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AUGUST 2013 $7.70 inc gst



Calais V hits sweet spot

Insurance companies continue squeeze on body repairers Auto skills council to ready Ford workforce

Christian Ebel Dassault Systemes In the Big Chair

Automotive Intelligence Our manufacturing future




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Body repairers sick of insurance company bullying tactics

Official publication of the Victorian and Tasmanian Automobile Chambers of Commerce Level 7, 464 St Kilda Road, Melbourne 3004 P: 03 9829 1111 F: 03 9867 3159 ABN 63 009 478 209 President: J Buskes Senior Vice-President: P Savige Junior Vice-President: TL Sanchez Immediate Past President: T La Rosa Board Members: M Awramenko, F Bortolotto, C Hummer, T Sitch Executive Director: DA Purchase OAM

Recent wage increases bad for small business

VACC Automotive Design Awards unearths local talent

Freight Week: the perfect time to investigate industry issues


ANCAP, MP, call for safer vehicles on Australia’s roads

18 BASH TACTICS VACC adheres to its obligations under National Privacy Principles legislation. Information on products and services contained in the editorial and advertising pages of this magazine does not imply the endorsement of any product or service by VACC. Australian Automotive is copyright and no part may be reproduced without the written permission of VACC. Advertisers and advertising agencies lodging material for publication in Australian Automotive indemnify the VACC, its directors, Board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. Advertising accepted for publication in Australian Automotive is subject to the conditions set out in the Australian Automotive rate card, available from

‘Variety Bashers’ raise funds for kids with smiles on their dials


Young apprentice’s message: Get onboard, sisters!


Australia’s future: designing and engineering for world markets

Getting to grips with these indispensable workshop staples

All the latest on the best equipment for your business

Honda Civic SRS, Nissan Patrol oil lights, Dr Rick


Holden VF Calais V, Audi A3 Sportback, Kia Sportage, Mercedes-Benz E 250 CDI, Infiniti G37 Convertible, KTM 390 Duke



Goods and services at your fingertips


Auto Skills Australia’s vital work with laid-off Ford employees

Crossword, quiz, wordfind, Taillight Teaser, Horace Kope, The Sommelier, Nigel’s Nuts...



Christian Ebel, Director PLM, Dassault Systemes


Mick gets innovative ... and no, not with a lead pencil

44 AUGUST 2013


Ian Porter Ian Porter, a freelance writer with immense automotive and business writing experience, this issue, reports on Australia’s skills council, Auto Skills Australia, and the work they will be conducting with Ford employees who will be transitioning from automotive manufacturing to other work: hopefully utilising their skills in other parts of this country’s vast automotive industry (see page 24).

Paul Tuzson

Intelligent way ahead WE HERE, AT Australian Automotive, can’t think of a single person that was glad to hear Ford’s announcement that it will cease car production in October 2016; that includes the folks at fierce rivals, Toyota and Holden. As time went on, the announcement was increasingly likely; the drip feed of bad news stories felt like a Band-Aid being slowly peeled off a still-infected wound. But, when it came, it was still a sad day for the automotive industry, and for Australia. But, while it might seem difficult to find a silver lining, there are a few. This issue, we report on two: Auto Skills Australia’s (ASA) efforts to help future-affected Ford employees get work-ready; and the positive expectations our current car manufactures have for their design and engineering teams going forward. Australia’s auto skills council, ASA, is already working hard to assist Ford’s talented workers get back into the workforce; the automotive workforce that is. It’s important work, because Australia’s auto industry is 19,000 workers down each year, and it’s getting harder to find replacements. Go to page 24 to see what Geoff Gwilym and his team are doing to assist. Secondly, we spoke with the head designers from Ford, Toyota and Holden



about their important work for the world market (page 30). Along with engineering, the design talent at each of the manufacturers has already made inroads into the global scene, with vehicles, manufactured in other parts of the world, and some that we will never see here, showing the world what we can achieve in Australia. Joel Piaskowski, an American now working at Ford Australia, says it all: “We have a great creative team here. Every time we go to a global operating committee meeting, where all of the design directors come together in one of the studios, the work coming out of the Broadmeadows studio is right there at the top, highly lauded, recognised and is implemented in global product.” Now, that’s a silver lining.

Paul Tuzson writes for several leading car magazines, including Street Machine. This issue, Tuzson reports on workshop staples: hoists and scan tools. He visits various workshops and speaks with the big players in their respective spaces to get the big picture on these items; very different in their own rights, but designed for the same thing: making your business more money. See from page 38.

Rod Chapman Rod Chapman has previously served as news editor of Australian Motorcycle News and was editor of British monthly, Motorcycle Sport & Leisure. He currently works for a number of Australia’s best motorcycling titles, including Motorcycle Trader, as a freelance journalist. In this issue, he gets to grips with the new KTM 390 Duke (page 64).

Ged Bulmer Ged Bulmer is one of Australia’s most experienced and respected motoring journalists. He has edited some of the country’s leading motoring titles, including Wheels, Motor, 4Wheeler and Overlander magazines. Most recently, he was managing editor of News Limited’s national automotive supplement, Carsguide. This issue, on page 58, he delivers his verdict on Holden’s new VF Calais V.

Australian Automotive Managing Editor: David Dowsey 03 9829 1247 Design & Layout: Gavin van Langenberg, Faith Perrett Database & Distribution: Mary Gouvas Contributors: Rick Besserdin, Murray Collins, Nick Dalziel, Horace Kope, Danielle Marron, Dr Rick, Damien Slavin, The Sommelier

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Crash repairers continue to be squeezed RECENTLY, THE TELEVISION program, Today Tonight, aired a report on the activities of insurance companies, including reducing repairer quotes, and how these activities had translated into substandard motor vehicle repairs. “Crash repairers have long complained about insurers unreasonably reducing their quotes, making it difficult for them to repair vehicles to manufacturers’ standards,” said VACC Executive Director, David Purchase. “In some cases, these standards can only be met by the repairer making little if anything out of the repair. “Insurers’ quest to reduce their costs by controlling and reducing repair quotes continues to make life difficult for crash repairers.

“It is simply not fair for crash repairers to have to shoulder the burden of the insurers’ inability to manage their costs in the area of vehicle insurance”, added Purchase. “Requiring repairers to source their parts from particular suppliers or to use non-genuine parts, are further examples of inappropriate, if not illegal, demands by some insurers. The move by some large insurers to establish their own vehicle repair shops and force their insured motorists to use such facilities is further evidence of insurers wanting to control the vehicle crash repair industry from cradle to grave. Is this not akin to having Dracula in charge of the blood bank?” ‘Big versus small’ domination has to stop and governments

must intervene in markets to ensure a fair commercial environment, Purchase added. “All too often small businesses are applauded as the engine room of the economy, the providers of employment opportunities and yet they are hung out to dry by governments unable or unwilling to take on the larger companies. “All crash repairers want is a fair and transparent commercial environment, a balanced relationship with insurers and the right to do what they do best, namely, repair motor vehicles to manufacturers’ standards for a reasonable price.

David Purchase “They are not in business to be taken advantage of by large insurer conglomerates”, concluded Purchase.


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Wage rises will hurt small business WORDS Murray Collins THE FAIR WORK Commission minimum rate of pay increase is another blow to small business. The Minimum Wage Panel of the Fair Work Commission recently announced its 2013 Annual Award Wage Review increase of 2.6 per cent, resulting in a weekly wage increase of between $15.80 and $24 per week. VACC and the Australian Chamber of Commerce and Industry (ACCI) had called for moderate weekly wage increases of between $5.80 and $10 per week. VACC submitted, to the Fair Work Commission, a recommended wage increase of no more than $10 per week. In early June, however, the Fair Work Commission announced a 2.6



per cent increase, effectively increasing minimum award wages from between $15.80 to $24 per week. The changes commenced back on 1 July. “An increase of 2.6 per cent is possibly not unreasonable, given the extravagant claims by the Unions. However, this will still hurt small business. Small business owners have now got to find extra money to pay their employees, cope with higher energy prices, as well as contribute more to superannuation,” VACC Executive Director, David Purchase, said. “Small business owners are operating in tough conditions and are already tackling rising energy costs, consumers holding off from servicing

or repairing their vehicles, increased competition and ever reducing profit margins. “Increased wages is yet another impost on them, increasing the annual payroll of Australian small businesses by approximately $1.7 billion per annum. “Small business owners are not opposed to rewarding staff and ensuring employees are well paid. The issue for small business owners is that there is no offset for the cost of the wage rise. “The wage increase coincides with the superannuation levy rise, transitionally adjusted wage rises for our members that are adjusting to the new ‘modern awards’, and

David Purchase significant business costs, such as energy rises. Small business has little time to adjust and, in the majority of cases, simply increasing their prices will not cut it with customers. “There are two million small businesses employing nearly five million people in Australia and ninety-five per cent of all businesses in the country are small businesses. Small business requires assistance and support and, while the wage increase could have been worse, it could also have been better,” Purchase said.

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Design Awards

unearths new talent WORDS Murray Collins IMAGES Danielle Marron THE VACC AUTOMOTIVE Design Awards has, again, shown that the Australian automotive design industry is in good hands. More than 250 guests attended the prestigious presentation ceremony at Deakin Edge, Federation Square, Melbourne on 20 June, hosted by 3AW’s, David Mann. VACC President, John Buskes, officially welcomed the guests and Minister for Manufacturing, Major Projects and Ports, the Hon. David Hodgett, presented the Awards to the winners of the secondary and tertiary essay, model, and design categories. The three local carmakers, Ford, Holden and Toyota each provided display vehicles and, under the watchful eye of Chairman of the Judging Panel, Paul Beranger, provided judges for the Panel. The event was the first time the heads of design for Ford, Holden and Toyota: Joel Piaskowski, Richard Ferlazzo and Nicolas Hogios had

been seen in public, shoulder to shoulder, on the same stage. Along with Ford’s Brand Communications Manager, Neil McDonald, the five-man Panel scrutinised a record number of entries from a record number of entrants. The winners of the essay categories won $500 and the winners of the model and design categories each won $3,000, with the same amount of money being awarded to the winner’s school and university. The 2013 VACC Automotive Design Awards will also be remembered for its ‘moneycan’t-buy’ Awards. Ford Australia selected two secondary students to visit the Ford Design Centre for two week’s work experience. And, in another ‘bonus’ prize, all the shortlisted secondary students were invited by both Monash University and RMIT for a master class in their industrial design departments. Additional presentations were not exclusive to the secondary students. Tertiary entrants were invited to apply for an overseas experience of a lifetime. Sponsored by the Victorian Government, tertiary students could apply for a scholarship, enabling them to travel anywhere in the world, and for a period of time of their choice.

The scholarship will be managed by the Australian Overseas Foundation (AOF) and sponsored by the Victorian Government.

“The Awards are intended to encourage young people to consider automotive design as a career. But, they are more than that. They are VACC’s attempt to generally focus on automotive design as a high value-add, that could fill the void if, heaven forbid, we lose automotive manufacturing in this country,” VACC Executive Director, David Purchase, said. “So far, we have enjoyed wonderful support from the Victorian Government, from the local manufacturers, and others, but we would like further participation and support. For example, how good would it have been to send all the scholarship applicants overseas and see them come back with fantastic life and work experiences?” Purchase said. “The level of talent on display was highly impressive. The quality and quantity of automotive designs is testament to Victoria’s reputation as Australia’s hub for automotive and advanced manufacturing,” Minister Hodgett said. “The VACC Automotive Design Awards is a fantastic opportunity for Victorian students to display their work and have it viewed by prominent members of the Australian automotive industry.”

