Auto Channel 26

ISSUE 26 JULY 2020

THE VOICE OF THE NEW ZEALAND AUTOMOTIVE INDUSTRY

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Risks mount for workshop oil handling MANY WORKSHOPS’ OIL AND FLUID SYSTEMS ARE NOT UP TO STANDARD, SAYS INDUSTRY SPECIALIST Workshops around the country are running the risk of oil spills and prosecution for failing to keep up with environmental protection and mandatory safe working practices.

Advance Fluid Control (AFC) supplies oil and fluid handling equipment to the automotive industry and acts as a consultant in designing fluid-handling installations. AFC director Ronnie Malcolm says a picture is emerging of motor industry workshops having failed to keep up with regulations, particularly for waste oil handling and storage.

But that’s understandable, says Ronnie. Some of the relevant regulations in 1996’s Hazardous Substances and New Organisms Act (HSNO) have devolved and expanded into the Health and Safety at Work (Hazardous Substances) Regulations 2017. The result has been a stepped tightening of

requirements, which protect both the environment and people working with hazardous materials — but it’s also much harder to navigate the rules and work out how to comply. The Health and Safety at Work document runs to more than 500 pages. Most of the regulations relevant to workshops are to do with waste oil and are covered in a specific code of practice but even that requires careful reading.

“That is why AFC has put together a white paper — to assist operators understand the requirements,” Ronnie says. He cautions workshop operators that the white paper must be seen as a guide to the regulations. “It can’t replace the regulations but it will give workshops a handle on them and a way to work out what is required.”

The white paper can be downloaded from the Resources section of the company website,

Waste oil handling in service pits advancefluidcontrol.co.nz, or search on the site for ‘avoid liability issues with your waste oil system’.

Waste oil rules Specific requirements for waste oil management were introduced in 2013 as HSNOCOP 63 (Management and Handling of Used Oil — Code of Practice). The code covers the location, design, layout, and construction of used oil facilities, design and construction of tanks and procedures for security, monitoring, and record keeping, maintenance, PPE and training, warning signs, fire and spill prevention and control, emergency procedures, and disposal of used oil.

CONTINUED ON PAGE 4

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IT STARTS WITH THE RIGHT EQUIPMENT. Beissbarth is back in New Zealand with their wide range of workshop equipment now available at Repco. The range includes tyre changers and wheel balancers for passenger and heavy duty vehicles, wheel alignment systems, economy tyre changers and wheel balancers for passenger vehicles, and tyre tread depth measurement systems.

MADE IN

ITALY

EQUIPMENT Equipment Specialist Contacts: National Sales Manager

Kevin Odgers

027 279 1204

National Technical & Training Manager

Bruce Francis

027 494 2802

National Diagnostics Sales Manager

Dean Guilford

027 643 1608

Equipment Spares

Scott Townsend

027 246 3640

Auckland North & Northland Nigel Toa

027 475 2224

Auckland East & South

Dave Miller

027 492 8962

Waikato & Bay of Plenty

Alan Dadswell

027 282 3966

Lower North Island

Justin Mills

027 494 7186

South Island

Brent Grindley

027 216 9173

Dunedin South

Craig Everett

027 282 7423

Contents

From the Ed.

24 Waste oil regulatory risk

Cover / 4

Repco launches foundation

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Corghi’s touchless tech

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Elf goes to Oil Intel

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Business profile: Brakes Plus

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Seeing the light

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Car news

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Short shift

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Precision Equipment on show

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Tech talk: Scan tool tips

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Feature car: XActly right

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Tech feature: Comeback Camaro

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Product profiles

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Directory listing 36 Napa: A closer look

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espite lots of references to ‘the new normal’ during lockdown when people used bicycles and their feet to get around, it seems most of the reasons people drove their vehicles pre-Covid are now coming back into play after lockdown.

Traffic levels are almost back to normal in most parts of the country — even though some of the people who found they could work from home during lockdown are exercising that flexibility now, and of course job losses must mean fewer people travelling at peak times.

NZTA figures from late June showed Hamilton had already hit 100 per cent of its traffic volume at the same time last year. Dunedin and Christchurch were close, both at 98.6 per cent of last year’s traffic density. Wellington was at 90.2 per cent.

Aucklanders, who have more reason than most to avoid rush hour, were at 88.8 per cent of the volumes in the same week of 2019. Week on week, light vehicle traffic has increased by 2.5 per cent.

Meanwhile, the motor industry could also benefit from the government’s new Apprenticeship Boost Programme. Perhaps the global recession prompted by Covid-19 will encourage more young people to consider a future in the trades, given the strong demand.

The Motor Trade Association welcomed the move.

“We are absolutely delighted the Government has committed to provide direct support for employers who take on the bulk of the educational burden of vocational training,” said MTA chief executive Craig Pomare.

Apprentices are the future of our industry and a vital building block of this trade — and the economy. It is to be hoped that, with some motor trade training options having shut up shop in recent times, this scheme will be reviewed and carried forward in the future.

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Ian Parkes, Editor

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AUTO CHANNEL IS DISTRIBUTED TO 11,306 NEW ZEALAND BUSINESSES

ONLINE autochannel.co.nz EMAIL editor@autochannel.co.nz PHONE 09 360 1480 MAIL PO Box 46020, Herne Bay, Auckland 1147

Upright oil drainers in an automotive workshop It includes having secondary containment, such as double skin tanks or bunding to contain at least 110 per cent of the largest container or tank. Compliant plastic tanks used for waste oil (maximum 1000 litres) need to include date of manufacture as they have a maximum compliant lifespan of 10 years.

Ronnie says businesses were given five years to achieve compliance with the 2013 HSNOCOP 63 Code of Practice but this has effectively compounded the issue as the requirements faded off the radar for a lot of businesses.

EDITOR Ian Parkes, editor@autochannel.co.nz DESIGNER Henry Khov MEDIA SALES Mike White, michael.white@parkside.co.nz ADVERTISING COORDINATOR Renae Fisher

AUTO CHANNEL IS PUBLISHED BY

PUBLISHER

Greg Vincent, greg.vincent@parkside.co.nz

BUSINESS DIRECTOR

Michael White, michael.white@parkside.co.nz

‘Substantial fines’ AFC’s sales manager, Laurie Wills, says workshops have contacted the company as a result of planned upgrades or expansions but some calls have been prompted after workshops received substantial fines for operating substandard equipment and storage, or for causing oil spills.

“Many of the workshops I see would fail inspection by Worksafe inspectors for the way they manage oils, coolants, and other hazardous substances such as waste oil,” says Laurie.

He says the most common failings found onsite are workshops not having double-walled storage tanks or adequately bunded tanks to contain spills, as required by the legislation.

Failure to comply is obviously a business risk and compliance should be considered a baseline but advances in all kinds of fluid management systems mean upgrades will also deliver a range of benefits. These include greater efficiency, less risk of spills, better stock management, greater accuracy, reduced administration, and a much cleaner and more pleasant operating environment.

Laurie says it is not uncommon for businesses to get in touch after a waste oil spill. That often happens when pumping waste oil from the workshop to a storage tank out the back and overfilling it.

“They go out the back of the workshop and discover they have pumped 100 litres onto the ground,” he says.

Advance Fluid Control offers a range of

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Auto Channel Issue #26 July 2020

GENERAL MANAGER

Bulk oil store containing 4500L waste oil tank technologies designed specifically to avoid those kinds of errors, using a variety of technologies to transport, dispense, and track oil volumes and use — and it supplies and installs simple tank alarms to prevent overfilling.

“Many workshops are still handling oil the way they did decades ago,” explains Laurie. That involves pumping oil out of a drum into a pourer, then taking that to the vehicle. Laurie says that kind of double handling takes time and there is plenty of potential for error and contamination.

The modern way Modern higher volume installations will see oil and other fluids transferred in fixed piping around workshops, with hose reels at each bay. The dispensing nozzles will often be equipped with electronic meters that record usage and log that data into workshop systems.

Ronnie says that while many workshops contact AFC to tidy up their facilities, or after a spillage, some businesses are prompted by a simple desire to reduce environmental risk by using more secure systems, or to improve efficiency.

For more information on oil and fluid handling technologies, or for advice on upgrading fluid handling systems, contact Advance Fluid Control on 0800 538 058 or see advancefluidcontrol.co.nz.

Simon Holloway, simon.holloway@parkside.co.nz

CONTENT DIRECTOR Isobel Simmons PRINTING Ovato

NOTICE TO ADVERTISERS Parkside Media uses due care and diligence in the preparation of this magazine, but is not responsible or liable for any mistakes, misprints, omissions, or typographical errors. Parkside Media prints advertisements provided to the publisher but gives no warranty and makes no representation to the truth, accuracy, or sufficiency of any description, photograph, or statement. Parkside Media accepts no liability for any loss which may be suffered by any person who relies either wholly or in part upon any description, photograph, or statement contained herein. Parkside Media reserves the right to refuse any advertisement for any reason. The views expressed in this magazine are not necessarily those of Parkside Media, the publisher, or editor. All material published, gathered, or created for Auto Channel is copyright 2019 Parkside Media Limited. All rights reserved in all media. No part of this magazine may be reproduced in any form without the express written permission of the publisher.

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,306 New Zealand businesses in the following automotive sectors: Automotive workshops, parts importers and distributors, transmission specialists, automotive recyclers, towing operators, panel beaters and painters, crash repairers, tyre dealers, suspension and underbody repairers, steering specialists, towing operators, auto-electrical repairers, newand used-car dealers, air-conditioning repairers, heavy-machinery dealers, trucking and transport

Century Yuasa — the big name in batteries CENTURY YUASA, AUSTRALASIA’S OLDEST AND BEST RECOGNISED BATTERY MANUFACTURER, AIMS TO OFFER THE MOST COMPLETE POWER SOLUTION entury Yuasa is an affiliate of the world renowned GS Yuasa Corporation, one of the world’s largest battery manufacturers and a leader in quality and innovations.

Since 1928 it has been developing the technical know-how and engineering expertise to provide quality stored energy solutions for New Zealand conditions.

The company provides a full spectrum of products and services, with one of the widest selections of products available in the New Zealand market, backed by some of the battery industry’s most advanced technical and R&D resources.

Every battery in the Century range has been developed using advanced engineering processes and technical know-how to ensure superior performance and longer life. This R&D has paid off as vehicles’ electrical systems become more complex with engine management systems that place greater demands on batteries.

The comprehensive product list is matched by extensive nationwide network of sales and service representatives, supported by a dedicated battery hotline facility. A fleet of 45 service vehicles provide a complete service solution from battery delivery,

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of New Zealand waterways. Every battery recycled contributes to the planting of native trees along the banks of New Zealand’s waterways aiming which reduces toxic runoff and sediment washing into the water.

For more information on Century Yuasa’s extensive range of products or to become a stockist, contact your local Century Yuasa representative on 0800 93 93 93 or visit centurybatteries.co.nz.

stock rotation and servicing, training, merchandising support and technical advice.

