gone with it. Where do you start, and how much impact would that have on your business? Can you even put a dollar figure on the loss to your business?
Dead computer 1 One of my clients rang me recently and asked me to get some files off a dead computer. The problem was that was the hard disk that was dead. The hard disk is a small piece of hardware in your computer that stores all your files. If it’s dead then you are in trouble (if you don’t have backups). I got the client’s hard disk and managed to get a few files off, but Murphy’s Law struck and the important accounting files they wanted were gone. Last I heard they were taking it to a computer forensics expert (yes, they do exist) to try and get the files off. I won’t scare you with just how much that’s going to cost, but it’s plenty.
Dead computer 2 Another client had the same issue, but they also had a decade’s worth of personal family photos on their hard disk, which had died a noisy but quick death. The photos had never been backed up, and aside from the business emails, accounts and other things they would never get back, were their precious photos. Please don’t be the third person to call me asking what to do with your dead hard disk and no backup.
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Ways to protect your business Some of you reading this are feeling smug because you are using (for example) Xero as an accounts package and all your accounting data is saved in the cloud. Well done. That is an excellent way to protect your business from a computer crash, or theft, or fire. The same goes for your emails - everyone loves Outlook but with products like Office 365 now you can have Outlook on your PC and a backup in the cloud as well. For those of you with other accounting programs that save the files on your hard drive, all is not lost. A website called box.net (www.box.net) allows you to have a free 5 gigabyte account with them, so you can store files on their website. The great thing about box.net is that they have a small, free program called ‘Box Sync’ that you can install on your office computer (after you’ve created your box.net account). The beauty of Box Sync is that you can just stick your folders and files in there, and they are then constantly backed up to your box.net account on the internet. It is totally secure and just so easy - basically you do not need to worry about backing up your files again. If the file is in the folder, then it’s backed up to the Internet automatically every time you make a change. You will barely know it is running. Then if the worst does happen, you simply get another computer and login to box.net and voila! There are all your files. You can even save all your ‘My Documents’ in your box.net folder, as long as you don’t exceed the 5 gigabyte maximum. Even then you can simply pay a small fee to increase your space - $15 per month for a 1000 gigabyte (1 terabyte) account is pretty cheap insurance. As well as being able to restore all your files to another computer, you can simply login to box.net at a computer that’s on the internet and open your files. This means that if you are at home and want to look at some file, it’s easily accessible.
What about my USB backup? In my previous article on backups a few years ago, I went through all the USB options for backing up your computer. This is still an option and I expect it’s one that many people who do actually backup, use. The thing is unless you have it set to run automatically, you simply get too busy and forget to do the backup. Or, you do the backup and forget to take the USB drive off-site, leaving your business exposed if it burns down, or gets burgled and your computer and backup drive are gone. Other business owners I have met use their own network to backup different computers. This is good but a backup can be useless unless you have a backup away from your business. It’s just not as good as backing up to the cloud is now, with reasonable internet speeds and cheap (even free) storage available to you. Heck if you have a Hotmail account you get 7-gigabyte free with that (called SkyDrive) and the same goes for those with a Google email account; you can use Google Drive which gives you 10-gigabytes for free. It’s not as easy as box.net but it’s something. You will never know how important backups are until you lose all your data – and I bet there’s someone you know that it’s happened to. Don’t be next.
The value of membership
MTA Member Benefits Manager Ph: 04 381 8842 firstname.lastname@example.org
We increasingly live in a world of self certification, so I thought it about time to undertake some self assessment. Firstly, the question is why does a business join an industry association? A business can expect its membership to help make its business successful, through increasing opportunities to generate business, reduce expenses, raise profile and similar benefits. The role of any association is to create opportunities for you (the member) to achieve the outcomes you are seeking when you decide to join. Associations do this through a mix of direct benefits, such as discounts, advice and training, and indirect benefits, like government lobbying. Importantly, it is also the role of the association to motivate its members to take action to convert these opportunities into concrete benefits that will have a long lasting, positive impact on their business. I can confidently say that within MTA all the resources needed are available either in the website, or via one of the friendly MTA staff. I cannot confidently say that every member is fully aware of the vast resources and material available to help their business – so MTA receives a B- score in this area.