Clockwise from top: Hamzah Brown and Aman Bhatti were both awarded work experience at Ford Australia’s Design Centre of Excellence; Hamzah Brown’s aerodynamically efficient supercar won Secondary Model category; Tertiary Model award was won by Monash’s Anthony Farnell with L1-FE; AOF Scholarship winner, Kouhei Kawakami, with, left, AOF’s Tom Thorpe, and the Hon David Hodgett



2013 VACC Automotive Design Awards winners Secondary Design Todd Linnett Mildura Senior College Secondary Model Hamzah Brown Trinity College, Kew Secondary Essay Eddie Gaudernack Simonds Catholic College Tertiary Design Daniel DeBono RMIT

Tertiary Model Anthony Farnell Monash Tertiary Essay Daniel Debono RMIT Overseas Scholarship Kouhei Kawakami Monash Ford Work Experience Hamzah Brown Trinity College, Kew Aman Bhatti Lavalla Catholic College



Freight Week 2013 VACC, TOGETHER WITH the Victorian Transport Association (VTA), will host Freight Week 2013 from 2-6 September. VACC members are invited to attend the event at the Melbourne Park Function Centre (home of the Australian Open tennis). “Now and again, I get asked why VACC is involved in a conference about freight. However, Freight Week is not solely about cargo and freight. It is also about transport, roads, driver and vehicle safety, technology, skills and training, congestion issues, red tape and much more. These issues affect VACC members and therefore, we consider Freight Week to be an ideal platform for discussion and debate,” VACC Executive Director, David Purchase, said. “VACC enjoys good relationships with VTA and looks forward to working with VTA Chief Executive Officer, Neil Chambers, and his staff, on another successful Freight Week,” Purchase said.

VACC will be involved in various Freight Week activities and two conference programs in particular. With other road and traffic management groups, VACC has been addressing vehicle reliability and road congestion. The group has outlined a number of possible solutions to cutting congestion, including the introduction of a congestion index, a means of measuring congestion in financial terms. In Victoria, 80 per cent of the traffic uses just three per cent of the roads. So, it’s little wonder that one major hold-up can result in widespread gridlock, affecting thousands of businesses and people. An early estimate of the cost of congestion equals $30 per vehicle per hour of the delay. However, when you factor in costs for emergency services, hospital and post incident investigations, towing, infrastructure repairs, missed deadlines and appointments, time taken

to rearrange and reschedule deliveries and services, plus many other knock-on effects, the cost to the community becomes almost incalculable. The second major VACC activity will focus on vehicle safety. VACC will use Freight Week as a platform to, again, promote vehicle safety and highlight how regular vehicle servicing, by a professional, is critical to cutting the road toll and improving the condition of the nation’s fleet.

million light commercial vehicles on our roads. The Commercial Vehicle Safety Checklist has been designed for the owner-driver sector and is a pre-drive, visual inspection of the vehicle’s basic features such as tyres, mirrors, lights, seat position, fuel load and load restraints,” Russell said. For details about the Commercial Vehicle Safety Checklist, contact VACC on 03 9829 1111. See freightweek.

In addition, VACC and VTA have worked on a vehicle safety check for light commercial vehicles CommerCial Ve (1.5-4.5 tonnes). The hiCle SafetY Commercial Vehicle Safety Checklist was introduced 1. Fuel load by VACC Senior Manager, sufficient to reach desti 6. Windows nation? are clear and mirro 2. Tyres rs are adjusted? Government and Public correct inflation, dama 7. Instruments ge and wear? and warning lights Affairs, David Russell, at 3. Brakes are working? by visual inspection : no fluids or 8. Seat belts air leaks and pedal Safety Drive Day, Sandown is firm? check for frays/cuts and operation 4. Lights Race Track in March 2013. and indicators are oper 9. Load restraints ational?


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Ban unsafe imports to reduce road toll: MP WORDS Nick Dalziel UNSAFE VEHICLES SHOULD be banned from sale in Australia in an effort to further reduce the nation’s road toll, according to a Coalition MP. Shadow Parliamentary Secretary for Roads and Regional Transport, the Hon Darren Chester, focused on safer cars as part of a renewed effort to reduce the road toll in a speech to Federal Parliament in June. “The total annual cost of road trauma in economic terms is $27 billion, with 25 people dying and 600 people being seriously injured each week in Australia,” Chester said in his speech. Australian New Car Assessment Program (ANCAP) CEO, Nicholas Clarke, endorsed Chester’s views. “Road trauma affects all of us and is an enormous burden

on our community,” Clarke told Australian Automotive. “Reducing this burden should be a first order priority for governments, business and private consumers. A move to a more holistic approach to road safety would be welcome.” Chester expressed the view of banning imported vehicles which do not achieve a minimum, “preferably, fourstar” ANCAP safety rating. Citing the Federal Government’s policy of only purchasing five-star vehicles, adopted in 2011, Chester questioned why the general population should drive a vehicle that is forbidden for public servants. “We should be telling the international vehicle manufacturing market that we will not tolerate the importation of such vehicles in the future,” he said.

Darren Chester All Australian-manufactured vehicles come with a five-star rating, and Chester questioned why unsafe imports should compete with locally made vehicles, particularly in times of difficulty for the industry. However, Chester also called on carmakers to hasten the inclusion of safety technologies in Australian vehicles,

Nicholas Clarke particularly when this technology is available overseas. ANCAP also supported this proposal. “We already have some cars on sale today that are not equipped with the same level of safety assist technology as that included in the same car in other markets,” ANCAP’s Clarke said. Australia’s road toll in 2012 was 1,300, compared to 2,900 deaths in 1982.

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Go Further

Use your head not your fogs! IT MAY BE obvious to some, but many do not realise the danger the use of high-beam and fog lights at inappropriate times can cause. Headlight dipping is not merely a courtesy; it is required under the Victorian Road Rules and enforceable by a fine. However, it is not uncommon for drivers, especially professional drivers who work on the road day and night, to witness such illegal behaviour on an all-too regular basis. Almost all drivers would know the blinding experience of high-beamed headlights burning into the eyes, something that is not only unpleasant for a short period, but is highly dangerous for the person and other road users. The fact that so many drivers do not obey this rule suggests that they are ignorant of it, but that is no excuse to a police officer, so we have taken an opportunity to re-state it: Road Safety Road Rules 2009 (SR NO 94 OF 2009) Victoria – REG 218 Using headlights on high beam. 1. The driver of a vehicle must not use the vehicle’s headlights on high beam, or allow the vehicle’s headlights to be used on highbeam, if the driver is driving – a) Less than 200 metres behind a vehicle travelling in the same direction as the driver; or b) Less than 200 metres from an oncoming vehicle. Penalty: Five penalty units.



Note High beam and oncoming vehicle are defined in the dictionary. 2. However, if the driver is overtaking a vehicle, the driver may briefly switch the headlights from low-beam to high-beam immediately before the driver begins to overtake the vehicle. Note Low beam and overtake are defined in the dictionary. Examples with illustrations are given.

applies to driving lights and other ancillary lights, sometimes fitted aftermarket, which are becoming more commonplace on our roads. Road Safety Road Rules 2009 (SR NO 94 OF 2009) – REG 219 Lights not to be used to dazzle other road users. r. 219 A driver must not use, or allow to be used, any light fitted to or in the driver’s vehicle to dazzle, or in a way that is likely to dazzle, another road user. Penalty: Three penalty units.

Example 1


Using headlights on low-beam when travelling less than 200 metres behind another vehicle travelling in the same direction.

1. Driver’s vehicle is defined in the dictionary, and ‘road user’ is defined in rule 14.

Example 2 Using headlights on low-beam when travelling within 200 metres of an oncoming vehicle The next regulation makes it clear that no light should dazzle, it

2. ‘Driver’ includes a person in control of a vehicle – see

the definition of ‘drive’ in the dictionary. Fog lights also come under the legislation, with the road rules noting that they should not be used unless weather conditions are actually foggy,

or visibility has been reduced. Using fog lights outside of these conditions is prohibited. Road Safety Road Rules 2009 (SR NO 94 OF 2009) – REG 217 Using fog lights. r. 217 1. The driver must not operate any front or rear fog light fitted to the vehicle unless the driver is driving in fog or other hazardous weather conditions causing reduced visibility. Penalty: Three penalty units. 2. In this rule – ‘front fog light’ has the same meaning as in Schedule 8 to the Road Safety (Vehicles) Regulations 1999; ‘rear fog light’ has the same meaning as in Schedule 8 to the Road Safety (Vehicles) Regulations 1999. Sometimes the aim of a lowbeam headlight can cause similar problems for other road users as high-beam lights do. Headlight aiming is also a requirement of the Vehicle Roadworthiness inspection, so a vehicle with badly aimed headlights that dazzle may also be unroadworthy. The correct operation and aiming of headlights is a maintenance, safety and roadworthiness issue that VACC members can check quickly, alongside checking indicators, brake and reverse lights, and other safety features, whenever a vehicle is on the premises.

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Multi-state Bash coming to a town near you A TRAVELLING CARNIVAL of colourful characters in vintage cars is set to delight and surprise country towns far and wide. The NSW Variety Bash is more than just Australia’s biggest motoring event raising well over one million dollars each year for kids across NSW; it is 110 weird and wacky vehicles and the 380 colourful characters who participate that provide a unique and colourful spectacle akin to a circus caravan, for each of the 17 towns that they visit along the way. Given it is a criterion that the vehicles must be pre-1974, the colourful convoy is unique. This year’s Variety Bash will feature a spectacular convoy of vehicles that span 15 years from 1959 to 1974 in the form of cars, ambulances, buses and even fire trucks.

The oldest car in the fleet is a 1959 Ford Ranch Wagon; while a 1964 ‘Chico Roll’-themed Wolseley 2480 MKII is proving the most enduring, having survived the rough and tumble of 25 Bashes. There is even a 1974 Ford F100 ‘Bash’ ambulance and two Minis. Participants too, are equally varied and most travel in fancy dress ranging from cowboys, hippies, mermaids and indians to Smurfs, Shrek, the Flintstones, and Batman and Robin.  Expect also to see some famous faces, including Australian singing legend, John Williamson, and famed Bashers, including the oldest, 80-year old Beryl Driver who, this year, completes her fifteenth Bash dressed as a Mermaid, in her appropriately seathemed 1963 EH Holden (above). The Bash is not a race or a rally, but rather a drive in the Outback

with like-minded fund raisers, driving the miles for the smiles, enjoying travelling to parts of Australia that they may not otherwise see, at the same time as raising money to support kids in need. Since the first Bash, the event has raised in excess of $115 million. In keeping the tradition of starting and finishing the Bash in a location starting with B, this year’s event will depart from Bankstown on Thursday, 22 August and finish at Ballarat; delighting locals with pitstops at 17 regional and remote towns across New South Wales, South Australia, Queensland and Victoria throughout the 10-day and 4,425km adventure, including

Manildra, Nyngan, Innamincka, Peterborough, Mildura, and Horsham. In addition to the joy that the colourful convoy brings to each town, the Bashers deliver much needed resources, including sporting equipment, play equipment or special needs/medical equipment to local schools. The Bashers, who are each required to fundraise $8,500 to enter, fund these donations. Participants are encouraged to begin fundraising in advance of the Bash and get their family, friends and work colleagues involved.