The Century Batteries website includes an industry-leading interactive battery finder which finds the right batteries for all car, bus, truck, commercial, heavy equipment; motorcycle, powersports and marine applications.

Century Yuasa also supports environmental sustainability and its national battery recycling program provides customer credit for used batteries.

The company has partnered with the The Million Meters Streams project to restore the health

Why choose a Ryco RVSK? RYCO SAYS NOT ALL FUEL AND WATER SEPARATORS AND CRANKCASE FILTERS ARE CREATED EQUAL any 4WD owners see the benefits of fitting fuel/ water separators and crankcase filter kits to their diesel vehicles and that has prompted an influx of products in this market. Ryco, however, cautions workshops to choose carefully when buying and fitting kits. They are especially worthwhile for vehicles operating under heavy load, tow vehicles, or those being driven in rugged terrain or over long distances.

Ryco’s Alastair Hampton, general manager of engineering and innovation, says when you add the fuel pressure now generated from diesel fuel injection systems, any water in the system can have catastrophic consequences to an engine. Condensation, water crossings, or just a contaminated tank of fuel can introduce water into a diesel fuel system and the only way to protect your engine is a fuel/water separator filter system.

Similarly, all modern-day internal combustion engines utilize a crankcase breather and over time these can suffer build-ups of contaminants such as oil, water, and soot, which can get into the engine’s air intake system leading to power loss and increased fuel consumption. This build-up

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Auto Channel Issue #26 July 2020

also forms an insulating barrier on the inside of the intercooler, preventing the intake air from shedding its heat. This hotter intake air will reduce your engine’s power and increase fuel consumption. A crankcase filtration system eliminates this build-up.

By fitting the combination of a fuel/water separator and crankcase filter kit, engines are given the very best chance to be protected from early wear and tear and perform at their maximum.

So why choose a Ryco system? Alastair listed the key advantages of Ryco’s Vehicle Specific Fuel Water Separator Filters and Crankcase Filter Kits (RVSK): • Unlike other brands, Ryco’s RVSK kits are not a universal type fitment. Each kit is designed for a specific vehicle using existing mounting points in the engine bay for both the fuel / water separator and the crankcase filter, significantly reducing fitting time.

• All RVSK kits come with specifically-moulded hoses so there’s no time-consuming joining or rerouting of hoses.

• Because many 4WD vehicles work harder than an average car, the mounting brackets of all RSVKs are designed to mount to three separate points. All competitor products mount with only two points, making them susceptible to dislodging, vibrating, or rattling.

• For further flexibility, all kits are sold without filters.

• RVSKs are designed, engineered, tested, and developed in Australia at Ryco head office in Melbourne.

For more information, go to www.ryco.co.nz or speak to Ryco’s customer service team on 0800 838 222.

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GPC launches philanthropic foundation GPC ASIA PACIFIC AIMS TO HELP STAFF HELP THEIR COMMUNITIES utomotive aftermarket parts supplier GPC Asia Pacific has launched a new philanthropic foundation to help employees and communities in need, and establish career pathways into the automotive industry.

The foundation will give GPC Asia Pacific’s 6000 employees the opportunity to volunteer or fundraise for the foundation and GPC Asia Pacific’s charity partners.

GPC Asia Pacific is the largest automotive aftermarket parts supplier in Australia and New Zealand, reselling and distributing automotive replacement parts, accessories, and related tools and equipment through a network of 556 stores and 12 distribution centres.

“We are establishing this foundation to provide an opportunity for GPC Asia Pacific and our team members to make an important contribution in supporting our team members and the communities we operate in through times of hardship or disaster,”

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Auto Channel Issue #26 July 2020

said GPC Asia Pacific CEO Rob Cameron.

“This year, we have seen the great difference we can make by leveraging our reach and scale, and by engaging the passion of our team members, customers, and business partners to raise over $300,000 to support bushfire disaster relief.

“As we watch the Covid-19 pandemic play out across Australia and New Zealand, it could not be more timely to launch this foundation and ensure we have the right programmes in place to help those who are going to need support at this time,” Rob said.

The GPC Asia Pacific Foundation has five main elements. These are a Team Member Hardship Fund, providing short-term, temporary financial support to employees in hardship and under duress, and a Disaster Relief Fund, providing support to individuals and communities impacted by natural disasters, including through support of appropriate relief organizations.

The Third-Party Charity Support stream will support charities like the Starlight Children’s Foundation in Australia and CanTeen in New Zealand. Team Member Volunteering is a pathway for channelling employee time to support charity partners or local community organizations. Finally, the Charitable Foundation element will address disadvantage through educational pathways into the automotive industry.

Rob Cameron, who will chair the Foundation’s grants committee, said, “The establishment of the foundation is a reflection of GPC Asia Pacific team members’ community-mindedness and generosity over many years. Its creation is consistent with our value of genuinely caring and enables us collectively to go the extra mile in caring for the members of the GPC Asia Pacific family, as well as those suffering hardship in the community.”

For more information, see the Foundation tab at gpcasiapac.com/our-culture/.

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A masterclass in touchless technology IF YOU ARE LOOKING FOR TOUCHLESS TYRE MACHINE TECHNOLOGY, YOU HAVE TO CONSIDER CORGHI orghi invented the first touchless tyre changer in 2001. It patented its approach, which means that while other manufacturers have developed their own leverless technology they do not have a touchless system and they have had to develop other mechanisms and follow different routes to that end.

Corghi claims its original design has not been bettered.

The top-shelf Artiglio Master Jolly machine features Corghi’s ‘Leva la leva’ — which means leverless — technology. Once you have selected the correct rim size on the electronic control panel, the turntable and mounting tool moves the wheel automatically into the correct position for the bead breaking discs.

Bead breaking is handled by a pair of angled discs that press on the sidewall while the wheel rotates. Corghi says that, as well as protecting the rim by avoiding all contact with the wheel except at the centre clamp, its technology minimizes stress on the tyre through synchronised movement of the tool and the wheel — giving it another advantage over competing machines.

Naturally, the powered operation of all the tools is ideal for narrow or stiff tyre walls or run-flat tyres, which are a challenge with traditional tools.

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As noted, the moving turntable design means most of the tools need only a limited range of movement on sturdy fixed columns, which means they are robust and less vulnerable to wear than other designs. The only articulated arm is the bead presser. The arm carries a piston with a shaped tool on the end, which makes contact with the tyre. It rotates with the tyre, holding it down in the wheel well while another fixed tool guides the bead over the edge of the rim when mounting the tyre.

The best way to appreciate how the Artiglio Master Jolly protects both tyre and rim is to see it in operation.

Corghi’s New Zealand distributor, Automaster Equipment, carries videos of this tyre machine in operation on the product webpage at automaster. co.nz/products/corghi-artiglio-master-jolly. There’s also a walk-through of the process in English.

Two versions of the Master Jolly are available from Automaster: the standard version, which has manual clamping of the wheel, and the automatic version with pneumatic clamping. The automatic version simply requires fitting one of five different clamping cones over the spindle and the machine centres and clamps the wheel. That gives enough versatility to handle everything through to 26-inch wheels. The manual version requires the operator fold out a couple of handles on the clamping tool to snug the wheel down. Both machines come with a wheel lifter, which takes almost all remaining

physical effort out of the process.

The Artiglio Master Jolly handles wheels from 12 to 26 inches in diameter and tyres with a maximum width of 14 inches. The turntable rotates at 7–18 rpm.

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

As Automaster’s Gary Cotterell says, “When you purchase from Automaster Equipment, you are supporting a 100 per cent Kiwi owned and operated business.�

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Auto Channel Issue #26 July 2020

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Elf goes to Oil Intel OIL INTEL HAS TAKEN OVER ELF BRAND MARKETING, SALES, AND DISTRIBUTION IN NEW ZEALAND IN THE WAKE OF A RECENT 50/50 JOINT VENTURE BETWEEN OIL INTEL AND ELF’S PARENT COMPANY, TOTAL he move means existing Elf customers in New Zealand will get full support from Oil Intel, including its technical expertise, 24/7 support, and best-suited oil recommendations. Oil Intel has been Total’s main distributor for 20 years and cemented that relationship in June, joining in a 50/50 joint venture with the French oil and energy major.

“Embracing Elf is more than a natural extension of this new partnership, it also complements our range,” says Reuben Thickpenny, managing director of Oil Intel.

Total lubricants serve New Zealand’s high-spec, heavy-duty industries such as mining, transport, and agriculture. Reuben says Elf complements that with an “outstanding range suited for the automotive and retail customers looking for high-quality oil”.

Oil Intel is adding dedicated staff in sales, marketing, and logistics to support and promote the Elf brand in New Zealand. The company has ambitious growth strategies and the new joint venture ensures even better support from partner Total.

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“Being backed by the fourth largest oil and gas company in the world has many benefits,” says Reuben. “It enables us to lift that customer experience in product as well as in support. Now, with Elf as part of the Oil Intel family, we can elevate this brand the way we have been elevating Total lubricants. Elf fits into that quality picture.”

Elf is a Total-owned brand with a French heritage dating back to the 1970s. The name was formed from the initials of Essence et Lubrifiants de France.

It was the first brand to develop a fully synthetic racing oil. Elf Aquitaine merged with TotalFina to form TotalFinaElf in 2000 and the group was renamed Total in 2003. Elf remains a core oil and fuel brand for Total.

Oil Intel is the affiliated importer and distributor of Total lubricants, and now Elf, for the New Zealand market. The business was founded in 1999. It has 65 employees in 10 branches, with its head office in Whakatu, Hastings. Oil Intel serves 12 industry segments with more than 50 product categories and has a dedicated technical team with expertise in lubricants and applications.

For more information on Elf products, see oilintel.co.nz/elf.

IT’S ALL COMING IT’S ALL COMING TOGETHER TOGETHER

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Business profile

There’s no stopping Brakes Plus GARY HAMBLETON ACHIEVED HIS DREAM OF GOING OUT ON HIS OWN, AND HIS BUSINESS IS STILL GROWING ary Hambleton has been in the brake business for 41 years, starting out as a storeman for Girlock Brake & Clutch in Western Australia before stepping up to branch manager during his 11 years there. He moved back to Napier in 1989 when his children came along and worked for Lucas before helping set up a Napier brake business spare-parts division.

He joined BNT as a sales rep at its Hastings branch before opening and managing BNT’s new Napier branch in 1997.

In 2011, Gary decided to take the big step, following his dream of owning his own business: Brakes Plus was born. Gary purchased a Pro-Cut onboard brake lathe and serviced the trade as a mobile brake machinist — but he soon found that he needed a workshop to carry out brake repairs, prompting the move into the current premises.

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Beissbarth breaks cover BEISSBARTH WHEEL AND TYRE MACHINES AVAILABLE NOW, EXCLUSIVELY THROUGH REPCO eissbarth might not be well known in New Zealand yet, but the name goes right back to the beginnings of the automotive industry.