E E T N A R A U
Just a few of the common benefits that will assist you to realise the true value of your membership may include:
Engaging with the most successful people in the industry. The MTA brand is based on excellence, assurance, quality and reliability. All of these characteristics are generally found in all successful businesses. If you want to network with the most successful people in your field, then you need to be a member of your association.
Increasing your personal or business profile within the industry. Members have numerous opportunities to increase their profile through speaking at conferences, writing articles and otherwise engaging with the association community.
Meeting high-profile government and business leaders. When members get involved with their association, it is a great way to open doors that would otherwise remain closed.
Gaining up-to-date critical information about the industry/ issue/ profession before others. Associations serve an important role in information collection, filtering and dissemination. The more closely a member works with the association, particularly in board or committee positions, the more likely they are to gain important industry intelligence before most others.
Having a strong voice at all levels of Government AND being able to influence that voice - One of the greatest benefits of membership is often not appreciated. When you get a large group of people together they have a strong voice at all levels of Government. And those members who are actively involved in the association who can influence what that voice says.
Learning new skills. Through getting involved with their association, members can learn skills on leadership, governance, events management, etc, that will assist them in other areas of their life.
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Those looking at the benefits can easily see MTA excels in all of the above opportunities. A+ is my assessed critique. When I look at the discounts offered on various products and services through your membership, I feel that the bulk of your major expenses in your profit and loss accounts (with the exception of rent, salary and wages) are covered. We come in at B+ in this area. I set out to establish a score in relation to the value of membership and, whilst there is a challenge for us to do better, the overall A- rating is still a commendable pass mark. It does of course come with a disclaimer: to gain the full value of membership, obviously you need to take advantage of the opportunities available. My final challenge would be:
“If you haven’t saved more than your membership fee, or we cannot demonstrate how you could have, over the course of a year, then we will cheerfully refund the difference.”
Business Advisory Principal
THERE IS No BETTEr TIME than right now
There is no better time than right now to start focusing more on what your business can do, than what it currently does. You can spend all day, all week, all year on the business in survival mode, but it is only once you really start working on your business’ capability that you will see growth. “I don’t really want to build a huge company. I’m happy with the way things are”, is one of the most common responses we get in the initial stages of assisting with business growth. It is important to remember that growth does not have to mean chain stores or global expansion; it can mean increased profit, efficiency, and opportunities. Decide what you want your business to create for you, and then plan so it meets your needs. Remember that small is good if it meets your desired goals. Use this quieter time to build a strong base for your business growth by considering the following:
Do you have clear work-flow processes to encourage efficiency? It makes sense for your business to operate as efficiently as possible. The faster you can successfully look after one customer, the sooner you will be able to move onto the next. However, it is important not to compromise quality for speed.
Is your business providing a reasonable return on investment? Your business should be able to generate a healthy return on investment, and not just break even. Too often businesses find themselves struggling to keep their heads above water, constantly fighting cash flow constraints, never seeming to make any progress.
Do you have loyal and supportive employees? There is nothing more frustrating than losing an employee, especially if they have a vital role in the business. Ensure you have the right people in the right job. Having an inspirational goal that everyone in your organisation believes in and wants to work towards, will help with keeping them focused and engaged.
Do you have advisers for help and input when you need it? Running your own business involves long hours of hard work. Being directly involved with the day to day operations, you end up being too close to it all, to see obvious solutions. Advisory boards and external advisers can be a great help to guide you with your decision making.
Do you have a detailed business plan that guides your business? It is vital to know where you have been, where you are now and where you want to go. Putting a plan in writing helps you to face reality and not ignore the inevitable – changes in both your organisation and the marketplace.
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Does your business have a loyal and supportive customer base? One of the strategies to success is regular business coming in each week or month. Having loyal customers or a number of signed long-term contracts can assist in lowering the stress of running your business.
Are you able to focus your time on the important aspects of your business? The key is to spend more time working on your business than in it. It is important to focus on the more important tasks such as strategic planning and direction. Growing your business does not just magically happen over night. It requires action right now and demands allocation of resources, work and planning. Once you’ve created something that works, make it exceptional.