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The dangers of not managing your reputation online WORDS David Fennell, Pitcher Partners ONCE UPON A time, businesses had the choice as to whether they entered the online space. But the unavoidable combination of increasing internet accessibility and the social media revolution means that many of those once silent businesses are being dragged into the online, some unknowingly. Most frighteningly, much of this is driven by disgruntled customers. Whilst customer testimonials have been used to great effect by business for a long time, the testimonials are no longer moderated by the business itself. Make no mistake, the motor industry is far from immune. Along with travel and telecommunications the internet seems to be the channel of choice for customers with an axe to grind against the motor industry. However, what many businesses don’t realise is, the pervasiveness of this often negative content is becoming stronger and harder to ignore by other consumers. The reason for this is two-fold. Firstly, without the technical jargon, understand that search engines (think Google) love ‘user generated content’. It’s seen as ‘real’ and ‘independent – therefore what a customer says about your business could be arguably more important than what you say about yourself, at least in



the eyes of the search providers. Thus, thanks to search engine results, people seeking out your brand or product are just as, if not more, likely to stumble across what other people have to say about you as well. The second reason is that we as consumers are seeking this information out more and more prior making purchasing decisions. You can argue what came first, social media or the desire to ask our peers what their opinions are and share our own. But regardless of the chicken or the egg debate, our thirst to make ‘social decisions’ about our purchasing behaviour is ever growing. Put simply, consumers are desperate to know what other people (who are similar to themself) think of your business. To better understand what impact customers are having on the motor industry or indeed even your business, do a little test for yourself. Do a google search for “car service” followed by your suburb. The results will show a bunch of google map listings, along with an indication of how many ‘google reviews’ exist for each business. These reviews are unavoidable, good or bad. Spend a few minutes clicking around and you’ll see how easy it is for a potential customer to make a decision about the experience they are likely to have based on what other customers have to say.

It’s fair to say that even the perfect business is susceptible to a customer who woke up on the wrong side of the bed. So if we accept this is having an impact on our reputation whether we like it or not, the logical question is how to deal with it. Each business will handle it differently, but here are four tips to get you started: Take a depth breathe before you do anything. Whether comments are good, bad, incorrect, nasty or nice, it is important to acknowledge and respond to people in the same environment where the comment was originally made. Partly, because it’s more likely to engage positively with the person in question and most importantly because your response can be linked strongly with that original comment. People who see the original comment will also see your response and thus your side can be heard. Respond the same way you would if you were standing face to face with that customer in your store, whilst other customers are watching. If someone is unhappy with you, simply acknowledging the frustration (not necessarily taking the blame) is a huge step in the right direction. Offering to try

to do things better in the future always goes down well. Equally if you get positive reviews, take the time to write back and thank the people for their kind words. Both these actions show your potential future customers that you care and that you are trying to offer the best service possible. If all else fails, take the conversation ‘offline’. The worst thing that can happen is you start a public fight with a customer. Immediately offering for a heated customer to “give me a call directly on 03 9000 XXXX and we will do our very best to work through your issue” is a great line to use. Even if the rant continues, you have a public declaration of your willingness to help the customer – other customers will notice this. In summary it is difficult for some of us to wrap our head around why the internet is important to our reputation, particularly if the product or service we provide isn’t connected with online. However, word of mouth was always, and remains, one of the most powerful marketing tools we can harness. The internet and more specifically social media, is simply digitalising that conversation. Ignore it at your peril.

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Females in the fast lane

WORDS David Dowsey SECOND-YEAR APPRENTICE, Fiona Lawrie, has a simple message: Automotive is a great career and more women should get involved. She has enjoyed the trade so much that she has started a group to encourage other women to follow her into the automotive industry. Lawrie wanted to be an interior designer, initially, and spent one year at university studying the subject. Later, she found a job in that area but it did not take long for her to realise that it was not for her. At a loose end she began working in hospitality until, one day, her enquiring mind led her down a very different path. “I was working in a bakery and the mechanics from a local workshop would come in regularly to buy



their lunch. One (mechanic) mentioned that his workshop was looking for apprentices and did I know anyone who might be interested in joining the trade. I think he got a shock when I walked into his workshop asking for a job,” said Lawrie. This was at Melbourne Prestige in the eastern suburb of Ringwood, where she worked for two years. But, when she later relocated, Fiona found herself in a similar position, trying to find work on ‘the other side of town’. Eventually, she found a workshop in Geelong, specialising in maintenance of Japanese cars. But, it was not always easy. “Acceptance has come, but it has taken a while for me to gain the trust of my employer and fellow workers. I think they sometimes doubt that women can do this work.”

Now happily established at Hondcare, Fiona has set about paving the way for other women to join her in the trade she loves. “I have started a networking group called Fanelle (Female Apprentices Networking Employers; Looking, Leading, Encouraging). I have also opened a Facebook page as a hub for other women to get involved.” Lawrie has others in her sites as well. “I want to approach careers teachers, particularly, because there is a lot of negativity there. Trades, like automotive, are not promoted to girls. I want to see more girls in the trade; they are out there, some are just too scared to start.” The Box Hill Institute student spends four days a week at her host employer, Hondcare

in Geelong, and one under the watchful eye of her teachers at TAFE. VACC Apprenticeships’ Alan Maggs, Lawrie’s mentor, says that the second-year apprentice has proved a fine student. “Fiona has made up her mind and is very determined to be a fine mechanic,” says Maggs. “She is learning a lot at her host employer, Hondcare, and is doing office management there at well, so she is getting a very good education. She is also doing extremely well at Box Hill TAFE.” Lawrie says that her experience of going into workshops was “scary at first” and that her workmates doubted her skills. “But, I wanted to be there,” said Lawrie. “I have the skills. Now, I want to break down the barriers for other women (wanting to enter the trade).”

Car companies say thank you BOX HILL INSTITUTE’S students and staff were rewarded, recently, with a ‘thank you’ for their efforts that have gone beyond the call of duty.

TAFE funding crisis, Institute staff painted, cleaned and reorganised the automotive workshops over the summer

break, freeing up the Institute’s funds for tools and equipment for trainee and apprentice education.

Cars on display included a Porsche 911 Carrera 4S Cabrio, BMW M6, Mercedes-Benz SL 65 AMG and Infiniti FX50S.

BMW, Porsche, Infiniti, Mercedes-Benz, Renault and HSV all provided high-end cars for an inspirational display. Students and staff also enjoyed chauffeured ‘joy rides’ from company representatives and journalists from The car companies rallied to the cause upon hearing that Box Hill Institute teachers had used holiday time and personal resources to improve facilities for students of the Institute’s automotive training facility. In an excellent demonstration of dedication, and in an era of

Sarah-Marie Adams, Box Hill Institute’s Pre-Apprentice of the Year, alongside a Porsche 911 Cabrio

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Auto skills council already working on Ford strategy WORDS Ian Porter THE PLIGHT OF the workers to be displaced when Ford ceases car manufacturing in 2016 may not be as bleak as it seems. Clearly, there won’t be directly comparable jobs available at other carmakers, but workers who can take a wider view of their skills and where their real value lies will have a better chance of landing employment elsewhere. Helping them realise their potential value to future employees will fall to organisations like Auto Skills Australia (ASA), which was formed and funded by the Federal Department of Employment, Education and Workplace Relations. Initially created with the aim of reviewing and maintaining training standards for the automotive sector, ASA is set to play a significant role in the retraining and outplacement that will be needed after October 2016 in Geelong and Broadmeadows. “Five million dollars will be made available through ASA to work with Ford,” said ASA Chief Executive, Geoff Gwilym.



“We will help with transitioning and seeking the best outcomes for workers in terms of moving into other employment, reskilling and retraining, providing support services and linking to other support services.” The $5 million granted to ASA is part of a package of measures that now totals $76 million in cash and kind that has been assembled in the wake of the Ford announcement to help the 1,160 workers who will be retrenched. Gwilym said that, while much effort will be put into retraining, he is keen that other important elements of the task are not overlooked. “I think there is a much bigger job to do in supplying support services and advice to workers,” he said. “I really mean things like advice about superannuation. What I do with this lump sum? Advice about where do I go for help and assistance, who do I speak to about a job. Where can I get some English language skills?” He said it is obvious that if someone has been at Ford for 20 or 30 years then they haven’t thought much about a career outside the

carmaker. They will need the most basic help, like how to draw up a CV (curriculum vitae). And there are intangible issues to think about. “I was working in the plant when the last Capri was made and I think people overlook the fact that there is a huge emotional attachment to the workplace, irrespective of what people say about Ford and big companies,” Gwilym said. “There is a lot of people whose friends are in there, whose networks are in there; their family members might be in there.” As far as finding a new job goes, Gwilym said the workers need to break away from the notion that they are ‘just’ a welder, or ‘just’ a production line worker. “The mistake people in the plant might make is to think their skills are narrow; too defined around a particular function. “But actually … their skills are much broader than they think. They forget about their hobbies and interests they have got that also skill them.

Geoff Gwilym “When you start to talk about that, they say ‘Yes, well I am running the motorcar club, and I have been doing the finances of that for the last 10 years, so I know a bit about how they work’. “When you start to unpack all that, there is actually a lot of gear in there.” Gwilym said retraining and reskilling will be important, but it’s not the whole answer. “Just applying training like a BandAid will not fix anything.” He said an assessment needs to be made of the employment opportunities and potential in the regions around the affected plants. “We don’t want to skill people for jobs that don’t exist.”

A technique known as skills mapping will play a large role in determining which training, and how much, will be required.

be working on the issue, will then be able to direct the individual to the right training course or system.

“If you look at units of competency and qualifications around a number of industries, it’s not that difficult to undertake skills mapping.

Gwilym said he was approaching the task in an upbeat mode. The Ford closure story was not going to be a miserable one as far as he was concerned.

“You start with an understanding of a person’s skills and knowledge base. You make some assessment about how that fits around units of competency in nearby industry … and then you look at where that would map.”

He has worked at both Ford plants and he knows there is plenty of potential inside.

An assessment might indicate an individual needs 10 per cent upskilling or 30 per cent upskilling. ASA, or any of the other organisations that will

“They’ve got huge capability. They made a choice about what they do in their lives, but that capability can be applied across a whole range of industries.”

“There is a huge amount of capability in those plants. When I was in there, there were teachers and engineers and people with double degrees on the line in there.