Businessmen Daniel and Hermann Beissbarth were friends with Gottlieb Daimler, and the world’s first driver licence was issued in Germany in 1899 to Daniel Beissbarth. He also had the world’s first number plate, simply the number one, on his Mercedes, which was named after Daimler’s daughter.

In 1951, Beissbarth developed its first automotive tyre changer, which mechanized many previously manual tasks. Today, the company offers wheel and tyre machines and modern test and service equipment for vehicle workshops. It also invented the world’s first touchless wheel aligner.

Repco is joining a network of 250 Beissbarth agents, wholesalers, and service providers around the world. GPC has the sole agency for Beissbarth equipment in New Zealand. At the brand’s launch last month, Repco announced a range of two

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Auto Channel Issue #26 July 2020

Gary and Lindsey Hambleton, proprietors of Brakes Plus, Napier Gary says he was regularly approached to locate and supply brake parts to the trade. He soon realized that his experience meant he was able to find parts when others had come up short, which prompted him to expand his horizons.

In 2015, Brakes Plus became an authorized BrakeQuip brake-hose manufacturer.

“Carrying over 300 individual brake-hose fittings, I am normally able to manufacture a brake or clutch hose on the same day, often while you wait,” he says.

Gary makes a lot of braided brake hoses for motorcycles, hot rods, and modified vehicles, with the skill needed to get them certified 100 per cent road legal.

Last year, Gary realized the region really needed an independent local automotive parts store. He would specialize in brakes but also provide access to other automotive parts, and make use of his ability to find what people really need. With the support of a couple of suppliers, Brakes Plus is now

professional-range tyre changers: the MT range and a budget-option version from the TF range and motorcycle tyre changer, which all have a tilt-back mechanism.

There are five MT range wheel balancers with laser guidance, plus an adapter kit for motorcycle wheels, and an economy BA range balancer.

Beissbarth is a big name in heavy-duty equipment, offering three truck-wheel changers, which can handle maximum wheel diameters of 2250 or 2900mm and widths of 1250mm — or 1460mm with maximum wheel weights of 1200 or 2800kg.

The range currently consists of: • electronic wheel balancers • tilt-back tyre changers • heavy-duty tyre changers • heavy-duty wheel balancers • economy tyre changer and wheel balancer.

Repco will continue to add more Beissbarth equipment to its range. All Beissbarth products are backed nationwide by spares, service, technical support, and training. For more information, contact your local Repco branch.

supplying a range of parts at competitive prices, often offering something different to mainstream parts stores.

In January 2020, Gary says he was honoured to become a Blackfern supplier, and he’s enjoying the opportunity to connect with other Blackfern Co-operative customers and suppliers in Hawke’s Bay. Brakes Plus is the Hawke’s Bay distributor of Bremtec brake pads and rotors; Napier distributor of Bando belts; and stockist of Chemz chemicals, Koba batteries, and Lucas Oil products.

“And, of course, we carry a very large range of caliper kits and pistons, brake fittings, and tubing,” Gary says.

Workshop services include caliper rebuilding, brake-disc and -drum machining, and (soon) brake caliper powder coating.

For more information on Brakes Plus, see brakesplus.co.nz; for more on Blackfern, see blackfern.coop.

www.superchargebatteries.co.nz

Trail-Link comes to CoolDrive COOLDRIVE AUTO PARTS HAS ADDED THE TRAIL-LINK RANGE OF PRODUCTS TO ITS OFFERINGS ver 15 years, Australian-owned Trail-Link has established a reputation for high performance, quality, and reliable trailer connectors and accessories. CoolDrive will now be offering Trail-Link suzi coils, air coils, and electronic braking system (EBS) coils, as well as a full assortment of plugs, sockets, and accessories.

“No matter the prime-mover-to-trailer connection required, Trail-Link has developed a suite of products that will keep you moving, and stopping, all day, every day,” says CoolDrive’s electrical accessories parts manager, David Heydrich.

He says the Trail-Link story is impressive. From suzi links, the company has grown its product range to cover an extensive array of applications, with all of the accessories and wiring diagrams to get the job hooked up.

Trail-Link’s electrical suzi coils formed the cornerstone of the business in 2004 but industry demand spread its reach to other products. These suzi coils are constructed from high-quality

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durable polyurethane. They are weather, oil, grease, abrasion, and UV resistant and they retain excellent coil memory, reducing sag, David says. An assortment of working lengths between 1.7m and 4.6m is available, with both DIN and SAE/Euro plug options. All components are tested prior to leaving the factory, to ensure faultless function.

Trail-Link’s high-performance air suzi coils are manufactured from top-quality polyurethane to produce anti-kink, anti-sag, and abrasionresistant coils with excellent memory. The air suzi coils feature high flexibility, superior cold weather operation, and increased burst pressure, to ensure

an extended service life.

The brand’s EBS coils are produced with the same high standards as the suzi coils, and come complete with the standard ABS/EBS plug and catch combination, providing constant power from prime mover to trailer, thus ensuring safer braking and peace of mind. They are available with 12-volt, 24 volt, or multi-volt plugs.

The Trail-Link range available at CoolDrive comes complete with a vast array of plugs and accessories to match the selection of connectors.

For further information, visit cooldrive.co.nz.

A trusted part of your workshop A trusted your successpart for of over 40workshop years success for over 40 years ✔

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Automotive is in our DNA 14

Auto Channel Issue #26 July 2020

www.cooldrive.co.nz

Automotive is in our DNA www.cooldrive.co.nz

Quality where it counts WORKSHOP REPUTATIONS HANG ON THE QUALITY OF THEIR WORK, SO EVEN PARTS LIKE HEADLIGHT BULBS THAT WILL LAST THE DISTANCE PLAY A VITAL ROLE IN BUILDING TRUST Headlight bulbs are one of those items earning a reputation for not lasting as long as they did in the past. Some argue that modern vehicles’ headlight assemblies are often much smaller, which subjects bulbs to higher temperature stress. Higher alternator voltages have also been cited. Some alternators operate at well over 14V. Both scenarios are true, and, as a result, the average bulb life in modern cars is significantly shorter than in older cars.

Narva distributor Griffiths Equipment’s Tim Paterson says that these factors make it more important than ever to fit quality bulbs. He says bulb quality and longevity are key here, and they inevitably take a hit when price is dictating product selection.

He notes too that changing bulbs is not as quick as it used to be, which increases labour costs. Tim says that, in this situation, long-life bulbs are the best choice to avoid frequent replacement and labour bills, which will result in greater customer satisfaction.

“Unfortunately the compromises made in cheaper manufacturing pose a threat to end-user safety and satisfaction,” he says. “That in turn affects the reputation of installers and retailers, who effectively endorse the parts they supply to customers.”

Tim says choosing short-life replacements is heading in the wrong direction: “Service intervals

are longer than ever, so it’s actually more important to install parts that can go the distance.”

Narva offers a wide range of vehicle bulbs designed to last, representing better value for workshops and their customers by avoiding the risk of premature failure from inferior parts. Tim says that most of Narva’s halogen-bulb range is manufactured in Europe to OE standards.

It’s not just headlights that need to go the extra mile. Narva also offers workshops its Premium range of incandescent bulbs for tail lights, signalling, and park lights, also manufactured in Europe.

Taking this quality approach even further, Narva also offers the Heavy Duty range of halogen and incandescent bulbs with reinforced filaments, for off-road and industrial vehicles and motorcycles, which are prone to heavy vibrations and bumps.

Workshops servicing frequent road users and transport professionals could also benefit from Narva’s Everlife bulbs, which provide up to four times the life of a standard bulb.

Narva’s quality means it can also ramp up its performance offering. Its Plus 150 range offers 150 per cent of the light from standard bulbs while providing substantially longer life than the equivalent from some of its competitors.

For more information on Narva’s range of automotive lighting, see narva.com.au or call distributors Griffiths Equipment on 09 525 4575.

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Virtual car show fills void ONLINE CAR SHOW COMPETITION ENGAGES THOUSANDS OF CAR FANS AND DELIVERS PEOPLE’S CHOICE WINNERS e may not have been able to get out to actual car shows over the past few months, but the country’s biggest virtual incarnation kept the car scene ticking over. Repco hosted the ENATS — a socially distant show ’n’ shine hosted online and beamed out via social media.

It took place over the weekend of 6–7 June, and nearly 2000 entries were posted across social media channels and curated into one massive show weekend. The #repco #enatsnz hashtags were humming!

The event was organized into 10 categories: classics, performance, muscle, hot rods, race cars, offroaders, customs, motorbikes, caravans, and projects.

Finalists for each category were chosen by Repco but the public had the final say, voting with their ‘like’ clicks.

The best of each category went on to the bestin-show class and the official Repco ENATS #1

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Auto Channel Issue #26 July 2020

best-in-show winner was determined by the most votes and claimed the winner’s trophy.

Repco put up a prize pool of $12,000. Spot prizes were randomly splashed out throughout the event to those who entered and a grand prize garage kit-out worth $2500 went to one lucky entrant.

The reach of social media saw 1800 images entered from 643 contestants, racking up nearly 56,000 responses of some kind such as likes or shares from around 200,000 people, which you can think of as the show’s audience. Altogether, digital tracking showed a staggering 1.2 million ‘impressions’. This is a count of how many times it appeared onscreen, even if someone who had already seen it was scrolling past it.

The event showcased all elements of car culture, from home workshop tours to race engine start-ups.

The unique format opened up lots of creative options

for participation that a car show in the traditional sense just can’t offer. So, while we may not have been able to walk around the entries or smell the fuel fumes and polish, clearly plenty of people found the Repco ENATS helped to fill the void.

Winners • Best-in-show: Jepoy de los Reyes • Project cars: Craig Taylor • Motorbikes: Ricky Lee • Classic cars: Evan Rockliffe • Performance cars: Jepoy de los Reyes • Off-roaders: Callum Hunter • Muscle cars: Jack Townsend • Caravans: Hayden Duffy • Race cars: Mitch Vickery • Hot rods: Jason Reder • Customs: Annie Matthews • Grand spot prize: David Jeremy Flowers

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Car news

BT-50 welcomed back into the family MAZDA HAS RELEASED A NEW LOOK FOR ITS NEXT GENERATION BT-50 UTE WHICH PICKS UP ON THE SUCCESSFUL STYLING OF ITS CAR AND SUV RANGES he all-new Mazda BT-50 has acquired a beefy version of the family face that has worked so well for its car and SUV ranges, and added a comprehensive package of driver-assist features that bring the ute right up to date. The new ute was developed in cooperation with Isuzu.

Mazda will surely be hoping this model will do better than the previous model, which, despite being built on the same platform as the Ford Ranger, was comprehensively outsold by the blue oval version.

“A more rugged, muscular application of Mazda’s successful Kodo design gives the brand-new Mazda BT-50 an unmistakable road presence, while the high-tech safety features provide drivers and fleet managers with peace of mind,” said Mazda Australia managing director Vinesh Bhindi.