WHK’s quick tips for planning
Tip 1: Take stock of your busines s by measuring it. Use financial indicators like profit, turnover and salary, plus other key aspects – customers, staff, products and services, building s and equipment, and intangibles like knowledge and culture. Tip 2: Ask the hard questions. How are you going? What’s working? What’s not? Stand apart from your business and look at it critically - use an external party to help achieve this if you can. Tip 3: The key to achieving you r goals is believing that you can, so pick goals that are both motivating and achievable. You do this thro ugh both internal and external analysis – such as using a SWOT analysis (Strengths, Weaknesses, Opportu nities and Threats). Tip 4: If you invest in expert adv ice make sure you act on it, that’s when you see results! Tip 5: Once you’ve started imp lementing your plan, develop a KPI (Key Performanc e Indicators) report to measure the overall performanc e of your business.. This will help you track your suc cess, and act quickly on the areas that are not going as planned.
There is no time like the presen t.
Grab the opportunity that the New Year brings and get planning!
About WHK Group: WHK Group is the fifth largest accounting and advisory firm in Australasia, with over 120 offices in Australia and New Zealand. WHK is also the largest provider of accounting and related services to small medium enterprises and high net worth clients. For more information, visit www.whk.co.nz or contact Russell Holmes on 04 569 9069 email: email@example.com
Health And Safety Changes After Pike River "The Pike River tragedy was preventable but administrative and regulatory reforms are urgently needed to reduce the likelihood of further tragedies. The Pike River tragedy contains lessons for Government, regulators, employers and workers.." The Report of the Royal Commission on the Pike River Coal Mine Tragedy responded to the tragic loss of life at the Pike River coal mine on 19 November 2010. The Report, released on 30 October 2012, recommended changes not only in the mining sector but for all workplaces. Its recommendations, together with the soon to be released report of the Independent Taskforce on Workplace Health and Safety, signal some major changes coming soon to workplace health and safety in New Zealand. On 21 February 2012, the Minister of Labour, Simon Bridges, announced that a new Crown agency for workplace health and safety would be established at the end of the year. The agency took over the work of the old Department of Labour Health and Safety Division (‘OSH’), as part of the Ministry of Business Innovation and Employment. The new agency was the first recommendation in the Pike River Report. It will be responsible for enforcing workplace health and safety regulations, and for working collaboratively with employers and employees to embed and promote good workplace health and safety practices. Other recommendations in the Pike River Report included changing the law to increase worker participation in workplace health and safety, and to emphasise the responsibility of business leaders (managers and company directors) for health and safety in their organisations.
Worker participation (including contractors) The Pike River Report recommended strengthening this area of the Health and Safety in Employment Act, to ensure that workers
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human resources Kerryn Foote
MTA HR Advisor Ph: 04 381 8841 firstname.lastname@example.org
understand and comply with health and safety rules, and receive key information on risks without having to ask for it. Worker compliance is also an area highlighted by the public submissions received by the Independent Taskforce on Workplace Health and Safety, so its report in April is likely to confirm the need for change in this area.
Director responsibility The Pike River Report recommended that company directors should be encouraged to see health and safety risks as their concern, just as much as any other risks facing their company. The current Act doesn’t place any duties on company directors (as opposed to employers and managers) and this looks likely be an area for change. Public submissions to the Independent Taskforce on Workplace Health and Safety included submissions on the role of business leaders, with the call going out for greater corporate accountability. This includes the possibility of introducing a criminal charge of corporate manslaughter for managers or directors whose employees are killed at work. 2013 looks set to be a year of change for workplace health and safety. Employers in the industry could prepare for that by reviewing their policies and practices around workplace health and safety, and make sure what is there on paper, is what’s being done in practice. Employers should also look at workforce education around health and safety to make sure that staff know what they ought to do, and that they are doing it right. Finally, owners of limited liability companies would be well advised to make sure that health and safety is something that they think about with their directors hats on. Board meetings should have this on the agenda and Minutes should reflect a strategic approach being taken to workplace health and safety, both to minimise risk and prevent accidents, but also to keep directors safe from liability if this becomes the law in future.