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Christian Ebel

Director, PLM Value Solutions ANZ, Dassault Systèmes As Director for the company’s Product Lifecycle Management (PLM) solutions in Australia and New Zealand, Christian Ebel is responsible for leading Dassault Systèmes’ sales, channel and ANZ business management. He has 15 years’ experience in delivering PLM solutions and services, previously working for more than five years at Concentric Asia Pacific in several roles, including Business Development Manager and General Manager for Services, and Sales Engineer. During this time, he developed, marketed, sold and managed PLM and engineering services, implemented new PLM solutions and diversified the company’s customer base within the aerospace, defence, industrial equipment, education, consumer goods and mining sectors. Previously, Ebel had worked for Dassault Systèmes in France, UK, US and Japan for seven years in a variety of roles, including alliance development, sales, operations, engineering and project management. Ebel has an MBA from the Macquarie Graduate School of Management and a Master of Mechanical Engineering from INSA Lyon.




enry Ford once said, “Any customer can purchase a car painted any colour that he wants so long as it is black.” In 1908, when Ford introduced the Model T, customers did not have much choice in the automobile they purchased. Times have changed. Impatient and informed, today’s consumers want more than choices in styles, colour and size. Beyond these basic features and options, they are looking for additional options in terms of basic propulsion systems. They want an entrée into the design of the vehicle before it reaches the showroom. Hard-pressed automotive manufacturers are racing to build vehicles that consumers desire, realising that to meet those demands they must accept consumers as partners in the design and development of the vehicle. At the same time, both competition and costs for materials, labour, production, equipment, and fuel have soared. Automotive suppliers have responded to these pressures by seeking new ways to strictly contain costs without sacrificing innovative, feature-rich products and platforms. With the demands for faster, higher quality vehicles and increased regulation, it has rapidly become apparent that the winning automotive suppliers will be those that leverage product innovations to rapidly develop new platforms and win new programs. With their future on the line, automotive suppliers are asking themselves tough questions: • How can we turn around proposals and programs faster than our competitors? • How can we reduce costs while continuously developing breakthrough products? • How can we further reduce our cost of goods sold? To address these critical issues, leading automotive suppliers are implementing Product Lifecycle Management (PLM), which enables companies to manage information about their products – from initial concept through to manufacturing and after-market service – within a single information environment. PLM ties together all product-related processes, data and non-product documentation. All elements of product data (ie requirements, designs, development scheduled, sourcing, etc) are incorporated into the processes undertaken by sales, purchasing, design, engineering and manufacturing teams – no matter where they work in a global value chain.

Finally, PLM tools also enable companies to win more contracts by integrating the sourcing and purchasing functions into the sales opportunity process. Leading PLM systems enable suppliers to turn around proposal responses within 24 hours, with greater accuracy. Through effective and familiar task management, users can: • establish clear direction and targets • track and report resources and performance • create an instant connection with responsible parties • leverage enterprise information • convey real-time status clearly • trace customer needs

Innovation in 3D Automotive companies today want to develop the smartest and safest vehicles possible so that their consumers can fully enjoy their driving experience. In recent years, 3D-enabled visualisation software has become a core PLM tool enabling the integration of mechanical, electronic, and software systems to simulate and validate the digital vehicle. These solutions help customers move from vehicle attribute to vehicle experience, leading to shortened time to market and increased product quality of complex embedded systems. Automotive global supplier, Visteon Corporation, is an example of a company which has applied 3D visualisation software to its recently unveiled e-Bee vehicle concept. The use of a social, cloud-based community environment helped Visteon quickly develop innovative new concepts for this demonstration vehicle in its product areas of climate, interior and electronics. Visteon achieved efficiency gains in the development process, while reducing early prototype costs. Visteon was also able to co-create with strategic customers and key supplier/partners on its e-Bee project. Visteon designers in multiple regions can now work as if they were all in the same room, speaking the same language of 3D. This enables them to visualise the design as it evolves, leading to more effective interactions and faster product development. Visteon’s e-Bee co-creation project involved people from around the globe, connecting joint venture partners and internal Visteon departments not typically involved in the innovation process. In most product development solutions, few personnel beyond engineers can share and view data in real-time. Ideas are now socially shared and informed decisions are made, keeping everyone in the loop without numerous change reports or electronic files.

WITH David Dowsey



social experience sets the ground for the creation of tomorrow’s industry winning experiences. However, visibility, clarity, integration and continuous improvement are vital factors that automotive companies must consider in planning for success. Thanks to 3D visualisation and the flexibility of digital content, all processes – from design through marketing to maintenance and recycling – can share, reuse and enhance product information in the pursuit of an optimum strategy. Collaborative online creation gets a boost from enhanced 3D applications that deliver an intuitive interface, enabling users to work in visual context and experience how products react to change. By eliminating language barriers, 3D changes occur with no misinterpretations – 24/7, regardless of location. Technologies which provide the most appropriate vehicle for achieving this goal, help companies innovate and become more agile, effective, competitive and sustainable. Dassault Systemes’ ‘immersive 3D environment’ allows designers and engineers to develop programs, like the CATIA ISD, left, and Tesla EV, below, quicker and cheaper than previously

The ‘experience and demonstrate’ capabilities of a socially shared 3D environment helped make it possible for Visteon to show its first design in seconds instead of weeks. Additionally, Visteon was able to solicit real-time project feedback from customers, joint venture partners, and suppliers.

How to Get Started Today, technology, demographics, and consumer lifestyles are influencing innovation and manufacturing at unheard of levels. Consumers want fuel efficient, safer, lower cost technology leading vehicles. Automotive manufacturers want to

Dassault Systèmes build innovative, profitable, regulatory compliant vehicles that consumers desire. Meeting the demands set by both sides is changing the nature of how engineering designs, develops and builds vehicles. Innovation in engineering always starts with an idea. The automotive ecosystem is replete with creative talents who need to share ideas, sometimes in unusual ways. Unleashing creativity is one of the key values we bring with 3D visualisation technology. At the same time,



Dassault Systèmes provides business with solutions that transform the way products are designed, produced, and supported. The group has over 150,000 customers of all sizes in numerous industries in more than 80 countries. Its vision is to provide solutions that allow creators, collaborators, and consumers to imagine, share, and experience in 3D. As a leader in 3D and PLM software solutions, the company’s applications and services enable businesses to digitally define and simulate products, as well as the processes and resources required to manufacture, maintain, and recycle those products. The company has more than 9,000 employees and its revenues in 2012 were €2.028.3 billion.

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Automotive Intelligence Manufacturing is becoming increasingly difficult for Australia to sustain. But, the good news is that the intelligent part of vehicle manufacture – design and engineering – is flourishing, locally. David Dowsey spoke to key players at Toyota, Ford and Holden to find out what future this industry has here long-term.



Joel Piaskowski

Your company designs and/ or engineers vehicles (or parts of vehicles) for other world markets: what types of projects have you worked on?

Describe your design headquarters.

Richard Ferlazzo

Nick Hogios

FORD has gone through this transformation since Alan Mulally joined as CEO. He’s put this ‘One Ford’ umbrella over the organisation and that’s really realigned the entire organisation from product development and design and engineering, all the way through marketing and sales, to take on a different global view. Within the design, product development and engineering aspect of it all, the operations that we conduct at Broadmeadows are twofold: local products, of course the Falcon and Territory, but also global products, whether it’s exclusive to the Asia-Pacific region or on a global scale. A great case to that is the T6 Ranger, which has been designed and engineered here in Broadmeadows, yet that vehicle goes to 120-plus countries around the globe. That’s a massive footprint of where that vehicle is sold, and it’s going gangbusters at the moment.

DESIGN and engineering at Holden has diversified from just Holden products. (Regarding) design, we have three main streams of business that we have been doing for a number of years. Historically, it would have been primarily Holden work. That’s shifted now to the smallest part of our business. We still take care of the Holden products, whether they’re locally manufactured or imported and modified for our use here. Secondly, we work with other areas of GM. There are a number of studios around the world. We work with China, Korea and Europe. Right now we’re working on projects for the Chinese market for our partners SGM (Shanghai General Motors). We also do a lot of work for the North American studios. We participate in any global program, whether it’s made here or not, sold here or not, it doesn’t matter. We have a very mature and talented design studio, and that energy is harnessed by the North American design department.

NUMBER one, we want to satisfy Toyota Motor Corporation Australia’s goals and objectives. We exist within Toyota Australia as an affiliate and we have very good relationships with other affiliates around the Asia-Pacific region. For example, we designed the current model Toyota Fortuner for Asia, that’s on the road now, which is an SUV based on the HiLux. That’s a really good indication that we can have a strong impact in the region. Beyond that we do a lot of sports grades and localisation, not only for Australia, but for different Asian countries, as well. Every market is different, and every market has its own unique requirements, but as cars become more global in that sense, they’re not always going to be 100 per cent right for every single market. So, we’re assisting Toyota globally to ensure the products hit the intended market in the best form possible, within a variety of different cultures and markets.

IT’S an all-inclusive design studio. We’re able to do everything from conceptual design to production design, and be able to engineer all of those designs, as well as make and fabricate models. We also work on a global scale. Within our global design organisation, we have a number of design studios around the world, and all of the directors meet (regularly) in different global regions. We all come together to discuss design and what the studios are working on. We have really good dialogue back and forth about what’s right for each individual product, no matter where it’s being designed. It’s a global cross-pollinisation of design and designers. The Broadmeadows team has a very creative and unique talent that they bring to our design operation. It has been very beneficial and will continue to be beneficial to our global design operation with the creative talent and output that comes from this studio.

WE have about 130 employees in the design department only and nearly 1,000 engineers. About 20 of those designers are interior and exterior designers and then there’s a number of disciplines that support that: colour and trim, clay modellers, studio engineering, fabrication, and digital design. We design every visual product on the car. Take our Commodore product, which is a locally grown car: we are responsible for the exterior appearance, the interior appearance, and the ergonomics; just about everything you touch. We also design components in the underhood; the harmony of components in the engine bay, and inside the trunk. (We design) just about everything, because every part of the car now is scrutinised for quality, so it needs design and engineering focus to make sure it’s a part of the cell.

WE are a little bit smaller than the other two (Ford and Holden). In fact, there is only about 30 people. That can grow and shrink depending on our workload at the time, but we have our core team of up to 30 people. That has your traditional design roles. It has Alias, clay modelling, studio engineering, fabrication – which is expanding – and the usual admin-type role. Importantly, this year, we have moved into a new operating arm which has consolidated all of the product functions of Toyota Australia into one building. That includes product planning, technical administration and homologations. All of the product functions have been united, so we feel like we have a home now.




Is there a longterm future for your company to continue employing designers and engineers, working out of Australia for the world market?

LIKE I said with the T6 Ranger: it’s a great example, in that it was designed, developed and engineered in Broadmeadows. That vehicle, and maybe there might be some other vehicles that come off that platform, would happen here at the Design Centre of Excellence for that product, as well as products that are being designed exclusively for the Asia-Pacific region. Stay tuned for that. As well as participating in global design competitions, the studio here is able to affect an influence on future product, and that has happened in a number of cases already.

ABSOLUTELY. Holden is one of the oldest transport brands; we have been doing this longer than most other countries. From the outset, Australia has been quick to adopt new technologies and industries. There’s a lot of great knowledge that has been imparted over generations. The current crop of (designers) is as talented as any previous generation here, and as talented as any others around the world. The only difference is the size of our market. So, whilst the manufacturing may come under scrutiny ... the skillsets of designing, developing, and engineering are a different story. That’s a skillset we can sell around the world, and we have the facilities and resources here to do that.

WE’RE a bit different, in the sense that TTCAU, the technical centre, is separate from us – but we do work together. Toyota has invested heavily in that and it obviously, therefore, has a longterm future, as do we in design. So, collaboratively, we are now trying to formulate long-term plans on where the future lies for us. The expertise of the Australian design, styling and engineering functions is very strong and, therefore, I believe 100 per cent, that we have a long-term future here, not only to satisfy the Australian requirements, but also the regional requirements.