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Kia tops owners’ poll he reputation of Japanese cars for being simply the best is under attack if the results of a British motoring magazine’s latest ‘Driver Power’ survey of the best cars to own is anything to go by.

The Kia Sorento also took top spot in both the interior and comfort category, and practicality and space. Owners appreciated the ride and the infotainment system, although the car scored low for its gearbox and economy — it’s a big car.

Surprisingly, 23.8 per cent reported faults — a considerably higher number than the secondplaced Peugeot, with just 11.8 per cent of owners reporting issues. Peugeot owners said the car was fun to drive, they liked the characterful interior, and struggled to find fault except that visibility from the driver’s seat could be a tad better.

It’s worth noting how close the top 10 scores were, and that most cars owners were clearly fans.

The third-placed Lexus RX was judged the best hybrid and notched high scores nearly everywhere apart from high cost. Only 9 per cent of owners reported problems.

The Kia Niro climbed six places to fourth, with low running and servicing costs. In the UK it comes with hybrid, plug-in, and full electric power trains.

First of the favourites on the Kiwi market is the Mazda CX-5. Owners love the look and build quality, the only downside being servicing costs; 13.6 per

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Auto Channel Issue #26 July 2020

The distinctive Mazda face combined with beefy ute proportions and low outboard parking lamps add up to an impression of width. The crease lines flowing onto the rear deck integrate rather better than in previous designs.

Inside, the soft-touch horizontal layout of the instrument panel extending from door to door further amplifies the sense of width and space.

The ute offers a telescopic steering column and a large touchscreen infotainment system, including wireless Apple CarPlay and Android Auto.

The new ute comes with a 3.0-litre diesel engine, delivering 140kW power and 450Nm torque, giving 3500kg towing capacity and a payload of more than 1000kg. A reduced body weight and more frugal engine should offer a useful improvement in fuel economy.

Adaptive cruise control, auto emergency braking, lane-keep assist, blind spot monitoring, and rear cross traffic alert have been added as standard equipment.

Australia will get the new ute later this year.

cent of owners reported problems.

Skoda’s Kodiaq claimed sixth for the second year in a row, its interior winning fans and earning top marks for visibility. Only fuel economy dragged down its score, with 19.3 per cent reporting faults.

The latest iteration of another Kiwi favourite, the Toyota Corolla, came in seventh due to a low practicality score for lack of boot space and storage and not overly impressive infotainment, but reliability remains strong with only 7.7 per cent reporting snags.

Kia Sorento The top 10 cars and their owner satisfaction ratings in Auto Express ‘Driver Power 2020’ survey are as follows: 1. Kia Sorento 2014–2020 - 92.05% Also best practicality; space 2. Peugeot 3008 2016–present - 92.04% Best mid-size SUV 3. Lexus RX 2015–present - 91.98% Best best hybrid

Peugeot 3008

4. Kia Niro 2016–present - 91.82% Best best small SUV 5. Mazda CX-5 2017–present - 91.75% 6. Skoda Kodiaq 2016–present - 91.73% 7. Toyota Corolla 2019–present - 91.71% Best best hatchback 8. Lexus IS 2013–present - 91.64% Best best compact executive 9. Hyundai Ioniq 2016–present - 91.61%

Lexus RX

10. Skoda Superb 2015–present - 91.59% Best family car

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Short shift

Self-driving challenge esla reckons that a self-driving car needs a neural networking computer that can perform a minimum of 50 trillion operations per second (50 tops). By comparison, a human brain can manage about 10 tops.

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Reversing the charge t used to be one-way traffic only, but Nissan is expected to launch vehicle-to-grid technology that allows a building to draw power from an electric vehicle’s (EV’s) batteries, which will allow vehicles to charge at night and reduce peak power demand during the day.

Wholesale electricity is much cheaper at night when demand is lower. Adding a solar panel could also recharge the vehicle’s battery while still powering a building.

The technology is being developed to

I Suck it up modern Formula 1 (F1) car can theoretically drive upside down in a tunnel at just less than 200kph.

F1 cars produce around 3.5G while cornering, meaning that they’ve enough aerodynamic downforce to drive upside down in a tunnel.

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Rubbish interior enault has developed a new textile product made from old seat belts, textile scraps, and recycled plastic bottle tops. The ‘carded yarn’ will be used to cover 8m² of the Renault Zoe interior. It is claimed to reduce the carbon footprint by 60 per cent compared with conventional materials.

Ford is also recycling and remanufacturing plastic. Each EcoSport SUV that the company produces for the UK market is fitted with carpets made using 470 single-use plastic drink bottles.

Ford launched the EcoSport in most global markets in 2012, giving more than 750 million 500ml bottles a new lease on life. If laid end to end, they would reach around the world twice, says Ford.

Since first using recycled plastic in the Mondeo more than 20 years ago, Ford now recycles 1.2 billion bottles globally per year.

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aid during natural disasters. More than eight million households in Japan have suffered loss of power in the last two years.

After the devastating earthquake and tsunami in 2011, Nissan supplied 66 Leaf cars to disaster-stricken areas to power essential buildings.

Nissan expects its vehicle-to-grid technology to be commercially available by the end of 2020. Nissan partner Renault has also been developing vehicle-to-grid technology.

Rotary and Summit tyre machines

Precision Equipment opens Auckland airport showroom BAPCOR’S WORKSHOP EQUIPMENT BUSINESS, PRECISION EQUIPMENT, SET UP ITS NEW AUCKLAND WAREHOUSE AND SHOWROOM IN MANGERE JUST BEFORE LOCKDOWN BUT IT IS NOW PROPERLY OPEN FOR BUSINESS recision Equipment has opened a new showroom for workshop equipment in Timberly Rd, Auckland, which means it can demonstrate the speed advantage of the new Rotary ‘Shockwave’ lifts in real time.

Shockwave is the name Rotary has given to its DC motor–powered lifts, which raise a car twice as fast as a conventional hoist. Rotary has calculated the time saved on basic services adds up to an extra vehicle per bay each day, which can add up to thousands of dollars in extra income a year for a fully utilized workshop bay.

Precision Equipment’s business manager, William Singleton, says the new Shockwave two-post lifts can lift vehicles in just 20 seconds. In fact they can raise and lower them in the time it takes a conventional lift to just raise one. The Shockwave spec also features a laser light mounted on the lift’s top crossbar. It shines a green centreline beam through the windscreen onto the car’s front scuttle, making it simple to centre the vehicle when driving it onto the hoist.

William says each Shockwave lift features two

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Two-post and scissor-lift hoist demo

large 12-volt batteries and a built-in charger, which power the motors. That means the lift can work even during a power outage, cycling up to 30 times on a single charge. That design also cuts down electrical installation costs, and saves power as the DC motors are more efficient.

Rotary lifts can also be fitted with the new Trio arms, which have a range of easily changed jacking point fittings, making it the work of seconds to find the right lifting set-up for any vehicle.

The large showroom near Auckland’s airport means Precision Equipment is able to demonstrate Rotary’s latest long-wheelbase wheel alignment scissor lift, fitted with two jacking beams.

An American brand, Rotary’s lifts and wheel aligners are at the top end of the spectrum and quality commands its price, so Precision Equipment also market’s Summit brand workshop equipment for those businesses that need to cut a sharper deal.

The Summit line includes tyre changers and wheel balancers, all of which can be demonstrated in the showroom. They complement Rotary’s premium range of wheel service machines, including a tyre

changer that offers scratch-free operation on rims up to 30 inches and a fully automatic wheel balancer with laser point weight placement.

The new 6500-square-metre space also provides a hub and a New Zealand distribution centre for Precision Equipment machines, meaning they can be shipped and installed quickly. The company carries a full spares inventory for all the equipment it sells, enabling it to fulfill Rotary’s demanding service standard requirements in New Zealand, and provide a similar level of support for Summit equipment.

To celebrate the fit-out of the new space — and the return to Covid Alert Level 1 — Precision Equipment is offering introductory special pricing across the range. Summit two-post clear floor hoists in either 230-volt single phase or 415-volt threephase with a four-tonne lifting capacity are just $2995 plus GST. A new Italian beam setter — headlight aligner — is also available for $1095 plus GST. For more information, please call Precision Equipment on 0800 2 HOIST (0800 246 478) or see precisionequipment.co.nz.

A Rotary wheel aligner in action

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Fig 1

Tips for scan tool use THERE’S MORE TO SMART SCANNER USE THAN READING DTCS. THIS TECHNICAL GUIDE SHOWS HOW USER SMARTS CAN HELP READ BETWEEN THE LINES et’s concede up front there’s no sure-fire ‘insert tab A into slot B’ pathway to correct analysis.

We can pursue a symptom from multiple angles and some insights can ‘shortcut’ the process in a most satisfying way. Some technicians have a lot of experience and can be fast and accurate in their diagnoses. Others begin and end their analysis with the scan tool employing other, subsequent tests.

That does have the benefit of eliminating guesses or assumptions. The point is: if you are not testing, you are indeed guessing. And the information from the scan tool does a heck of a lot more than display DTCs. It can also show us what the ECU believes it sees, as well as its intent — how it is programmed to control the components for the systems it’s in charge of.

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Getting the whole picture So we can’t tell you here which PIDs (parameter IDs) to view. This is dependent on a few variables, including your choice of scan tool (figure 1). True, many of the PIDs found in the OBD generic portion of our scan tool exist because they’re mandated by law to be there. Often we also need vehicle-specific information, from the enhanced side of the PCM. Not all scan tools are built the same. If they were, they would be extremely expensive devices that could communicate with every node on the network, and support every PID and every bi-directional control.

This is certainly not the case, and it is why some workshops have more than one tool. If one of them falls short, another can fill in the gap.

Second, we need to consider the loop speed or the refresh speed. When we choose to view a set of PIDs, the tool makes an enquiry to the ECU for each PID we select. The ECU will have to process the request from the scan tool and then reference the inputs it’s processing from the vehicle. It will then report the data to the scan tool, where is it

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Auto Channel Issue #26 July 2020

processed and delivered to us for viewing. All of this takes time, so the more enquiries we make, the slower the scan tool performs — choose wisely!

Next, it depends which system you are addressing. Some systems, such power windows, are simple and may involve only one or two ECUs to open and close them. Other systems are like ADAS; traction control or even air conditioning are interdependent and require communication between several ECUs over multiple communication networks (figure 2). We want the scan tool to tell the entire story — capture the inputs to the ECU as well as the outputs to reflect what the ECU sees, as well as if the ECU is trying to generate an output.

Last, but certainly not least, we need a thorough understanding of the system and components being addressed. The ability to analyze scan data is just that. Without the understanding of system configuration — all the players involved in carrying out a specific goal or output — we would have no idea which data PIDs to view.

We get this information by referencing a wiring diagram as well as the description and operation of the system. We need: Inputs: This is information about individual components’ physical state — amount of pressure, temperature, angle or position — and the intent of the ECU or person operating the system.