For help with any workplace health and safety issues in the industry, you can seek the professional advice of Kerryn Foote, MTA HR Advisor.
directory MTA Executive Team
STEPHEN MATTHEWS Chief Executive Officer
Board of Directors 2013 David Storey
Phone 04- 381 8820 Email: email@example.com
Auckland 09-415 8569 • firstname.lastname@example.org
Malcolm Davison Vice-President Auckland 09-360 3200 • email@example.com
Wellington 04-384 9734 • Jim.firstname.lastname@example.org
BOB BONIFACE Auckland 09-636 5463 • email@example.com
General Manager Marketing & Communications
General Manager Member Benefits
Phone 04-381 8801 Email: firstname.lastname@example.org
Phone 04- 381 8822 Email: email@example.com
Auckland 021-888-858 • firstname.lastname@example.org
Dave Harris Waikato/Thames Valley 027 474 8900 • email@example.com
JUDY LANGE Southland 03-218 7149 • firstname.lastname@example.org
Richard Punter Hawkes Bay 021-943 611 • email@example.com Wellington 04-478 2477 • firstname.lastname@example.org
Phone 04- 381 8816 Email: email@example.com
Phone 04- 381 8807 Email: firstname.lastname@example.org
General Manager Advocacy & Training
MTA Business Managers
Chief Financial Officer and Administration
Your Business Manager will provide you with access to market leading training, introductions to business specialists and mentors and a range of discounts to ensure your business operates at its full potential. To take advantage of these benefits please contact your local manager or Gavin Still 04 381 8822 or email@example.com
(Regional Manager) PO Box 331369, Auckland 0740 Phone 09-488 0962 Fax 09-488 0763 Mobile 0274-93 9942 firstname.lastname@example.org
PO Box 9214 Newmarket Auckland 1149 Mobile 0274-448 772 Fax 09-271 1397 email@example.com
Dealer/Service Station Specialist Phone: 09 473 5975 Fax: 09 473 5976 PO Box 331369 Auckland 0740 firstname.lastname@example.org
Greater Auckland area,
CHRISTINE LAMBIE Marlborough, Nelson, Canterbury, West Coast
PO Box 22 246, Christchurch 8142 Phone 03-379 6186 Fax 03-384 0373 Mobile 0274-420 899 email@example.com
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Phone 03 379 6185 Mobile 027 297 1722 Fax 03 384 0373 firstname.lastname@example.org
PO Box 8018, Glengarry Invercargill 9845 Phone 03 216 2682 Mobile 027 497 1568 Fax: 0800 000 695 email@example.com
Canterbury, Ashburton, South Canterbury, North Otago
Otago, Central Otago, South Otago, Gore, Southland
(Regional Manager) PO Box 15531 Tauranga 3144 Phone 07-579 5596 Fax 07-579 5535 Mobile 0274-946 162 firstname.lastname@example.org
PO Box 318, Feilding 4740 Phone 06-323 0522 Fax 06-323 0526 Mobile 0274-402 617 email@example.com
PO Box 1003, New Plymouth 4340 Phone 06-753 0032 Fax 06-753 0034 Mobile 027-220 5392 firstname.lastname@example.org
Bay of Plenty, Tauranga, Gisborne and Wairoa
Central/Southern Hawkes Bay, North/South Taranaki, Hawkes Bay, Feilding, Wanganui, Central Main Trunk, Manawatu, North Wairarapa. Taumarunui, Horowhenua,
PO Box 9244 Wellington Phone 04-235 7380 Mobile 0274 430 289 Fax: 0800 000 695 email@example.com
PO Box 4475, Hamilton East 3247 Mobile 027 440 2618 Fax: 0800 000 695 firstname.lastname@example.org
Branch Presidents Northland
Simon Phelps 09-470 3905 email@example.com
Graham Barr firstname.lastname@example.org
Waikato/ Thames Valley
Andrea Andrew email@example.com
Sean Squires 07-544 0920 firstname.lastname@example.org
Peter Kerr-Bell 07-873 8169 email@example.com
Bay of Plenty
Ross Birchall firstname.lastname@example.org
Steve Scragg email@example.com
Stewart Halpin 06-838 6922 firstname.lastname@example.org
Grant Lower email@example.com
06- 878 7700
Ctrl Hawkes Bay Paul Shanks 06-858 8086 firstname.lastname@example.org Taumarunui
Paul Rushbrooke 07-895 8110 email@example.com
Kerrie Thomson-Booth 06-758 5451 firstname.lastname@example.org
South Taranaki Wanganui
Brett Stratton 06-278 5756 email@example.com Mike Johnston 06-345 8339 firstname.lastname@example.org
Ctrl Main Trunk Manawatu & North Wairarapa
Colin Fredrickson 06-385 4151 email@example.com Peter Morgan 06-355 4460 firstname.lastname@example.org
Jay Sutherland 06-378 9998 email@example.com
Ken Shugg 06-364 5198 firstname.lastname@example.org
Phillip Saxton 04-939 4318 email@example.com
Phil Brown firstname.lastname@example.org
Paul Kelly email@example.com
Dave Larkin firstname.lastname@example.org
Joris Sanders 03-366 3384 email@example.com
Malcolm Lovett 03 308 9109 firstname.lastname@example.org