Manufacturing is becoming increasingly difficult in this country for all sorts of reasons. Why do you think this opportunity exists for design and engineering to continue into the future?

PERSONALLY speaking, I think there has been a long history of talent and skillsets that has come up through the ranks in design and engineering (in Australia). The company still feels there is an ability to keep that going. It’s part of our global skillsets that we act globally and use the best resources to make the best product.

THE difference there is that manufacturing comes under a lot of different scrutiny, and there has been a lot of talk about how much government support there is around the world – level playing fields. It’s an entirely different matter that is a political and economic equation of whether we want an industry like that and if we’re prepared to do the same things other countries do. But, when it comes to design and engineering, that’s a different story. That comes down to skillsets, and the skillsets exist here, and have for a very long time. (Cars are) a difficult product to design and engineer, and we have that (skillset). That’s why we can be competitive: we have the heritage of doing that.

AUSTRALIA is a very mature market, (one) that’s evolved to have a high level of capability over a long time. We have a lot to offer, especially in the region. A lot of the emerging markets are manufacturing powerhouses but, in terms of design and engineering, Australia’s long history of that puts us in good stead to play a lead role in that future planning. A lot of Australians (are) successful overseas, disproportionate to our population compared to other places. We tend to have that ‘battler’ attitude, and we tend to have a very diverse set of skills that were not just pigeon-holed into one function. People in Australia tend to be able to do more with less effectively.


How can young aspiring Australians get into the design and engineering side of the industry?

What challenges exist for your company in keeping this industry here long-term?

THERE are a couple of really good universities (here). I’ve also met and worked with other Australians on a global basis in global studios, in Germany and in California. Talent can’t be put into a box; talent is global. No matter what corner of the globe talent is coming from, there’s always going to be a need for that type of talent. Within the universities that specialise in design and transportation/automotive, there’s a core skillset that’s trained from having the innate ability to pick up a pencil and draw something – get the proportions, get the balance, the accuracies of raw design talent, and then being able to develop that with modern technologies to further develop your thought-process and ideas. It’s a combination of raw talent, creative thought-process, and then being able to implement that.

HISTORICALLY, our (Holden) designers are industrial designers in this country. We don’t have specific transport courses, although some of the universities are now offering transport electives, which they didn’t in my day. That’s where (future designers) will primarily come from. We have a lot of overseas designers that come and join us as well, and in Europe, Asia and the US, they would probably focus on transport design. But, we’re more open to that here, where industrial designers can apply the same skillsets. (Automotive) is a very complex part of design, so most of the experience will come on the job. If you have the skillsets and the right creative thinking, most of it will be learnt on the job.

IN terms of product development functions, (that) is where our competitive advantage lies. For young people to get into the industry it’s very important that we have an education system that supports it. The role of the automobile is changing, very rapidly, in terms of our lives, and how we interact with each other. Even though that’s the case, we still need young people to come through and be abreast of all the latest trends and mindsets. The university system has a lot of good courses and strategies to get people into this industry. The manufacturers have to support that, and ensure that when they come out the other end, there is somewhere to go. We’re all furiously working to establish long-term business plans to allow the educational side to be translated into a real-world application: jobs.

I don’t think there are any challenges, because we have a great creative team here at Ford (Australia). Every time we go to a global operating committee meeting, where all of the design directors come together in one of the studios, the work coming out of the Broadmeadows studio is right there at the top, highly lauded, recognised, and is implemented into global product.

THE biggest challenge is that, ideally, design, engineering and manufacturing coexist in the same country. You can separate them; there are many countries that manufacture, but do not develop. That’s probably a different equation; more economic and political. It will become challenging to us if we were to lose the manufacturing, because it erodes a bit of that experience. It doesn’t necessarily preclude it; we can still engineer and design cars here, but it’s better if we manufacture because the whole structural cost of developing vehicles and having engineers and designers in the system makes more sense.

THE challenge is to remain relevant in the region. Even though our market is mature, surrounding our country, there are emerging markets that are hungry for more. Our studios need to be supporting Australia, but also need to be open to what’s happening around us and try to tap into some of that. It’s changing rapidly, and what we’ve predicted three or four years ago has not transpired. So, we have to be vigilant in understanding what role the Australian automotive industry plays within the globe. A lot of the cars we sell in Australia are made in countries within our own region. We can’t ignore that; we need to put the Australian voice in all elements of the product development process somehow.


33 Exciting career opportunities with Al-Futtaim Motors’ Toyota and Lexus team, Dubai

Dealer Principal, Sales Manager, Service / Aftersales Manager The Company

Al-Futtaim Motors occupies a pre-eminent position as the largest distributor of automotive products in the United Arab Emirates and leads the rapid developing automobile industry in the UAE, while continuing to contribute to Toyota’s worldwide growth. Today Al-Futtaim Motors is synonymous with Toyota and Lexus, which enjoys undisputed leadership in the UAE in terms of the largest number of vehicles on the road.

The Role

Due to ongoing expansion and to support an increasing demand in the UAE, we are looking to expand our Toyota and Lexus team by recruiting an experienced Dealer Principal, Branch Sales Managers and Service / Aftersales Managers in multiple locations throughout the UAE.


In this role you will instrumental in leading and maximising the performance of all operational branch functions: new car sales, used car sales, mechanical / body & paint services (where applicable), spare parts, accessories, personnel department and related support services departments. You will be responsible for directing the activities of all departmental managers; coaching them in establishing their departmental financial and non-financial objectives: Sales, profits, capital expenditures, manpower, employee engagement, guest engagement.


As Sales Manager you will identify and action individual and team sales opportunities in sufficient quantity to ensure achievement of personal targets. You will conduct results driven coaching to your sales team in following the process leading to achieving and exceeding targets. We understand that such talented and accomplished individuals are rare and therefore offer industry leading rewards to those who deliver results. We invest heavily in our employee’s personal development to create business leaders of the future.


As a Service / Aftersales Manager you will be the leader in driving the business forward, developing and improving processes and systems to increase efficiency, turnover and profits that will exceed set budgets. You will ensure the service department operates to the highest possible standards at all times delivering value for money for customers and excellent training opportunities for the employees, to motivate and identify training needs enabling staff to perform to meet and exceed our customer and business expectations. You will also establish and maintain process ensuring that all vehicle repair and other work is carried out within an operational framework and to a standard that meets or exceeds all relevant legislation, good practice guidelines and delivers first class customer service. To be considered for either of the above roles you will come from a high volume Automotive Retail Dealer, have been exposed to Retail / Service and Workshop operations, and be at the peak of your career. Interested applicants should visit and apply online under the following vacancy references: AF11670 – Dealer Principal; AF11669 – Sales Manager; AF11702 – Service / Aftersales Manager



for further information visit



Snap-on Tools grows equipment distribution network with new partner It will also increase distribution after partnering with Automotive Service Solutions (ASS) as its newest national distributer. The decision will help get Hofmann’s full range of industry leading 3D-aligners, balancers and tyre changers into more workshops across the country. Snap-on Tools’ Diagnostics & Equipment Manager Paul Lynch has lauded the decision, describing it as a win for workshops and mechanics across Australia.

“Through our partnership with ASS we will not only be able to provide the Hofmann brand to more workshops across the country, we will also be able to provide a better pricing structure that will show excellent return on investment.”

This year Snap-on has announced an overhaul of both brands, starting with a new product and pricing strategy.

“Hofmann is an industry leader and after 75 years their equipment is still the industry’s most highly sought after.

ASS Director David Elmslie has welcomed the addition of the Hofmann brand to their network.

WORDS David Dowsey

Members, and their guests, are invited to attend VACC’s official 95th Anniversary Celebration in September in Melbourne.

VACC’s 95th Anniversary Celebration will take place at The Sebel Albert Park 191 8 Melbourne (63 Queens Road, Melbourne) on Saturday, ay, 21 September, beginning at 7pm. Ticket registrations close in August. Parking is available onsite.

SINCE ITS HUMBLE beginnings, which were formulated at the Charing Cross Hotel in Bendigo, where car-dealer brothers, Henry and Percy Rickards and others, formed the Retail Motor Dealers’ Association of Victoria, later to become the Victorian Automobile Chamber of Commerce, on 20 September 1918, VACC has grown to become the Peak Body for Victoria’s Automotive Retail, Service and Repair industry. Later incorporating Tasmania, VACC now represents 5,300 automotive businesses. Now, 95 years later, it’s time for a party.

36 36

With an extended distribution network, we’ll now be able to give more workshops and technicians access to the best in 3D-alignment and tyre changing technology,” Lynch said.

SNAP-ON TOOLS IS growing the distribution network of its equipment brands Hofmann and John Bean to provide its extensive range of high quality garage equipment like wheel aligners, wheel balancers and tyre changers to more customers around Australia. The Hofmann brand was acquired by Snap-on Tools in 1997 and is synonymous with supplying leading edge equipment for garages, tyre shops and dealership service centres around the world.


The fabulous gala event is a time to dress to impress, dine on fine food and beverages, and to dance the night away with worldclass entertainment. Held at the wonderful Sebel Albert Park Melbourne, attendees will be entertained by The Tim Campbell Band, featuring a tribute to Johnny O’Keefe. Tickets can be purchased individually, or as a table of 12, (at $110 per head). Booking information will be provided to VACC members shortly.

Those wishing to stay the evening are advised to book with The Sebel Albert Park Melbourne as soon as possible, as places are limited. Be quick, this event will sell out fast. For more information contact Ismini Tsiftis at VACC on 9829 1263 or email

“ASS has been distributing service equipment to the automotive industry for over 20 years, so the opportunity to distribute an industryleading brand like Hofmann was a no brainer for us. By teaming up with Snap-on we’ve combined the best in automotive equipment with the widest automotive tool distribution network in Australia,” Elmslie said. Hofmann workshop solutions will now be available at eight locations across Australia. For more information visit au/equipment







THE ULTIMATE DIAGNOSTIC TOOL, NOW LIGHTER, FASTER, SMARTER AND MORE FLEXIBLE THAN EVER. Introducing the most complete solution for managing your repair jobs and your business, all in one lighter, smarter tool. The display tablet is over 1kg lighter and just 2” thin. It has an expanded software suite and is the most powerful platform we’ve ever offered.




Don’t have a Snap-on Tradecard? Speak to your Snap-on Tools Franchisee for more information.


To find out more talk to your Snap-on Tools franchisee or phone




When it comes to buyng scan tools, the old adage still applies: You get what you pay for

scan tools aren’t supported and the owners of such equipment will likely be disappointed when they find themselves in need of help, which will probably be sooner rather than later.

The ever increasing complexity of modern automotive diagnosis and repair procedures means support and upgrades for a tool are as important as owning it in the first place. Scanner upgrades via the net have been mainstream for some years WORDS AND IMAGES Paul Tuzson now and procedures for the acquisition of upgrade data in this way are being developed even further in newer models. hese days we hear a lot about Chinese In most of the models we’ve personally companies stealing industrial designs used the back-to-base updating process is and technology from abroad and now fully automatic. Wireless connection using the information to make counterfeit to a computer or router is also common products. We also hear about how difficult and makes the process even easier. it is to stop the practice. Interestingly, Scanner manufactures are also openly legitimate Chinese companies also fall acknowledging the value of the internet victim to the illegal copiers. Launch, for in general as a useful source for repair instance, has been proactive in addressing information by incorporating general web the practice. High dollar items are the most browsers along with hardware embedded rewarding targets for the counterfeiters, versions of the Windows operating system. which is why you can always pick up a fake Many workshops we visit, large and high-end watch. It’s also why scan/diagnostic small, are freely acknowledging that the tools have become worthwhile targets for internet is often a first point of enquiry the counterfeiters. The thing is, pirated to find a solution to a new problem.