Decision making / processed data: This information is reflected by the ECU PIDs, which indicate a state of operation. They will typically be displayed as ‘on/off’, ‘yes/no’, ‘permitted/notpermitted’, etcetera.

Shared data: Many systems exist on a virtual platform, meaning their functionality requires a communication bus (or several) with integrity. If data that is being processed in a specific node is then reflected in the PID list

of another node, this is a good indicator that the data is being shared over the network. This helps us to split the system into sections in which to troubleshoot. Applying logic here means a lot of unnecessary testing can be avoided.

Outputs: This is the result. Thinking in terms of a true ‘system’, any breakdown in the above-mentioned will not allow for an output to occur. Seeing the entire story reflected in the scan tool list will show your intent to operate a system, the data required for an ECU to make a decision, and, of course, the final decision to operate or not to operate a component (and the reason why). You wouldn’t need to test a switched input, such as a window switch, if the scan tool already showed a PID indicating an intent to lower the window

Driver’s seat analysis All of this data can be gathered from the driver’s seat. Here’s a couple of examples.

Slippery customer A vehicle came into the workshop with a ‘slip in the transmission’. This can occur within the gearbox or within the torque converter itself. It’s important to distinguish which. Begin by determining when the fault presents itself and then how this transmission is meant to function. This will offer you some idea of what should be occurring, and will also allow you to see the fault reflected on the scan tool. I typically like to view the following PIDs: Engine rpm — This is the input speed to the transmission’s main shaft.

Main shaft rpm — Any discrepancy with the above will show the amount of torque converter clutch slip occurring (if applied).

Command gear — If a slip occurs, we might see clutch assembly is affected or if the effect is more global.

Countershaft shaft speed — This indicates true vehicle speed. Comparing this with the main shaft speed will determine whether the slip is in the box, in the torque converter, or both. Many PID lists offer this data after processing in kph so calculating input to output ratios is not needed.

In figure 3 we can see that, as vehicle speed increases, the PCM is commanding a shift in the transmission’s gear ranges. This is indicated by the step-up characteristics each time a shift is commanded. We can then see that the rpm suddenly flares after a shift to second gear although the main shaft speed maintains a steady indicated speed. So we can see when it is occuring. By researching the operation of the transmission, we would realize that the torque converter isn’t even commanded at this point, so the fault must be in internal to the transmission. More importantly, if further testing were to be conducted, it’s likely not going to be focused around something like ‘main-line pressure’.

Logic would tell you other faults would also show up under different trans operating conditions if that were the case. We could then limit our testing to the components and circuits necessary to correctly apply that second gear clutch pack. And we haven’t even left the driver’s seat!

Open and shut case This next case is a passenger-side power window that doesn’t respond to the master window switch or the door switch. All the other windows respond correctly, under all functions. Referencing the wiring diagram and description — if they are not already familiar — will help us decide how to monitor the system with the scan tool. The master switch/ECU are contained within one unit. With the master LF-window switch set to lower the window, the request can be seen on the PID list. This should tell you there is no need to test for a faulty switched input because the ECU saw the request. We see (figures 4 and 5) by the blue circuit that the master window switch communicates with the passengerdoor window switch on a UART network. Accessing

the PID list on this passenger-door switch assembly also demonstrates the same request, to lower the window. So, with two simple tests from the driver’s seat, we’ve avoided having to disassemble any door panels. Equally important, we’ve narrowed down the area of focus.

While operating the power window master as well as the RF door switch, the micro-relay can be heard operating within the switch. With the verification of proper B+ and ground supply to the switch, we can focus our effort on the circuitry feeding the window motor. The ability to manually drive the motor in either direction from the passenger switch connector, with the door panel still in place, proves the fault is internal to the micro-relay contact of the LF door switch. Again, all without removal of any door panel assemblies.

One of the most valuable times to employ the scan tool is during drivability analysis. Just think how many potential faults can produce a ‘low power’ complaint. The same process applies: Inputs/ processing/outputs. When a vehicle fails to produce power, it’s because the engine can’t breathe properly, the air/fuel ratio is incorrect, or the ignition timing is not as it should be. With a properly set up PID list — in a graphed format — and running the engine under different operating conditions, it’s easy to determine the cause of the low-power complaint, again, right from the driver’s seat.

On the PID list being referenced (figure 6), the MAF sensor could be identified as the primary input to determine how much fuel to deliver. It’s responsible for weighing the air. Getting the fuel to the cylinder is the easy part. Properly weighing the air to determine the proper A/F ratio is the real challenge. Knowing the engine’s displacement and the rpm, a simple maths calculation can be carried out to determine an expected MAF value with the throttle wide open.

Fig 2

Fig 4

Fig 3

Fig 5

The fuel trim will indicate just how hard the PCM is working to correct for a miscalculation.

As can be seen in the graph, the engine was operated first at idle/no load and was then taken up to WOT/full load. The trend indicated that there was very little fuel trim at idle but a severe amount of positive correction — totalling 66 per cent — during high-load conditions. This indicates the engine was severely under-fuelled, equally on both banks. The fact that the MAF sensor reported 147gps indicates both that it is not misreporting nor is the engine struggling to breathe. If it was misreporting, we would expect to see it do so by about 66 per cent — to match the fuel trim correction. If the engine had a true breathing fault, the MAF would correctly report that and the fuel trim wouldn’t deviate from zero, due to the accurate measurement. The fact that it affects both banks shows that the fault is common to both banks. The results of this one fullthrottle pull conclusively points to a fuel delivery issue. A pressure/volume test would prove that the pump is under-delivering. A test for fuel pump amperage and voltage drop will then determine whether the fuel pump has everything it needs to perform properly.

So, as can be seen in just these few examples, the scan tool can open your eyes to how all the players function together to achieve the goal.

You get to see the entire story play out so your diagnostic direction can be determined before you invest time in attacking a specific area. Begin employing these capturing/analysis techniques on known good vehicles and get comfortable with the functionality of your specific scan tool(s). Learn the ins and outs of it and what makes it special. You do that and watch how quickly you become the cleverest tech in the shop — not to mention the increase in productivity and confidence.

t c e f r Pe e l p m XA DAVE HART WANTED AN AUSSIE COUPE, JUST LIKE THE ONES HE REMEMBERED WATCHING RACE AROUND BATHURST BUT A WHOLE LOT BETTER WORDS: TODD WYLIE PHOTOS: ADAM CROY

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t’s ironic that the car that Dave Hart’s built over the past eight-and-a-half years is a better car in every imaginable way than the cars that inspired him to build it. As an impressionable youth, Dave, like the rest of us, would be glued to the TV screen for the first weekend in October, when Mount Panorama, just outside of Bathurst, Australia, was overtaken with the sound of screaming engines, screaming tyres, and screaming crowds.

The Falcon coupes were the cars that Dave supported, regardless of driver or team — there was just something about their big hips and style that appealed. Being a kid, of course, part of the inspiration for Dave was due to the neighbours having one too.

It wouldn’t be until September 2010 that Dave would get hold of one for himself — a 1972 XA Fairmont coupe, which he took home on Father’s Day. Eventually, that car would go on to have not just a heap more horsepower than the cars he loved watching race but also better brakes, better suspension, and a higher quality build.

Of course, that didn’t all come easily; in fact, it took two separate builds to transform the car into what you see today, and that’s not including the work required to get the thing running in the first place.

The car was deregistered when Dave bought it, but the seller assured Dave that it ran and that he regularly took the family out in it for Sunday drives. Of course, suspicion began when the car needed to be winched onto the trailer for the trip home. Thankfully, a friend was on hand to help find the cause of the issue, which he did: a Cleveland distributor had been fitted to the car’s 351 Windsor

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Auto Channel Issue #26 July 2020

engine, complete with the wrong firing order, causing no end of ignition issues. While they did get it running, it first idled at 3000rpm. Finally, however, the guys got on top of things, and the usual progression took place, with a set of 17-inch Cragars, an overhauled brake system, and a custom fuel tank all being added.

“I’ve never been so thrilled to get such a big bill in my life,” he now laughs Eventually, attention switched to properly sorting out the engine in the car. Dave discussed his plans with Ray and Matt at Autoshop Ltd, after which a 393ci stroker kit was ordered and the engine torn to bits in preparation. A quick measure of the strippeddown block showed that it had already been bored

40 thou over, so was good for nothing. The only way forward was a Procomp 351 block, to which the Scat stroker crank, H-beam rods, and hypereutectic pistons were soon fitted. Rather than attach the old heads to this new bottom end, a pair of PBM Strike Force aluminium heads were secured. With a 780cfm carb up top, the car was now making at least the levels of power that the race cars did all those years ago, if not more.

However, with all this, the Falcon needed a brake upgrade and a diff upgrade to match, a disc-braked nine-inch taking care of both aspects in one hit.

Come 2014, Dave decided it was about time to sort out the ever-present rust and bog in the old girl, deciding on a local panel shop to do the work, as keeping it close to home meant that he could be involved and keep an eye on progress. The problem was, there never was any progress, as the panel shop delivered nothing but disappointment and broken promises. When the panel beaters gave Dave the opportunity to take the car away, he did, but, rather than take it home, he delivered it to Kiwi Metal Polishers in Rotorua, which dip stripped it to expose the true extent of the panel work required.

Dave admits that he interviewed panel beaters for the next six months, wanting to make sure that he didn’t get caught in the same situation twice.

It was due to the number of previous NZV8 feature cars that had been linked to Matamata Panelworks, that mate Simon convinced Dave that he should at least give Panelworks a call to discuss the build. The car was soon loaded onto

THE RIGHT WHEELS With the Falcon running a 5x114.3mm stud pattern, Dave was well aware that the range of wheels on offer was almost unlimited, as the pattern is the same as that used by many Japanese vehicles. A visit to see James Kirkham at Mag and Turbo in Ponsonby saw Dave walk away with a set of Forgeline GA3C three-piece wheels measuring 19x9 inches and 19x11.5 inches. These were wrapped in 255/35R19 and 325/30R19 Michelin tyres.

PAINT DAY! How’s this for keen? Dave took a day off work to head to Matamata to watch the car being painted — yes, a day off to watch paint dry. The colour of choice is a custom PPG blend dubbed ‘Turbulence Blue’, a hue created to be the bluest blue available, with no hint of purple.

a trailer and dragged down to Matamata so that Malcolm Sankey and his team could have a look.

Dave recalls, “Malcolm instilled faith in me by showing me around the workshop. Even though, due to his workload at the time, he couldn’t take on the job for another six months, I went with him.

“I’ve never been so thrilled to get such a big bill in my life,” he now laughs, some four-and-a-half years after agreeing to have Panelworks take care of the build.

During that four-and-a-half years, not only was the bent chassis straightened but the metalwork masters also worked their magic on every single panel, leaving only the boot lid unmodified in the process.