South Canterbury Murray Kitchen email@example.com
Peter Robinson firstname.lastname@example.org
Kevin Offen email@example.com
Richard Smith 03-444 9365 firstname.lastname@example.org
Wayne Eyles email@example.com
Brian Pay firstname.lastname@example.org
Neil Allan 03-214 2136 email@example.com
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> Auto Air Conditioning, Heating & Ventilation Committee Keith Webb (Board Rep) Wellington Quim Silva Auckland Michael Kelly Gore Dave Harwood Auckland Rodney Smith (co-opted) Waikato Liezel Jahnke MTA Wellington Office
04 478 2477 09 376 6691 03 208 1050 09 443 8025 07 849 6906 04-381 8843
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
> Automotive Technology Committee David Storey (Board Rep) Auckland Anthony Allen (Chair) Tauranga Owen Woodman Horowhenua Matt Rogers Auckland Russell Keeler (Co-opted) Gore Garry Williams MTA Wellington Office
09 415 8569 07 549 0675 04 293 7651 09 917 9417 03 208 4240 04-381 8817
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
> Collision Repair Committee Bob Boniface (Board Rep) Auckland Andrew Purser (Chair) South Taranaki Barry Meuli North Taranaki Alan Berry Christchurch Neil Butterfield (Co-opted) Wellington Bob McCoy MTA Wellington Office
09 636 5463 06 278 8233 06 758 4085 03 366 9537 04 237 5898 04-381 8837
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
> Environment Committee Judy Lange (Board Rep) Southland Craig Murray (Chair) Auckland Ross Birchall Bay of Plenty Liezel Jahnke MTA Wellington Office
03 218 7149 09 294 8159 07 345 5442 04-381 8843
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
09 360 3200 04 802 8750 07 578 6017 04 587 0005 03 433 0135 04-381 8827
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
> Franchise Committee Malcolm Davison (Board Rep) Auckland Hamish Jacob Wellington Michael Farmer Tauranga Matthew Foot Wellington Peter Robinson (Co-opted) Oamaru Tony Everett MTA Wellington Office
> Heavy Vehicle Advisory Group Keith Webb (Board Rep) Wellington Wayne McCurdy (Chair) North Taranaki Craig Murray Auckland Brent Ward Wairarapa Lloyd Heslop Nelson Merv Avery Manawatu Brian Sara Wellington Garry Williams MTA Wellington Office
04 478 2477 06 769 6506 09 294 8159 06 370 3818 03 543 9400 06 354 7164 04 495 2505 04-381 8817
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
06 877 7621 06 867 6638 09 845 5950 07 571 3040 06 357 7027 04-381 8827
firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com
> Motorcycle Committee Richard Punter (Board Rep) Hawkes Bay Paul Corrin Gisborne Henry Plowright Auckland Lindsay Beck Tauranga Kevin Carian (co-opted) Manawatu Tony Everett MTA Wellington Office
> Service Station & Convenience Store Dave Harris (Board Rep) Waikato Ross Shadbolt Auckland John Patton Waikato Christopher Rawson North Otago Roger Bull (Co-opted) Hawkes Bay Liezel Jahnke MTA Wellington Office
027 474 8900 09 296 5477 07 868 7090 03 434 8798 06 870 8091 04-381 8843
firstname.lastname@example.org email@example.com thamesA1@xtra.co.nz firstname.lastname@example.org email@example.com firstname.lastname@example.org
> Used Vehicle Committee Jim Gibbons (Board Rep) Wellington Leslie Baxter Gore Ian Charlton Auckland Carl Doggett Canterbury Ian Humphrey (Co-opted) Manawatu Tony Everett MTA Wellington Office
04 384 9734 03 2081234 09 2630353 03 3778873 06 3555761 04-381 8827
email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org email@example.com firstname.lastname@example.org
classifieds SITUATIONS VACANT
AUTOMOTIVE WORKSHOP MANAGER - Motueka, Nelson
Voted Best Town In NZ- Gateway to the Abel Tasman National Park. We are an award winning workshop looking for a qualified and experienced mechanic to replace our workshop manager who is retiring. Responsibilities include: • Customer service duties and willing to go the extra mile for customer satisfaction. • Diagnosing faults and assessing for repairs on and off site. • All aspects of vehicle servicing and mechanical repairs, including WOF's • Carrying out necessary paperwork. • Management of workshop staff, sourcing parts, stock control and overseeing jobs. Hours 8-5 Mon-Fri with some rostered after hours work. Please send applications including C.V to email@example.com
Auckland Brodie European. Audi, Volkswagen
or Skoda auto-electrical and mechanical diagnosis skills & experience required. Full time with excellent working conditions and competitive hourly rate. Email your CV to jo.yearsley@ sonata.co.nz or call Jo on 092151301.