The MANS network associated with the X-431 AUS PAD allows your expertise to be channelled into the network to earn a consultation fee. Or, if you’re the one who needs some answers, you can call on one of the other associates or draw on the extensive help files available. There are effectively two halves to the machine. One is connected directly to the Launch Aus Group cloud service and the other is an open web browser. The earlier X-431 model still serves well in many workshops (above). Launch has retained the built-in printer that became a welcome addition in previous X-431 models (right)

Snap-on has just released its Verus Pro tool. It’s as well thought out as equipment from this company tends to be and comes with a recharging dock to keep the battery topped-up and give the tool a secure home without having to keep opening and shutting a case all the time (left). Ideally, for really comprehensive vehicle coverage, more than one scanner is required. This is the selection at Temby Auto Service (above)

Both Launch and Snap-on have Windows 7 Embedded hard-coded in their latest models, the X-31 AUS PAD and Verus Pro respectively. Bill Mahoney from Launch explained that an embedded operating system is an advantage because it’s more stable. This is particularly important once a system is opened up to the internet in general. Although there may be a lot of very useful information out there, there’s also a lot of malicious code just waiting to cripple a vulnerable machine. An oft-quoted figure for the time taken to compromise a completely unprotected system is just 20 minutes, but there are examples of infection occurring in just a handful of seconds. If an embedded operating system ever becomes so badly jammed that

it needs to be reconfigured, it can be reset to its initial healthy state easily and without affecting user acquired data, which is stored separately by definition in such a system. Hard-coded operating systems based on Windows aren’t new in scan tools. Although Windows 7 Embedded is the latest version of this family of software, other scanners like the MaxiDAS DS 708, G-Scan and more have the earlier CE version of Windows built in. This may not be readily apparent because the interfaces of applications built on embedded versions of Windows are customisable. Embedded versions of Windows are distinct operating systems. They’re not reduced versions of the Windows operating system that we know and love (to hate, sometimes). These versions of Windows are intended for portable hardware, like scanners, and are designed to work optimally within the hardware and memory restrictions of such devices. Of course, like all Windows systems they’re built to multi-task which allows an operator to be getting other necessary tasks while a car is being diagnosed. As the capabilities of newer scanners increase, it seems that screen sizes follow suit. However, screens in the latest scanners,



like the X-431 AUS PAD and Verus Pro, are probably about as big as things will get. After all, scanners have to be portable and fit in the car with users; how big can they be? Realistically, the only way to fit a larger screen into the scheme of things is to have it outside the car. With this in mind Launch X-431 Aus AUS PAD incorporates an HDMI connection. You may be tempted to wonder what advantage a displaysized screen could offer, but actually, they can be quite useful. For instance, it would be much easier to see the detail in a complex wiring diagram on a large screen than a scanner screen, even a big one. An external screen also makes it easier for colleagues to view scanner information simultaneously, which could be useful if more than one mechanic is providing input for a stubborn problem. X-431 Aus AUS PAD units can communicate with each other, too. So, someone with more experience of a particular problem can take an active hand in a job. Wireless linking and remote control can go even further. By installing a software package like LogMeIn or TeamViewer the scanner can be controlled by someone at a remote computer virtually anywhere. The MaxiDas DS708 also has this capability and comes with the software required. The interfaces of most scan tools are designed to be reasonably attractive despite the no-nonsense, practical nature of the mechanics who use them. However, all that doesn’t glitter isn’t necessarily not gold, so to speak. The Autologic scan tool from the UK takes utilitarian austerity to new levels. It doesn’t have any physical buttons. There’s just a big responsive touch screen with plain, clearly labelled, generously sized ‘tiles’ for activating the comprehensive features of the unit. These tiles don’t even try to look



like buttons. It has everything you need and absolutely nothing you don’t and it excels at handling the intricate requirements of virtually all European makes and models. It is the very model of practicality.

all of their features would fill the whole magazine. Each has a suite of features touted as highly beneficial, and it’s all pretty much true. Most scanners are good pieces of equipment, so how do you choose?

As with virtually all scanners, upgrades for the Autologic are automatic, but the concept goes further. It will interrogate a car to get the detail it needs, send that information off to a server in England which is smart enough to work out the exact configuration of the vehicle in question and what you need to know about it. If it’s, say, a BMW it then gets the necessary files directly from a server at BMW in Germany. It does all this without any human involvement. All good scanners are moving toward this sort of capability. The AUS PAD, for instance, incorporates diagnostic assistance and even parts ordering through a cloud-based system known as MANS. Pictures and videos created by the scanner can also be transmitted as is the case with the Verus Pro and other brands, too.

To start with the obvious, get one with appropriate coverage. No scanner in a given market covers all makes and models, largely because of the expense in obtaining the data for all makes and models. While there’s also no point including information for cars that aren’t available in a particular region, sometimes a

There are other good scan tools besides the ones we’ve specifically mentioned here. A comprehensive discussion of each of them and

scanner may not have information for some cars that are available. It’s annoying to plug a scanner into a car only to find that it won’t supply the required data, particularly so in view of the expense of a typical scan tool. We have been in workshops and seen locally obtained scanners fail to extract data from

fairly common Australian cars. When choosing a scanner it’s important to make sure that it will be able to read data from the range of cars typically handled by a workshop. There are a number of OBD-II protocols including the latest CAN Bus version, which some scanners won’t read. The latest higher quality, scanners will and that should be another consideration when purchasing a unit. Further, the OBD-II J1962 connector is specified for use in compliant vehicles but this hasn’t always been the case. Among OBDI and some early OBD-II equipped vehicles a fairly diverse range of proprietary connector forms were used. Some of these vehicles are from model years as late as 2002 so they’re still showing up in workshops. Most high quality scanner kits have a selection of adaptors that allow the J1962 connector to mate with these proprietary types. Increasingly, a set of such adaptors is more of an optional accessory rather than standard equipment but, for now, they can still be pretty important in general workshops. The simple appearance of the Autologic scanner belies its capabilities. For European makes and models it’s hard to find a better aftermarket scanner. The large screen displays service diagrams and component identification information clearly (above left). The Verus Pro has a four trace scope and up to sixteen graphs displayed at any time. It has Bluetooth and Wireless connectivity for easy access to the web. The Verus Pro also has Autodata built in (above right). The Carmanscan AT is a reasonably priced good general purpose tool that covers a wide range of vehicles. It’s a good choice for a general workshop (centre). Pre OBD-II connectors are still useful and are still supplied with most scanners like the MaxiDAS DS 708. Although it connects to the car by cable it’s equipped with wireless for communications and upgrades (left)

OBD standards have their genesis in US anti-smog legislation but there’s also the Japanese JOBD version and the European EOBD. A good scanner will read these versions and most workshop grade tools do. Other countries have legislation that forces car manufacturers to release their proprietary technical information and diagnostic data but Australia doesn’t. It’s a moot point, though, because as local manufacturers abandon their Australian operations all cars will be imported from countries that have such legislation. Manufacturer data from one market will be readily available internationally. Car manufacturers seem to be realising that they might as well license the software and earn a fee from it because reverse engineering by aftermarket scan tool manufacturers doesn’t generate any profit for them. Another important consideration in purchasing a scan tool is bi-directional communication. That’s to say, the ability of a scanner to implement test procedures for installed components like HVAC groups, instrumentation clusters, lighting systems, etc. Most newer workshop-grade scanners can perform these tests but older units probably won’t. This can be a consideration for workshops purchasing reduced price secondhand scanners traded as part of the upgrade process. On the matter of emissions legislation and other laws and regulations, the authorities don’t scan OBD-II ports to check for compliance; not yet, anyway. It’s quite likely that would change if OBD-III is introduced. The wireless interface capabilities under discussion for inclusion in OBD-III would allow mass scanning of vehicles for emissions systems compliance and the automatic issuing and tracking of repair directives for non-compliant vehicles. That would



The G-Scan is well-known as an excellent general scanner with coverage of local and Asian vehicles. It was originally a tool for Korean cars and commercials and also covers trucks from the region well. The G-Scan also incorporates Rellim diagnostic information (left). Because Bosch is a top tier supplier to manufacturers it’s in a position to supply diagnostic information that’s second to none. Bosch is already working on models that won’t appear for another five years. The fact that the wireless KTS tester connects to a computer means that the copious diagrams, maps and descriptions can be displayed on very large screens (below). The Hanatech is a good all-round scanner and the newer P2 unit shown here has surprisingly good functionality and features for a machine with this older form factor. Hanatech has released a new large screen model called the Hanascan10 that’s also worth a look (below left)


obviously be a boon to workshop cash flow, which would be great news. However, there are other issues that are somewhat disturbing. What other information might the authorities decide they want to extract from your vehicle without a warrant? Adding GPS information to OBD data is cause for further concern. What would that mean for parking fines, maximum speeds, general driving habits and other matters? It’s true that we shouldn’t flout road laws and that we deserve to be called to account for offences, but the question is once the system is in place what other activities could be deemed unlawful? There is a huge degree of uncertainty surrounding OBD-III and the modern data acquisition and analysis techniques collectively referred to as ‘big-



data’. The increasingly autonomous algorithms that underpin such systems are suspect, for good reason. Suggesting that they’re created by people to serve people is naïve. However, one certainty relating to OBD-III-governed cars is that diagnosis and repair will be even more technically complex and call for scanners that are at least as advanced in relation to OBD-II as OBD-II is in relation to OBDI. It’s likely that choosing the right scanner is always going to involve decisions and compromises. As all tools start to incorporate the features of the best current tools, new versions capable of extracting more data and processing it in more advanced ways will generate the next sets of advanced features. It’s probable that you’ll always get what you pay for.

Full dia g scan to nostic ol from




If you can't afford a scan tool or just cannot justify it at the moment Launch has a solution for you. Purchase a X431 Auto Diag for $109.00 and you can download any vehicle manufacturer available and there is 220 to choose from which will give you the ability of full system diagnosis for only $65 each vehicle. • • • • • • • • • • •

• The first vehicle diagnosis product certified by Apple MFI. • MFI is actually the acronym of Apple Inc. for ‘made for iPod/iPhone/iPad’. • MFI authentication is a logo license from Apple Inc. for the external parts made by its authorized parts factories. Only 2% can pass this MFI authentication LAUNCH TECH PTY LTD

Office & Show Room: 11 Cooper St, Smithfield, NSW 2164 Tel: (02) 9729 2999 Fax: (02) 9729 0899 Email: Website:

The X431 Auto Diag has the smallest diagnostic connector on the market Powerful Bluetooth connection iOS and Android compatible Neat and compact design UC Apple MFI. Certification Award LC X-431Auto Diag has full vehicle diagnostic functions Online downloads for the Rubber Protective diagnostic software COVER Largest diagnosis community Open 3rd party interface Diagnostic developing platform Connector Flexible Pay Pal and credit card payment Multi-task operation

220 vehicle manufacturers and 2500 vehicle models available to down load. R&D Team has over 400 engineers in the USA, Germany, English, Australia, Japan, France, Latin America, Malaysia and other Asian countries The Client can download the terminal software through the internet at anytime. Customers need to provide their own hardware like a smart phone or tablet with iOS or Android system.