Due to the extent of work involved, Dave thought he was going to have to split the build into stages but the desire to do it once and do it right instead simply saw the time frame of the build expand to allow the finances to cope with it all. Dave’s wife Audrey was happy with this too, since she was getting sick of

1972 FORD FAIRMONT XA COUPE ENGINE: 393ci Windsor, Procomp 351 block, Scat stroker crank, Scat H-beam rods, hypereutectic pistons, PBM Strike Force aluminium heads, roller rockers, Edelbrock dualplane Air-Gap manifold, Quick Fuel Super Street 780cfm carb, custom fuel tank, in-tank electric fuel pump, MSD 6AL ignition, MSD distributor, MSD coil, three-inch HPC-coated exhausts, Flowmaster mufflers, aluminium radiator, twin electric fans, custom shroud DRIVELINE: Tremec TKO 600 five-speed gearbox, nine-inch diff, Eaton Truetrac centre, 3.55:1 ratio SUSPENSION: RRS coil overs, RRS rack-andpinion, RRS three-link rear, QA1 coilover rear shocks, RRS torque arm, RRS lower control arms BRAKES: Under dash booster, RRS Phase 6 brake kit, 345mm two-piece rotors, RRS four-pot rear calipers WHEELS/TYRES: 19x9-inch and 19x11.5-inch Forgeline GA3C three-piece wheels, 255/35R19 and 325/30R19 Michelin tyres EXTERIOR: Smoothed and frenched bumpers, extended front and rear valances, custom taillight panel, relocated fuel filler, shaved doors, flush-fit glass, removed drip rails, modified front guards, PPG Turbulence Blue paint CHASSIS: Chassis connectors INTERIOR: BMW 3 Series front and rear seats, Billet Specialties steering wheel, Ringbrothers shifter, Dakota Digital gauges, custom switches, custom dash, custom centre console, Vintage Air air conditioning, Alpine head unit, two Infinity 10-inch subs, Infinity 6x9-inch speakers, Infinity six-inch front components PERFORMANCE: Untested

CRYSTAL CLEAR Dave knew that he wanted a decent audio system in the car. For this, he decided on an Alpine head unit that works with Apple CarPlay, allowing him to sync with his phone seamlessly. From here, the signal is sent to a pair of Infinity amps to power the front component speakers and rear 6x9s and a pair of 10-inch subs.

Dave spending so much time pondering the changes he’d like to make — and there were plenty.

Some of those changes were brought about by Dave’s desire to make things easier on himself.

“I hated washing the honeycomb tail-light panel, and the water never coming out of it,” he says of the desire to smooth things off.

That smoothing-off process soon extended to the door locks and handles, which weren’t simply shaved; new recessed catches got installed too.

Those who know their Falcons will be looking at the car trying to pick all the subtle changes that have taken place. While they’ll pick up on most, it won’t be easy, such is the quality of workmanship by the Matamata Panelworks team.

For example, the front and rear windscreens have been made flush with the body and the drip rails all deleted. The removal of the bumper bolts and the fact that the bumpers are now tucked in tight with the body are easy mods to spot, but the raising of the factory Falcon hood hump is a bit harder to discern, as is the fact that the hood now sweeps up at the rear to cover the windscreen wipers.

Dave had a very good reason for wanting to extend the front and rear valances too. It’s something that is usually only done by the likes of people such as Troy Trepanier and Chip Foose. The purpose was to hide the front brake reaction rods, which usually hang below the front of the car. The motivation for extending the rear end was somewhat similar: to hide the exhaust exits — not that the twin HPC-coated pipes look bad, mind you!

Plenty of attention was also given to the engine bay, part of which included smoothing off the original brake-booster mounts and sourcing an under-dash brake booster. RRS was the supplier of choice for this as well as for the Phase 6 brake package. Included in this kit are two-piece rotors measuring 345mm that are clamped by six-pot calipers, and slightly smaller rear rotors along with four-pot calipers.

Like the brakes, the suspension is well beyond what John Goss and Kevin Bartlett could have imagined when they took the Bathurst 1000 win in an XA coupe back in 1973. This is thanks again to RRS components — a front-end system that includes coilover adjustable shocks and reinforced lower arms, along with a rack-and-

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Auto Channel Issue #26 July 2020

Dave’s goal was never to build the best XA; it was simply to build the car of his dreams pinion steering assembly. The rear end is an even bigger deviation from how the car left the factory, with the leaf springs being ditched in favour of a three-link set-up, which works with QA1 adjustable coilovers for height and dampening control.

Any car that can turn and stop like this needs seats to match, and sorting the interior became the next priority. A set of BMW 3 Series front seats was installed, complete with integrated seat belts to remove the ugly hangers dropping from the roof. Likewise, the BMW’s rear seat was slotted in between the coupe’s rear wheel arches, the additional space due to the coupe’s added girth providing the perfect place for some Infinity speakers.

Ted at Matamata Motor Trimmers was in charge of the amazing leather work, and Neil from Phoenix Audio in Rotorua looked after the installation of the audio components. The two needed to work in tandem to ensure that the system didn’t just look the part but would sound just as great — something that Dave says they both achieved. Adding to the interior complexity was the custom dashboard and centre console that had been created to house the Dakota Digital gauges.

Dave’s goal was never explicitly to build the best XA coupe in the country; it was simply to build the car of his own dreams. But we’d say it’s gone well and truly above and beyond that. Now, at long last, after people hearing about the coupe being in the build and wondering if it actually existed, Dave can show them the car in the flesh. He’s extremely grateful for those who’ve helped bring the vision to life, for the friends who’ve helped along the way, and for the new friendships that have been formed as part of the journey.

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The Bendix Ultimate 4WD Brake Upgrade Kit with advanced brake pads and rotors, braided lines and a host of ancillary items is the ultimate brake upgrade for the latest 4WD vehicles such as Ranger and Hilux.

This comprehensive kit includes specially compounded high performance CERAMIC material brake pads for increased stopping power in extreme conditions plus the latest Bendix Ultimate Rotors designed and developed specifically for Australia’s demanding conditions.

Find solutions for every brake job at www.bendix.com.au Or freecall the Bendix Brake Advice Centre on 1800 819 666 Bendix is a trademark of Garrett Advancing Motion Inc.

Better than the original THE CAMARO BELOW LOOKS TOO FAR GONE TO REPAIR, RIGHT? WRONG. IT’S NOT ONLY BEEN REPAIRED, BUT IS ALSO NOW BETTER THAN BEFORE AND OFFERS A VALUABLE LESSON FOR OTHERS. WORDS AND PHOTOS: PAUL DUFF — BODYMODS hen does a car become damaged beyond repair? Even if it can be repaired, there’s always the good old ‘she’ll never be the same again’ myth to contend with. In my opinion, this is a completely flawed statement; cars are made by men and machines, so they can be thoroughly repaired by men and machines.

Rather than writing off the whole industry, it’s important to realize that a poorly repaired vehicle can normally be isolated to a bad repairer. Arguably, if you have the inclination combined with the right skill set and factory specifications, you could responsibly assemble a car one panel at a time.

Don’t forget that the panel-beating industry is now regulated by repair certifiers, and insurance companies are now far more diligent regarding structural repairs and who takes them on. Some even have in-house structural assessors, so it’s not like the Wild West days of old when things were bogged up and rolled out the door to unsuspecting owners.

Unfortunately, however, as with all professions, not all tradesmen are alike. If you’re standing next to two pristine cars at a car show, how do you know what’s under the paint? The truth is that you don’t; one could have a $25K paint job over bare metal, and the other could have a $25K paint job over bad repairs hidden under gallons of plastic filler — plastic filler that is designed for cosmetic finishing not hiding poor workmanship.

When choosing a panel beater, do your homework and ask the right questions to the right people before you hand over your keys. Don’t be fooled by bright and shiny finished cars; as a rule, at Bodymods, we like to show potential customers work in progress rather than fully painted and assembled cars; the workmanship will speak for itself.

This 1967 Camaro may look a little nasty, having being bit hard in the rear quarter, but, accident damage aside, it is a solid, rust-free car that retains its original floors and sills — the point being that we have successfully restored many cars in far worse condition than this. Combining quality parts with modern repair techniques, the end result of the repair process is now a car that’s in better condition than it was pre accident — but let’s not get ahead of ourselves.

In classic cars, a large amount of factory rust came about simply because there was no internal paint protection and no surface protection between welded double-skin areas. We now overcome this by using specifically designed weld-through primers or two-pack bonding adhesive. During repairs, if the repair requires external panels to be removed, such as was the case with the Camaro, we take the opportunity to paint all internal surfaces, vastly improving longterm durability.

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It all comes down to the measurements Prior to around 1980, some mass-produced vehicles were built to a one-quarter-inch (6.35mm) tolerance. Our goal now is to repair or manufacture to the millimetre, but, if it’s fighting us, the shop standard is 2mm (5⁄64-inch) tolerance and the crash-repair industry standard tolerance is 4mm (5⁄32 inches). However, you will find that most panel beaters prefer to repair to a smaller margin. Wrong is wrong, and there is no point in arguing with a measuring tape.

A simplistic way to look at the chassis, unibody, or structural side of your car would be to compare it to a ladder; each step should be parallel with the next, the side bars should also be parallel, with no longitudinal twist, and need to measure the same diagonally corner to corner. Get this wrong, and,

somewhere during the process, you will have parts that will not fit. When run into, the Camaro body panels concertinaed, because the car was hit high and largely above chassis height, so chassis damage was isolated to the rear of the back seat, with the floor/passenger compartment still measuring square.

Repair, replace, rebuild The replacement parts you can see on this Camaro are good-quality aftermarket ones. That being said, the rear quarters were very good. However, there was a length issue with the door skins that we had to address, and the boot lid required some finishing work, so you might have ended up with a fight on your hands if you had been attempting to fit them at home in your garage. If a part is obtainable but it is cheaper and safe to repair, then that is what we do.

If a replacement part is unavailable, as in the case of this inner drop glass panel (above), we will repair the original, unless that part is deemed to be irreparable, in which case we can manufacture a new one.

However, depending on the part, that can have a large labour component, as with the handmade Monaro quarters on the next page, which involved more than 80 hours per side.

The damage to this Camaro’s inner panel was greatly improved during the jack-and-square / chassis-straightening process. Then, to finish, we

removed the entire panel through the factory weld lines and, before hammer and filing, used clamps and a body jack for final straightening.

Market value Unfortunately, the Camaro was insured for market value rather than the more suitable agreed-value option. So, well within the terms and conditions of a market-value policy, the insurer produced a verbal pre-accident valuation that was $5K less than the market-value insured sum, at which point, on behalf of the overseas-based owner of the car, we supplied a written valuation from an independent valuer for $11K more than the sum insured — that’s a $16K variation — which, thankfully, brought the vehicle into viable repair territory, pulling it out of being not viable. This process could have been avoided if the vehicle had been insured for agreed value, based on a written valuation — something that, given the way values are increasing, we recommend is updated every two to three years. You can then use your

“Our inverter spot welder duplicated the factory spot welds beautifully” valuation to insure your car at that agreed value.