Well established, fully equipped Service Station/ MTA Workshop in Kirwee. WOF & NZ trade qualification preferred. Involves servicing and repairing a diverse fleet of vehicles. The successful applicant must be honest, reliable and have the ability to work unsupervised. Phone Stuart (03) 318-1847 or 0274-814-000 or email CV with covering letter to: firstname.lastname@example.org
required for franchise parts and service dealer in Taumarunui. WOF Authority preferred. Servicing all makes and models. Phone Gary 07 895 7493
WHEEL ALIGNMENT TECHNICIAN/MECHANIC Wanted for busy Christchurch MTA Workshop. WOF and NZ Trade qualification preferred. Fantastic conditions and teammates. Excellent communication & exceptional service essential. Contact Wayne on 0274 494 181
SENIOR TECHNICIAN We have an exciting opportunity to join a leading franchise dealership in Whangarei. Will suit a tech wishing to advance to a more senior or foreman level. We have a fully equipped modern workshop and actively invest in factory backed training. Email your CV to: email@example.com Used Vehicle Sales Manager
Due to expansion within our Used Vehicle Sales Department we are seeking to employ a Used Vehicle Sales Manager to lead the department. Contact Rob Ryan (0274) 363 800.
Qualified Motorcycle Mechanic wanted for our busy
workshop in Stoke, Nelson. We need a selfmotivated, versatile, experienced mechanic, with an ability to learn with specific Industry Training as required. Excellent working conditions and environment with a good remuneration package. Email your CV to firstname.lastname@example.org
PANELBEATER - CHRISTCHURCH Panelbeater required urgently for small shop in Christchurch. Please email: terry.stevenson@ xtra.co.nz - subject "Vacancy" You must have at least two referees we can contact or call either Naomi or Shanel on (03)3885187.
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FREE for MEMBERS ONLY plus inclusion to MTA website (Member No required/maximum 30 words) Non Members $15 plus GST for 30 words BOLD IT only $5 extra. EXTRA WORDS $1 per word. email to email@example.com
BUSINESS FOR SALE/LEASE
Established Automotive Repair & WOF workshop. Good location, North Shore, Takapuna. Four working bays, two hoist, brake roller tester, ample parking, great potential. $79,000 ONO. Phone Ash on 021 163 8560. petrol station shop and workshop Freehold going concern. Forecourt and rear yard 400m2. Business turnover is on average close to $1m for the last 5 years. 50+ year tanks circa 2000. Potential to lease out some of the building as a workshop creating rental income. (would lease it back long term, if it suited you). Details are available with confidentiality agreement. Selling well below value in the low to mid 400k range. “Cheviot Motors - Challenge service station & Workshop. Historic business, owners retiring. Large rural catchment & client base. Business $160,000 L&B $225,000 Phone Ron Dougall 03 379 1779, 027 436 0950 www.christchurchbusinesssales.co.nz REAA2008” Dual Franchise Motorcycle Business available Main Centre, established and desirable Brands / Trading name. Modern high profile premises for lease or purchase, Strong database, stock and plant at valuation. email: firstname.lastname@example.org LOWER HUTT. Small, well established (23 Years) Automotive Workshop, specialising in European cars. Fully equipped business with latest diagnostic equipment. Loyal customer base. Ph 0275 374 838 Business Opportunity – Operator required for busy service station with 4 bay workshop and excellent shop sales. Busy main road location in Timaru, high traffic flow. Low investment required to enter this $4mill+ turnover business. Contact Craig on 027 2880122 or email@example.com full