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All the pictures are for reference only. All trademarks belong to their owners respectively. All features and price are subject to change without notice. Prices do not include GST, freight, training or installation. AUGUST 2013



There’s more to a hoist than meets the eye but, as ever, pay for quality and you can’t go wrong 44



oists are one of the most important things in an automotive workshop. Mechanics spend most of their day around and under them. Interestingly, they’re the only form of lifting equipment that calls for the operator to work directly under the suspended load. This is normally something to be avoided at all costs. Not only that, but a mechanic will be pushing and pulling at the load suspended above him, sometimes hitting it with a hammer and using levers against it to dislodge stubborn parts. So, safety is one of the most important aspects of a hoist, but, generally, it doesn’t come into the purchasing equation because all hoists sold in Australia are supposed to comply with Australian Standards.

Hoists should be installed with the end use in mind. A panel beater will use this scissor lift so it needs extra space on either side to work down the sides of a car on it.

Virtually all hoists sold by bricks and mortar Australian importers or manufacturers do comply with the relevant standards. However, Michael Molnar, of Molnar Hoists, pointed out to us that the process of certification consists of submitting detailed plans for approval. If they’re acceptable, the hoist will be certified, but procedures to ensure continued compliance of hoists imported or manufactured under that original approval are lacking. Of course, an agent or manufacturer would have to be insane to start supplying a hoist that didn’t match the original specifications because of the legal implications of the failure of such a hoist. Still, stranger things have happened. There’s an account of a manufacturer in the US, for example, that replaced a rolled steel component with a cast version that resulted in failure. There’s also a potential loophole in the compliance regulations in that only hoists intended for use in commercial workshops need compliance. Amazingly, those intended for home use don’t have to be certified. Says Molnar, “Even ordinary jacks have to meet Australian Standards before they can be sold to the general public, but not hoists”. He suggested that

some hoists could be brought into the country as home use units yet sold into workshops. We have to say that we don’t have any concrete examples of this, but it’s a possibility. So, the first point of consideration in choosing a hoist is to ensure that it does comply with Australian standards. While safety is an important consideration in purchasing and using a hoist, it’s not the only issue. You have to actually work with a hoist. So, the sorts of vehicles passing through a workshop, the type of work done on them and the way in which the work occurs, are considerations for choosing an appropriate hoist. One of the problems with a two-post hoist is that it’s difficult to open the doors of a car, which is, of course, why they have rubber door guards fitted to the carriages. Although these may protect the doors from some types of damage care is still needed and awkward operation results. Many times we have watched mechanics roll cars forward that last bit to position them after driving them only part of the way in between the posts. Two-post units fitted with asymmetrical arms that allow a car to be set further back improve the situation enormously and they’re a popular choice for that reason. However, cars should only be mounted in one direction on some hoists with asymmetrical arms. This could be a limitation if a particular job calls for the car to be set on the hoist facing in the opposite direction in the workbay. There’s also the lifting capacity of a hoist. Obviously it has to be capable of raising the sorts of vehicles requiring work. But, should a business invest in hoists that are matched to the vehicles most commonly booked, or is it a good idea to purchase extra capacity? Well, everyone has a budget but, if it can be stretched to cover a hoist that’s bigger than might generally be considered adequate for a particular workshop, it can be a good idea to purchase the bigger unit. For a start, getting a bigger hoist

Here’s what the hydraulic pumps look like. The one on the left is from a scissor lift while the one at right is from a two-post hoist

will allow for larger vehicles if they become part of the customer base for a business in the future. Second, an over specified hoist would suffer less wear and tear in service. And third, hoists for larger vehicles have more widely spaced posts, so the access problems mentioned above are alleviated to some extent. Another decision in choosing a two-piece hoist is whether to get a clear-floor or floor-plate type. The former is by far the most popular. However, if a workshop has a low ceiling or another obstruction above the area where the hoist must be positioned, a floor-plate type is necessary. Part of the daily ritual in a general mechanical workshop is the roll in and out of jobs in progress. Often, the cars concerned aren’t running so they have to be pushed. At busy times the area under each hoist becomes a parking spot for the night and it can be frustrating pushing cars over the raised floor-plate. This is most apparent in the mornings when pushing cars out for the day. That’s when a dead push over the hump with no run up is required. It’s not a huge deal, but a heavy car may need a couple of shots to get it over and it takes the efforts of more people. What can be even more difficult is trying to push a full-sized tool cabinet across a floor-plate. The difficulty of doing this can affect flexibility within a workshop. These things really build appreciation for clear-floor designs. There are available some truly excellent hoists, a few bad hoists, and lots of perfectly acceptable hoists that sit somewhere between the two extremes.

There are seals and there are seals. The black one is known as a double O-ring type and it doesn’t last as long as the blue and green types that are forced out by hydraulic pressure (above); Active Motorwerke has been setting up its new workshop. We went and photographed the installation of the latest hoist as it was installed at the new premises (left)






Quality tends to be commensurate with price. There are three aspects to quality. One is where a poor quality component fails and causes injury or worse. The second relates to the efficiency with which a system operates, and the third relates to the service life of a piece of equipment. Molnar suggests that hoists, which score well in all three of these areas are going to cost more, but also that they’ll most likely be much better value in the long run. Hoists aren’t terribly complex devices, but they are systems and, as such, they’re only as strong as their weakest links. Load levelling wire ropes, or cables, are a point in case. The fit of a wire on a pulley is important. The shape and size of the groove in the pulley must be just right. If it’s too shallow it will wear a flat spot on the cable. If it’s too narrow it will constantly crimp the cable and undermine its stability. Pulley diameter is another factor. If the diameter is too small it will fatigue the 1. Installing a hoist isn’t difficult. Any competent mechanic could do it. But, installers are familiar with how it all fits together. It would take a non-specialist much longer to do it properly. Automotive Service Solutions was installing one of their Rotary units and we went along for a look


2. The basic components are unwrapped and the columns are ‘walked’ roughly into place. This is definitely a two-man job. They can be moved by flat trolley (not a tilt trolley), which is easier, but care is still needed when rolling them across expansion joints in the concrete


3. Both posts must be aligned with each other and positioned the specified distance apart. A tape measure and chalk string line are essential for positioning the posts accurately. If the posts are misaligned significantly, the sliding blocks will suffer accelerated wear. Hoists should be no closer to each other than 600mm, but it’s a good idea to measure any tool trolleys used in a workshop and ensure that they can travel between the hoists freely. Manufacturers also have their own specifications related to the design of their hoists and this should be checked 4. Holes are drilled for the anchoring bolts. This hoist couldn’t be positioned perfectly in line with the others in the shop because the central bolts in each pad would have been set in the expansion joint in the concrete. This is not permitted. There must be enough concrete to support and anchor the hoist. If there are already hoists in place the concrete will probably be thick enough, but drilling the first hole will show if the requisite 100mm is present. The installers explained that they had seen workshops in which the concrete at one end was thick enough while it was too thin at the other end. If the concrete isn’t thick enough it will have to be cut out and replaced with thicker pads. Chemical anchoring can offer a solution in some circumstances. When the holes are drilled the columns are tightened to the floor and then checked to make sure they’re perfectly upright. If there’s any variation from the vertical, shims must be used. It’s essential that both posts have exactly the same vertical (and axial) orientation




A wide footprint gives maximum stability. This unit is installed at APS Service Centre in Frankston (above). Symmetric arms (left).Reputable hoist suppliers, like Interequip, carry a full range of spares for their hoists like this power pack (below)


SERIOUSLY 5. When the columns are aligned and fixed the arms are added and peripherals like the hydraulic pump and reservoir and motor are added. The hydraulic cylinder closest to the pump tends to extend further than the slave cylinder. The load balancing cable prevents this by increasing the load on the faster acting cylinder while reducing it on the other, allowing it to catch up 6. This Rotary hoist is unique in that a 24-volt motor, powered by two deep-cycle batteries drives it. The company calls this the Shock Wave system. It’s connected to the mains, but the 240 volts simply powers the battery charger. So, the system can still operate even if there’s a general power failure. Fully charged batteries are good for about ten to fifteen lifts

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Pads are consumables. We’ve seen hoists on which the pads are worn completely away which are very dangerous. Not having pads was a contributing factor to a fatal hoist accident in South Australia

Reputable hoists should show a compliance number, instructions, and also service stickers that indicate the date of the last service and when the next is due

cable and shorten its service life. Also, the mounting arrangement for pulleys is important. They should be firmly supported on shafts that can’t flex or on shafts, which are supported at both ends. Molnar suggests that rather than trying to achieve these characteristics with an off-the-rack cast pulley, the only way the company can get the ideal mix of characteristics is to manufacture its own pulleys by turning them to exact specification out of steel stock.

The quality of individual components is obviously important, but it’s not the whole answer. Each component has individual characteristics and these should be matched with each other to create an efficient system. Take lifting speed. Hydraulic pumps are designed to work within certain pressure and flow ratings. These should be matched to the hoist. Also, motors for hoists don’t run continuously. They operate for brief periods and intermittently. Hoist motors should be wound to operate in this way and to deal with brief bursts of high current. So, a hydraulic pump has a performance curve and so does an electric motor and these curves should be matched. Again, off the rack components don’t always achieve the highest efficiencies in combination, even if they’re individually of high quality. Molnar says the company has its motors specially wound to match both the hydraulic pumps and operating conditions. This results in the highest lifting speeds and longest service life. Many workshops are wired for three-phase power but some aren’t. This isn’t a problem because most hoist manufacturers offer 240volt hoists. These work perfectly well as long as there isn’t much else drawing power at the time. However, if a shop is running strong overhead lighting, a compressor and anything else, activating a hoist could take the supply to the limit and trip the circuit breaker. Overall, there’s a hoist for virtually every purpose and workshop. You get what you pay for, so buy a quality hoist, maintain it well and you won’t look back.


Cables need to be maintained and adjusted for both function and service longevity


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Honda Civic SRS EK 1996 – 2000 General Information

Normal Operation

These vehicles come standard with a driver airbag. The passenger airbag was an optional extra. Seatbelt pretensioners were not used in these vehicles.

• Turn Ignition ON.

The SRS control module is located under the dash, forward of centre console. The crash sensor is incorporated in the control module. Refer Diagram 4.

Disable When • Electric welding • Temperature of more than 100°C (always remove airbag and control modules) • Repair work likely to generate sharp shocks • Steering assembly work • Airbag circuit testing • Airbag component removal

Disable How 1. Ignition OFF. 2. Disconnect battery, negative lead first and wait three minutes. 3. To remove driver airbag, remove access panel from steering wheel hub and disconnect airbag wiring connector. 4. To remove passenger airbag, disconnect airbag wiring connector located behind dash next to glove box, above centre console.

Enable • Ignition OFF. • Reconnect airbag connector and refit access panel. • Reconnect battery and test for correct normal operation.