From that point, your insured agreed value should become binding, and any future claim a great deal easier, as the vehicle is less likely to be deemed a write-off. Also, be aware that market-value policies are normally subject to yearly depreciation, so, potentially, your sum insured is slowly dropping each year, which, in reality, is the opposite to what you require with your classic, muscle, or collectable car.

The repair trade is relying on solid long-term relationships with our co-trades, as it’s becoming increasingly difficult to secure quality tradespeople for work such as upholstery, paint, chrome, and so on, with many of these trades already overcommitted.

Spare a thought for these guys; when I started my

Welding and bonding Machine welding is now commonplace, but our world was built on welding completed by tradesmen. The dairy industry still successfully relies heavily on man-made welds, and with trained welders you are in safe hands. Panel bonding or gluing panels on cars is now also very acceptable, especially with parts like rear quarters and roof skins — again, as long as your repairer has the appropriate training bonding is a good option. The aero industry commonly uses glues and composites, and you know how highly regulated it is! Obviously, the bonding agents are far from the No More Nails that you’ll find down at your local hardware store.

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apprenticeship in 1985, you lifted the bonnet on a Corolla, and you could easily see the ground beyond a little carburetted four-cylinder, so we were allowed to be just panel beaters. Drop a bolt under the bonnet on a 2019 Corolla and good luck finding it. Our modern repairers have to be incredibly knowledgeable technicians, and we’re lucky to have them.

How many hundreds of vehicle manufacturers are there worldwide? With a quick look, I was able to find more than 30 different models of Toyota alone, and that doesn’t include sub-models — the Corolla alone comes in five different variants — so the knowledge base expected of these guys is insane.

The good news for us is that modern technology helps, even on your classic. Chassis machines with digital measuring gear, laser cutting, the up-and-coming 3D-printing option, plus modern materials and repair techniques, which include panel bonding, weld-through primers, and inverter spot welders, are making things much better than in years gone by. On this Camaro, our inverter spot welder duplicated the factory spot welds beautifully, and the introduction of modern seam sealers and weld-through primers between double skins will substantially minimize future corrosion.

“Paying a reasonable premium to a specialist classic vehicle insurer is in your best interest” Sum insured Whether your car is worth $5K or $500K, the ‘sum insured’ is critical. For example, if your written valuation is $30K, but you choose to insure for, say, $20K, hoping to save a couple of bucks on premiums, you could run into trouble, as most insurers will pay up to 80 per cent of the sum insured to repair your damaged car. Therefore,

$20K insured value gives you an approximate repair budget of $14K plus GST, so, potentially, in the event of an accident, and depending on the extent of damage, your classic car could be written off, to be auctioned to the highest bidder, or you could be trying to negotiate buying it back from your insurer and footing the rest of the repair bill yourself.

Cheap premiums could mean cheap repairs; in the event of an accident, the minimal saving you may be making on your premium or excess could mean your repairer has to deal with the wrong assessors from the wrong insurance companies, who don’t want to pay fair and reasonable market rates to professionals who would repair your baby properly.

Some of these insurers are very clever at bogging things down in red tape and admin time, so, as a busy repair shop, our best option is simply to turn down taking on the repair, leaving you to try to find a quality specialist repairer who is prepared to take on tight-budget, low margin repairs simply to save money for your nominated insurer. So, take care to purchase the correct policy from the right insurer!

Have you ever considered that most classic car owners baby their cars, alarm them, take great care who they hand their keys to, garage them every night, don’t do big kilometres, and prefer not to drive their classic at night or in the

rain, all of which substantially minimizes the risk of damage? This suggests that these classic vehicle policies may be quite lucrative for our insurers, so, in the rare event of you needing to claim, it is completely reasonable to expect your insurer to pay fair market rates to skilled and specialist repairers; after all, the insurer did sell you classic vehicle cover. We have a 30-year history of managing crash repairs, good and average insurance assessors, and the companies they represent, and, more important, like all panel beaters, we deal directly with you, the customer.

When the dust settles, the responsibility to have the correct cover lies with you, the vehicle owner.

Paying a reasonable premium to a specialist classic vehicle insurer is in your best interest.

Better than new The Camaro owner opted for some upgrades during the accident repair. We returned the car to its correct shade of gold, and fitted two new door skins and a new front bumper to match the nownew rear. This was a good tidy car pre accident, so it didn’t require a full restoration. The good news now that the car is finished is that it’s had an updated insurance valuation that came back at $22K more than its pre-accident value. Hopefully, that helps to dispel the old ‘she’ll never be the same again’ myth.

Do your homework, choose the right tradespeople, and your car can be as good as new — or maybe even better!

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Auto Channel Issue #26 July 2020

Testing belts with sound technology OPTIBELT’S BELT TENSION TESTER REDUCES DOWNTIME ptibelt’s TT line frequency tension tester provides an accurate and fast way to test the tension of drive belts by measuring the frequency of vibration. It delivers extended belt and pulley life and a reduction in downtime.

The compact design of the Optibelt TT line tester will work with an endless range of drives in engineering, in automotive and transport industries, and also with many other technical applications in industry. It is designed to reach into the most awkward and confined spaces, making it easy to quickly check the tension of V-belts, ribbed belts, kraftbands, and timing belts. For hard-to-reach belt spans, the measuring head has a flexible gooseneck and a 250mm cable.

Simply switch it on and the unit is ready to transfer data immediately. The measuring head must be held over the belt — converging two red LED light points on the belt helps position it the right distance from the belt.

The Optibelt TT tension tester shows its readings

O

45 Rennie Drive, Mangere

parts@1stparts.co.nz

in hertz. Tension recommendations can be taken from Optibelt’s CAP drive design calculations or the Optibelt app. Its interference-free methodology uses EM: electromagnetic waves and AC: acceleration, integrated.

The tension tester can also be used on long centre distances due to an unprecedentedly wide high-frequency range of AC: 1–16Hz and EM: 6–600Hz. The tester can be used on 300 belt measurements before the battery requires recharging. It is not affected by the noise of UV light.

The unit has a 43mm by 53mm high backlit display screen, a USB port for recharging, and an automatic switch-off.

(09) 638 6439

The Optibelt TT comes in a kit containing the tension tester, measuring head, charger, USB cable, and a clipper for holding the measuring head, and is available from automotive, transport, and industrial wholesalers.

Founded in 1875, the Arntz Optibelt Group is one of the world’s leading manufacturers of high performance power transmission and material handling belts, including V-belts, timing belts, and ribbed belts for automotive, agricultural, and general machineries and household appliances.

For more information, contact Optibelt Australia at sales@optibelt.com.au or phone +61 3 8791 2700.

MANUFACTURERS AND DISTRIBUTORS OF TOP QUALITY LUBRICANTS MOREY OIL SPECIALISES IN HIGH QUALITY LUBRICANTS, INCLUDING: • MOREY’S HEAVY DUTY OIL STABILIZER, • UPPER CYLINDER LUBRICANT & INJECTOR CLEANER FOR PETROL ENGINES • DIESEL SMOKE KILLER & INJECTOR CLEANER FOR DIESEL ENGINES

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Auto Channel Issue #26 July 2020

Ph: 09 813 9200 E: info@moreyoil.co.nz

Morey’s: local and international

Reliable Redarc quality COMPACT SMART CHARGERS ADAPT TO DIFFERENT BATTERY TYPES AND MANAGE RECHARGING AND MAINTENANCE ustralian brand Redarc’s SmartCharge battery chargers are designed to automatically charge and maintain most common automotive 12V batteries, including lithium iron phosphate batteries.

They have even revived batteries drained as low as 2V. Redarc’s 4, 6, 8, and 10A smart chargers run through different phases, starting with checking that the battery is correctly connected and measuring voltage and total capacity to determine the correct settings for charging. They then charge with a constant current until the voltage reaches 14.4V/14.7V (selectable). A second analysis phase detects shorts within cells which cannot be detected during pre-analysis, and, if the battery’s voltage drops below 12.5V within two minutes, the

A

charger will indicate an error and stop charging.

The SmartCharge range features long-term charging capability: after the battery is fully charged, it will be held at 13.8V for 10 days, after which it will enter a Sleep mode for seven days and the battery will not be charged. After Sleep mode, the charger will wake up and begin a new charging cycle. The charger will also resume charging if the battery voltage drops below 12.6V during Sleep mode.

The chargers also adjust the charging voltage to the correct level according to the ambient temperature, and have built-in protection against incorrect polarity, shorts, or other safety issues.

For more information, see redarcelectronics. co.nz/battery-chargers/smart-chargers.

lended on-site in Auckland, Morey’s Chain Lube and Morey’s Air Tool Oil are designed to keep these tools and similar equipment in peak condition. Morey Oil South Pacific Ltd also supplies certified food-grade lubricants, along with a comprehensive range of lubricating grease for light to heavy duty industrial use.

Morey Oil South Pacific Ltd is a privately owned family company, established in 1982.

It is headquartered in Auckland and has Australian representation in Brisbane, Australia.

The company operates under quality-control procedures with international accreditation of ISO 9001 and ISO 14001 since 1996.

The name Morey’s is a byword for performance and quality. Morey Oil is one of the original oil additive companies and specializes in high-quality lubricants. Products include Morey’s Heavy Duty Oil Stabilizer, Upper Cylinder Lubricant & Injector Cleaner for petrol engines, and Diesel Smoke Killer & Injector Cleaner for diesel engines.

Visit moreyoil.co.nz for more information.

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Products

The latest automotive products

Charge N’ Maintain

Hy-Per Cool Cleaner & Super Flush Rislone’s Radiator Cleaner & Super Flush Hy-per Cool is designed to remove deposits that build up over time, causing overheating.

It’s heavy-duty formulation attacks solder bloom, oily residue, rust, and scale. Unlike some other brands, it also contains waterpump lubricant and corrosion inhibitors.

It neutralizes acids that cause corrosion and helps prevent formation of future scale deposits. The product can achieve a complete cleaning in 30 minutes or less prior to filling with fresh coolant. Part number 41240 is a 473ml bottle, available individually or in cases of four. For more stockist or product information, freephone 0800 227 422 or visit ww.smitsgroup.co.nz.

Treat your upper cylinders Morey’s Upper Cylinder Lubricant & Injector Cleaner (UCL) is a combustion-chamber cleaner that also protects against valve-seat wear, for use in unleaded and low-leaded petrol. Add 30ml per 20 litres of petrol to the fuel tank before or after filling. It is safe for use with catalytic converters.

It cleans carburettors and injectors, reduces spark-plug-fouling deposits and toxic exhaust emissions, reduces valve-seat wear, and improves fuel economy. It’s available in one-litre and five-litre bottles, a 20-litre pail, and 60-litre and 208litre drums.

Visit moreyoil.co.nz for more information.

For stockists, call 09 813 9200 or email info@moreyoil.co.nz.