workshop and service station located in Tahuna. Successful business which has been trading for over 55 years. Lease $500 per week. Contact Roy 07 887 5742. SERVICE STATION, SHOP, CAFe & WORKSHOP FOR SALE 10 year Gull NZ contract for Force 10, Regular 91 & ADO Diesel. Contact Bruce Thomas - Gull Atiamuri RD1. Ph: 07 333 2300 Automotive business for sale, Canterbury. Est. 11 years. modern premises and equipment WOF authority 700k plus t/o great opportunity, write PO Box 16288 Hornby Christchurch 8003 BUSINESS/INVESTMENT ST. HIGHWAY 1 HAMILTON. Long established auto workshop. owned for 37 years. Fully equipped 3 bay plus secure area can be leased out separately or used as car sales area. Look at lease. Rent to buy, all options open. Phone Dennis ah: 07 8464200. Mechanical workshop Dismantling yard TE AWAMUTU waikato Well established, good customer base WOF. mechanical repairs, with dismantling forklift, tyre machine, computer network. good size workshop and stores, large pit, 2.5 acres industrial property with 3 bedroom house, flat land can be subdivided. Ph 07 871 3449 Business sALE - Inland north Otago, very busy auto workshop. Good customer base. Working on cars, 4WD vehicles, boats, inboard and outboard. Chainsaws, mowers and trucks. Have breakdown service, with a large vehicle recovery truck, has goods service licence, and have vehicle recovery contracts. Stock and plant at valuation, home 03 438 9849 or 0274 968878 anytime.
PARTS/EQUIPMENT FOR SALE ACES SCOPE ATS 5000- Dual channel scope includes signal generator, External trigger button, conversion to mobile unit, dongle, ATIS data cd rom, as new laptop Dell Vostro 1015wxp/w7 250gb hdd15”. Unit like new. Asking price $4500 NITROGEN Generator E170 near new caps, brochures and sign included. 42 months @$492.30 per month to finish of contract. Machine has had little use and is surplus to requirements as the business has been sold. Ph. 021 0821 4216 CAR WASH PREMIER BRUSH DRIVETHROUGH. Complete and functioning. New brushes 6 mths ago. Site closed (Caltex Ruahine, Palmerston Nth). Dismantling required. Ph Jeremy 021 653 779 SUMAKE POWER STEERING FLUSHING MACHINE Hardly used. New & used fluid containers. Plug into wall with vacuum gauges and flowing quantity gauges. $550. Phone Kelly on 09 430 3728 or email firstname.lastname@example.org WHEEL SERVICE EQUIPMENT - Tyre balancers, Tyre changers for automotive and truck use, Wheel alignment systems, side slip testers. Ph: Sulco Equipment 0800 800488 www.sulco.co.nz TRANSMISSION FLUSHERS - Air conditioning service equipment, Sulco Equipment has new, used and ex demo. Ph: Sulco Equipment 0800 800488 or www.sulco.co.nz TULMAC CARBURETTOR SPECIALISTS Full reconditioning service, carburettor body rebushing and shafts supplied. Specialising in Weber, Dellorto, Su Stromberg etc. Contact Graeme Tulloch Ph: 027 612 2312 or 06-368 2202 Levin. BEAMSETTER – (Headlight Aligner) New, plus other WOF equipment. Phone Stocks Equipment on 0800 863 784 or email: email@example.com BRAKE LATHE. New Caorle Brake Lathes. Made in Italy. On & Off Car. Phone Stocks on 0800 863 784 or email: firstname.lastname@example.org BRAKE TESTER - New MAHA roller brake testers. Phone Stocks Equipment on 0800 863 784 or email: email@example.com. CAR HOIST – BRAND NEW 2 POST HOISTS available from only $3,495 + GST installed. Also 4 Post Hoists, Wheel Alignment Scissor Lifts, Belly Lifters also available. Phone Stocks Equipment 0800 863 784 email: firstname.lastname@example.org TYRE CHANGER & WHEEL BALANCERS. New & Used Tyre Changers. Stocks Equipment 0800 863 784 or visit www.georgestock.co.nz WHEEL ALIGNER – HUNTER. New & used Wheel Aligners, Phone Stocks Equipment on 0800 863 784 or email: email@example.com