Two-post hoist for snug spaces The Automaster AM-6246R can be installed on a concrete thickness of only 100mm and in confined spaces. This lift can be installed in narrow or wide configuration and with the motor high up on the front of the column, it is completely out of the way and can be installed very close to walls. It features three-stage telescoping front arms, two-stage rear arms, double screw-up feet with 80mm 4x4 height extensions, protective rubber pads and column guards, remote control, and tool trays.

Automaster Equipment is 100 per cent New Zealand owned and operated. For more information, see automaster.co.nz, call 0800 214 604, or email info@automaster.co.nz.

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Auto Channel Issue #26 July 2020

If your shed is filled with toys, then the often-painful battery maintenance is admin you’ll be familiar with. Making it easy and, more important, safe is Projecta’s range of Charge N’ Maintain smart chargers. No-fuss operation means you can hook it up and the charger will do the rest as it communicates with the battery to balance its load while optimizing its charging methods to ensure that charging is stopped when the battery reaches full capacity. Available in a range of sizes to suit different battery sizes. See the full range at leading automotive and hardware stores throughout New Zealand.

Full-feature balancer The Sice S65EC reduces the possibility of error to an absolute minimum with automatic data entry, automatic balancing programme selection for all wheel types, automatic wheel braking and positioning, and pneumatic wheel locking. It features a widescreen monitor, LED work light, and laser line for precise weight placement and a weight-reduction programme with optional fast balancing or full cycle modes. Naturally, it includes a hidden weight programme.

Priced at $7499 plus GST, including delivery and optional automatic wheel width sonar worth $799. Contact centurydistributors.co.nz for more information.

All batteries managed better Redarc’s new Manager30 (product code: BMS1230S3) improves the installation process, broadens the mounting options, and ramps up software functionality of this batterymanagement system for vehicles and boats, with multiple batteries and charging options.

The company has expanded its offering, providing connectivity to the RedVision display and smartphone app (product code: BMS1230S3-R).

Both versions operate like six products in one: • powering an auxiliary battery from your vehicle while on the move • a 240V charger • a solar regulator • a dual-battery isolator • a load disconnect controller • a remote battery monitor.

For more information, visit redarcelectronics.co.nz/manager.

Bremtec Ceramic+ for Euros Bremtec Euro-Line Premium Ceramic+ Brake Pads are manufactured using the highest-grade raw materials combined with a European ceramic formulation to deliver the braking performance and safety you expect from an OE European manufacturer.

Euro-Line is designed and manufactured to ensure smooth, reliable, and quiet braking for prestige European vehicles. For more information on the CoolDrive range, see cooldrive.co.nz.

A place for everything Whites Wholesale has your warrant and registration label needs covered. Whites WOF and registration (vehicle licence) label covers for trailers motorcycles and other recreational vehicles keep vital bits of paperwork safe. They are made to the correct size, are easily mounted, and are available in packs of 25. Contact Hayden Mills on 027 455 0034 or email hayden@whitespowersports.com. Trade and distributor enquiries welcome.

Get better brakes from Bendix Fully automatic HD tyre changer Corghi is an inventor and brand leader in tyre changers. The Corghi HD1400 Evo’s turntable is powered by a hydraulic motor that provides maximum torque at any of the three speeds. It even features an ultra-slow setting for tyre-grooving operations. Automaster Equipment is 100 per cent New Zealand owned and operated. For more information, see automaster.co.nz, call 0800 214 604, or email info@automaster.co.nz.

The Bendix Ultimate 4WD Brake Upgrade Kit with advanced brake pads and rotors, braided lines, and a host of ancillary items is the ultimate brake upgrade for late-model 4WD vehicles such as Ranger and Hilux.

The kit comprises two Ultimate brake rotors specced for New Zealand conditions, a set of Ultimate 4WD ceramic brake pads, a vehicle set of Ultimate brake hoses, a litre of heavy-duty brake fluid, a can of Bendix Cleanup, Ceramasil brake-parts lubricant, a touring case, and an installation guide. Exclusive to BNT — see bntnz.co.nz.

Supplier directory

PA R Be TS

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YOUR GUIDE TO NEW ZEALAND'S LEADING AUTOMOTIVE TRADE SUPPLIERS

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0800 472 787 0800 200 100 0800 445 889 0800 333 125 aecs.net 06 874 9077 bntnz.co.nz 09 414 3200 hcb.co.nz or 0800 422 228

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precisionequipment.co.nz 0800 246 478

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jasoceania.co.nz or 0800 527 335

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dieseldistributors.co.nz or 09 265 0622 09 836 6673

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autolign.co.nz or 09 574 2288 tatp.co.nz or 0800 268 266

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smitsgroup.co.nz or 0800 227 422

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griffithsequipment.co.nz or 09 525 4575

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parts@1stautoparts.co.nz or 09 638 6439 mountshop.co.nz or 0508 866 686

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bmw.co.nz or 0508 269 727 cyb.co.nz or 09 978 6666

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0800 465 855 0800 549 429

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automaster.co.nz or 0800 214 604 centurydistributors.co.nz

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smitsgroup.co.nz or 0800 227 422

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patchrubber.co.nz or 0508 837 248 dtm.co.nz or 0800 621 233 penriteoil.co.nz or 0800 533 698 nzmotoroils.com or 0800 942 645

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0800 383 566 06 306 8446 or blackfern.coop redarcelectronics.co.nz 0800 757 333 or fenixautoparts.co.nz

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crc.co.nz or 09 272 2700 rjbatt.co.nz or 09 636 5980

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treadwayequipped.co.nz 0800 436 436 sales@advancefc.co.nz 0800 538 058

The Auto Channel supplier directory is your easy reference for sourcing a range of automotive products and services.

This directory is a paid service for businesses who supply to the New Zealand automotive trade.

To secure your inclusion, contact Mark Everleigh on 09 222 1729 or mark.everleigh@parkside.co.nz.

36

Auto Channel Issue #26 July 2020

Supplying to the Trade

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JULY SPECIALS

LY ON $49

EMCO is a one stop shop, specialising in advice, installation of pipework and equipment as well as servicing of fluid management systems.

We distribute and sell a great range of lubrication equipment from leading brands including RAASM, GRACO, ReCoila and Macnaught.

Contact EMCO on 07 8505240, email sales@emco.co.nz or visit our website www.emco.co.nz

W!

This is the ultimate garage clip kit.

Covers all the commonly used clip sizes for the most popular car brands.

Ideal for a workshop or serious car enthusiast.

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EMCO is an Industry Leader in the distribution of lubricant and fluid equipment including: • Hose Reels • Pumps • Mobile dispensing equipment

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GARAGE CLIP KIT

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CLIP TOOL KIT 20 Piece Clip and Trim Removal Kit. Perfect for installing and removing auto clips, door and window trim, moldings, panels etc.

Everything you need to remove any interior part from a stereo to a door card.

LY ON 00 . $39

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37

Napa — a closer look GPC ASIA PACIFIC HAS OFFICIALLY LAUNCHED THE NAPA AUTO PARTS TRADE SPECIALIST BUSINESS IN NEW ZEALAND. AUTO CHANNEL TAKES A CLOSER LOOK AT WHAT GPC HOPES TO ACHIEVE WITH THIS NEW ENTRANT apa’s arrival in New Zealand — its first store opened in New Plymouth in June — indicates the growing maturity and complexity of the automotive aftermarket here. According to GPC Asia Pacific’s GM of Napa Auto Parts, Tony Walker, Napa aims to provide a new way to supply the automotive trade, Trade supply has traditionally been serviced by a range of smaller, more specialist businesses, including GPC’s own Ashdown Ingram, Autostop, and Appco.

Tony says the aftermarket is a competitive space.

Businesses in this sector are always striving to improve their service offering or efficiency. GPC saw an opportunity to leverage its developing strength in logistics and supply across its many businesses, which ultimately culminated in a completely new approach.

“It took us to a new type of trade supply — larger trade outlets where specialist and general trade inventory was all available at one site,” Tony says.

“It would offer more range in each location than any current provider was supplying, and for the customer it would create a destination offering a level of local inventory availability that would significantly improve their ability to operate.”

The established trade businesses going into the amalgamation each have a strong identity that has grown from a typically Kiwi family business environment.

“To preserve the best of these from each business we wanted a new mark that these local identities could get behind to take them to the next level,” Tony says.

GPC needed a new umbrella brand and market presence for this new type of store. It would be a short search. The Napa brand, which GPC operates in other markets, was a ready-made solution.

The name ‘NAPA’ stands for National Automotive Parts Association and this US-founded brand was an excellent fit for what the amalgamation was trying to achieve.

“Napa, with its 95-year trading history and long history of motorsport involvement was a natural

N

38

Auto Channel Issue #26 July 2020

choice, so the New Zealand team asked if we could bring the brand here,” Tony explained.

He says the local heritage of the five businesses involved and the strength of their teams and knowledge is crucial to giving the new Napa Auto Parts business the right foundation in their communities.

“As the Napa Auto Parts teams are formed and strengthened, our existing staff will be at the heart of Napa Auto Parts.”

Tapping into Napa’s offshore network also gives the New Zealand market access to more cuttingedge products, global buying power, and agencies for the best international brands and manufacturers.

In practical terms, it provides access to an international catalogue and fitment data.

“With a global view of the car parc the inventory catalogue at Napa Auto Parts will be market leading.

That means right parts options first time for our customers, enabling increased productivity and speed for servicing the end consumer,” Tony says.

That scale and an international network will also translate into other benefits for customers of Napa New Zealand — and this is already playing out. As an example, Tony says Napa Auto Parts has been able to source stock throughout the Covid-19 pandemic, when other supply chains are being heavily disrupted.

“The core reason we have established Napa Auto Parts is to support our trade customers so they can be even more successful in a complex environment.

Our success is to see them grow with the best our global connections can bring to them,” says Tony.

He adds that it also opens up the opportunity for trade customers to take part in global events and conferences where the future direction of the industry is shaped. Napa New Zealand will have privileged access to international sporting and industry events, such as the Napa Expo in Las Vegas, which attracts 20,000 automotive industry professionals from around the world.

For more information on Napa, email info@napa.co.nz.

Auto Channel is the best way to reach the wider automotive industry. The publication is direct mailed to 11,306 New Zealand businesses in the following automotive sectors: Automotive workshops Parts importers and distributors Transmission specialists Automotive recyclers Towing operators Panel beaters and painters Crash repairers Tyre dealers Suspension and underbody repairers Steering specialists Towing operators Auto-electrical repairers New- and used-car dealers Air conditioning repairers Heavy machinery dealers Trucking and transport

Auto Channel Issue No. 27 distributed 4 August

Editorial: editor@autochannel.co.nz Advertising: Mike White michael.white@parkside.co.nz All other enquiries to: autochannel.co.nz Auto Channel is produced by Parkside Media, publishers of NZ’s three biggest-selling automotive magazines NZ Performance Car, New Zealand Classic Car, and NZV8.

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