TOYOTA GENUINE CYLINDER HEADS from $650.00. Timing Belt Kits from $118.00 1KZTE Solid Flywheel Conversions $700.00 Prices excl GST. Ph 07-578 9889. TOYOTA AUTOMOTIVE DIAGNOSTIC SCOPES PC based, extremely powerful and easy to use. phone Chris at Metermaster NZ Ltd 09296 7601, 0800METERS or 021 953 129. Carburettor reconditioning including classic and performance makes, 40 plus years trade experience. Free advice. Contact Graeme Tulloch, Tulmac Carburettor Specialists, Ph: 027-612 2312 or 06-368-2202 Seat Belt Mounting Plates Buy direct from the manufacturer. Quality plates and extensions at good prices. Prescott Engineeering Ltd, 7 Prescott St, Penrose. Ph 09 5797424 Tapley Meter. Currently tested until 23 Nov 2013.Still in wooden carry case. $600 ono. Phone John, 021 216 7141
We are pleased to advise that we are open for business
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Ph: 0800 549 429 www.kiwicylinderheads.co.nz 31 Carbine Road, Mt Wellington, Auckland 1060
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WORKSHOP SOLUTIONS 2009 LTD
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Ph: (09) 576 9498 Fax: (09) 576 9480
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WOF & PRS CONSULTANT Assisting in and managing your PRS Records Annual and Pre NZTA PRS audits Practical WOF inspection assessments
Philip Tutty M: 021 843 000 Ph: 07 856 3536 E: email@example.com cyan
Cylinder Heads • Gaskets • Head Bolts • Cylinder Head Assembly • Engine Parts
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Engine parts to suit Japanese and European engines.
• Bare cylinder head • Head sets • Head gasket • Head bolts
$595 + GST Free Shipping 70 •
radiator April 2013
24 point quality checked cylinder heads. Sold over 5000 cylinder heads High Spec gasket approved by NZ Engine Reconditioners. Comprehensive parts and Labour warranty.
0800 422 634 firstname.lastname@example.org Available Nationwide
IMPORT • EXPORT • DISTRIBUTION
- Prices to the trade - Trade warranty Includes parts & labour
NEW ZEALAND WIDE - WHOLESALE ONLY Warehouses in Auckland, Christchurch, Geraldine & Invercargill
FREE PHONE 0800 80 90 96
Over 1000 units in stock. Most transmissions to suit.
-Prices to the trade -Excellent profit centre for tyre shops & garages -Quality brands -Second hand & budget tyre options
Engine - filters, gaskets, seals, tensioners, idlers, belts, camkits
FREE PHONE 0508 252 477
Brakes - disks, pads, shoes, cylinders, hoses, sensors, accumulators
Email: email@example.com www.blairs.co.nz
Suspension - arms, bushes, balljoints, links, shocks Steering - racks, hoses, tierods, trackrods, universals
Help to keep money within the industry Sell MTA Gift Cards and make 3% commission
Cooling - waterpumps, thermostats, radiators, expansion tanks, hoses, hose fittings, viscous fans, heater valves ELECTRICAL - abs/cam/crank sensors, airbagmats/wiring, fuel/washer pumps, sliprings, fan resistors, ignition locks, window regs
Phone: Aaron Brooker 04 381 8823 email: firstname.lastname@example.org
Ph: 09-376 1250 Fax: 09-376 1283
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CK L A ND
9 Alma Street, Newmarket, Auckland
Andrea Andrew W.O.F. Consultant
• Simplify your W.O.F. manual • Audit/Review preparation
radiator April 2013
Ph: 021 2777 228
Fax: 07-855 9758 Email:firstname.lastname@example.org
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W.O.F. manuals made easy 71 •
• Fast, efficient service • No-obligation quotes • NZ’s largest range of tested exchange units • Passenger & Commercial • All makes of vehicles
Hamilton, Tauranga, Wellington, Lower Hutt, Christchurch
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Brake development shows no sign of stopping