Note: Incorrect SRS service procedures can cause unintentional deployment, personal injury or cause the SRS to fail to deploy in a collision.



• Airbag warning light should illuminate for six seconds, then go out. • If not, or unsure, refer to Honda dealer or specialist.

After Deployment Replace • Airbag module(s) • SRS control module

After Deployment Check • Clock spring • Steering column • SRS wiring • Steering wheel

SRS Code Extraction and Clearing From the 1998 model year, there were three possible SRS modules available. Each make has its own set of fault codes. To determine which module is fitted refer to Diagram 3.

continually. Alternatively, a suitable scan tool can be connected to the three-pin service check connector.

To erase DTC memory After turning the ignition switch to OFF, wait ten seconds as to allow time for the SRS control unit to reset. Turn the ignition switch to OFF and remove the bridge wire from the service check connector. Connect the bridge wire to the memory erase signal connector (MES). Refer to Diagram 2. Turn the ignition switch to ON. The SRS light comes on for six seconds and then goes out. Remove the bridge wire from the MES connector within four seconds of the SRS light going out. When the SRS light comes on again, bridge the MES connector within four seconds of the light coming on. When the SRS light goes out, remove the bridge wire from the MES connector within four seconds.

To extract DTC memory

The SRS light will flash twice to indicate that the memory has been erased.

The SRS light will indicate DTCs by the number of flashes when the terminals of the service check connector are bridged. Refer Diagram 1.

Alternatively, a suitable scan tool can be connected to the threepin service check connector.

Turn OFF ignition and wait ten seconds, then bridge the service check connector. If you do not wait ten seconds, the control unit will not reset and will not flash DTCs.

Safety Precautions – SRS Supplementary Restraint Systems (SRS) are designed to be operational from the time the vehicle leaves the

Turn the ignition switch to ON. The SRS indicator light will come on for six seconds then go out. It will now indicate the DTC by flashing. The DTC consists of a main and sub code. Including the most recent problem, up to three fault codes can be stored. In case of a continuous fault, the DTC will be indicated continually. See SRS lamp flash sequence. In case of an intermittent fault, the SRS light will indicate the code once, then stay on. If both continuous and intermittent failures occur, they will both be indicated as continuous failures. In case the system is normal (no fault codes), the SRS light will stay on

Two-pin service check connector Diagram 1 Bridge the terminals of the two-pin service check connector. This is located behind the LH kick panel, along with the three-pin service check connector

SRS Control Module Identification Diagram 3

MES Connector Diagram 2


Identification M1 M2 M3

Identification label location

Remove MES from this location in fuse box

Bridge MES terminals as described

Component Location Diagram 4

production line until the time it is scrapped. It is extremely important that any service and repairs don’t jeopardise the reliability and effectiveness of a safety restraint system. Always disable the SRS system and the seatbelt pretensioners before starting any work on the vehicle involving SRS components or steering column components. Don’t use an external power supply or memory minder when working on SRS systems and components. Back-up power supplies can provide enough voltage to deploy an SRS system. Always carry an undeployed airbag module with the trim side facing away from you. Store undeployed airbag modules in a safe, secure, dry place, with the trim side up. Always wear goggles and gloves when handling a deployed airbag, as it may contain deposits of sodium hydroxide. If irritation to the skin is experienced, wash the affected area with cool water. Avoid inhaling dust or gas vapours associated with a deployed airbag. If inhaled, move to fresh air.

Service check connectors (SCS) – 2 & 3 pin

SRS control module

are correctly aligned and orientated for the system to operate correctly.

After deployment, always replace components specified by the manufacturer and check the entire system for damage. Any damaged or deformed components must be replaced.

Always test for normal operation, and if in any doubt as to the system’s integrity, have a dealer or specialist test the system. This should be considered good practice anyway, as it will ensure that the system is operating correctly when the vehicle is returned to the customer. Most systems require special equipment to enable a thorough system test.

SRS control modules and crash sensors must be correctly installed. It is, therefore, important that SRS control modules and external crash sensors, their brackets and mounting surfaces,

Any vehicle or airbag unit that is to be scrapped must have the airbag intentionally deployed. Refer to manufacturers’ recommendations for this procedure. If any

Memory erase connector (MES) – 2 pin

doubts exist, always refer to manufacturers’ publications for detailed information, or seek the assistance of a dealer or specialist. Take care with SRS wiring connectors. Most SRS wiring connectors are ‘double lock’ type. This means one lock tab will have to be opened, sometimes with a small screwdriver, followed by another tab to enable disconnection. When reconnecting, ensure all lock tabs are secured. Do not tamper with the SRS warning light. If the SRS system is not fully functional for any reason, the vehicle should not be driven until the SRS system is repaired.



1996 - 1997 Honda Civic Wiring Diagram Start Ign Acc

Battery +

No.41 (80A)

No.42 (40A)



Ignition Switch


No.25 (7.5A)

Honda Civic 1996 – 1997 wiring diagram

No.23 (10A)

No.13 (15A)

SRS Indicator Light (1.4W)




1 10

Driver Airbag


Dummy Resistor

Memory Erase Signal (MES) Clock Spring


16 17 10 14

6 7 8 9 13 14 15 16 17 18

Service Check Connector


Passenger Airbag OR



Data Link Connector





1 13


18 8




Civic 1996 – 1997 Fault Code Table Codes



Faulty SRS indicator light wiring.


Open circuit in the driver‘s airbag inflator unit.


Excessive resistance in the driver‘s airbag inflator unit.


Short to wiring or decreased resistance in the driver‘s airbag inflator unit.


Short to power in the driver‘s airbag inflator unit.


Short to ground in the driver‘s airbag inflator unit.


Fitted with front passenger airbag: Open circuit in the passenger‘s airbag inflator unit. Fitted without front passenger airbag: Open circuit in the dummy resistor.


7 3



Airbag Module 1998 - 2000 Honda Civic Wiring Diagram Start Wire Colour Legend

Battery +


Ign Acc

Fitted without front passenger airbag: Excessive resistance in the dummy resistor.


B BlackNo.41 P PinkNo.42 Y Yellow First letters indicate the primary wire colour, with No.25 No.13 the colour No.23of the trace BRN Brown(80A) R Red(40A) Lt Light Colour letters donoting Off the second (7.5A) (15A) (10A) G Green T Tan Lt before the colour denotes that the colour is a GRY Grey Ignition Switch V Violet light colour BLU Blue WHT White

Honda Civic 1998 – 2000 Wiring Diagram


SRS Indicator Light (1.4W)


1 10


6 7 8 9 13 14 15 16 17 18

2-4 BLK

Driver Airbag Dummy Resistor

Memory Erase Signal (MES)

Passenger Airbag Clock Spring



16 17

10 14


Service Check Connector





1 13




18 8



7 3


B Black BRN Brown G Green GRY Grey BLU Blue


5-1 to 8-5 Internal SRS control unit failure. 8-6



First letters indicate the primary wire colour, with the second letters T donoting the colour of the trace Lt before the colour denotes that the colour is a light colour V

Red Tan Violet










Light colour


Lt before the colour denotes that the colour is a light colour.


Internal SRS control unit failure or troubleshooting. For NEC control unit: in case DTC 8-6 is logged, first test DTC 1-1, 1-4, 2-1, and 2-4 then erase the memory and recheck for codes

Wire Colour Legend

Y Yellow P Pink Lt Light Colour R Red Brown T Tan V VioletGreen WHT White

Fitted with front passenger airbag: Short to ground in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to ground in the passenger dummy resistor.


First letters indicate the primary wire colour, with the second letters denoting the colour of the trace.




Airbag Module

Wire Colour Legend

Fitted with front passenger airbag: Short to power in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to power in the passenger dummy resistor.


Data Link Connector

Fitted with front passenger airbag: Short to wiring or decreased resistance in the passengers airbag inflator unit. Fitted without front passenger airbag: Short to wiring or decreased resistance in the passenger dummy resistor.



Fitted with front passenger airbag: Excessive resistance in the passengers airbag inflator unit.


Fault in SRS indicator circuit or faulty SRS power supply. (VA wire)


Fault in SRS power supply. (VB wire)


SRS control unit replacement code. (Control unit must be replaced.)

Civic 1998 – 2000 NEC Fault Code Table

Civic 1998 – 2000 KEIHIN Fault Code Table

Civic 1998 – 2000 SIEMENS Fault Code Table








Light doesn’t go out: Faulty SRS indicator light wiring, internal failure of SRS control unit, faulty SRS power supply (VB line).


Light doesn’t go out: Faulty SRS indicator light wiring, internal failure of SRS control unit, faulty SRS power supply (VB line).


Faulty SRS indicator light wiring.


Open circuit in the driver’s airbag inflator unit.


Light doesn’t come on: Faulty SRS indicator light wiring.


Excessive resistance in the driver’s airbag inflator unit.


Open circuit in the driver’s airbag inflator unit.



Excessive resistance in the driver’s airbag inflator unit.

Short to wiring or decreased resistance in the driver’s airbag inflator unit.



Short to wiring or decreased resistance in the driver’s airbag inflator unit.

Short to power in the driver’s airbag inflator unit.


Short to ground in the driver’s airbag inflator unit.


Fitted with front passenger airbag: Open circuit in the passenger’s airbag inflator unit.


Light doesn’t come on: Faulty SRS indicator light wiring.


Open circuit in the driver’s airbag inflator unit.


Excessive resistance in the driver’s airbag inflator unit.


Short to wiring or decreased resistance in the driver’s airbag inflator unit.


Short to power in the driver’s airbag inflator unit.


Short to ground in the driver’s airbag inflator unit.


Short to power in the driver’s airbag inflator unit.


Fitted with front passenger airbag: Open circuit in the passenger’s airbag inflator unit.


Short to ground in the driver’s airbag inflator unit.


Fitted with front passenger airbag: Open circuit in the passenger’s airbag inflator unit.

Fitted without front passenger airbag: Open circuit in the dummy resistor. 2-2

Fitted with front passenger airbag: Excessive resistance in the passengers airbag inflator unit

Fitted without front passenger airbag: Open circuit in the dummy resistor. 2-2

Fitted without front passenger airbag: Excessive resistance in the dummy resistor. 2-3

Fitted with front passenger airbag: Short to wiring or decreased resistance in the passengers airbag inflator unit. Fitted without front passenger airbag: Short to wiring or decreased resistance in the passenger dummy resistor.



Fitted without front passenger airbag: Excessive resistance in the dummy resistor. 2-3


Fitted with front passenger airbag: Short to ground in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to ground in the passenger dummy resistor.

5-1 to 8-2 Internal SRS control unit failure. 8-6

Internal SRS control unit failure or troubleshooting.


Internal SRS control unit failure.


Internal SRS control unit failure.


SRS control unit replacement code. (Control unit must be replaced.)

Fitted with front passenger airbag: Short to power in the passenger’s airbag inflator unit. Fitted without front passenger airbag: Short to power in the passenger dummy resistor.



Fitted with front passenger airbag: Short to ground in the passenger’s airbag inflator unit. Fitted without front passenger airbag: Short to ground in the passenger’s dummy resistor.

Fitted with front passenger airbag: Excessive resistance in the passengers airbag inflator unit. Fitted without front passenger airbag: excessive resistance in the dummy resistor.


Fitted with front passenger airbag: Short to wiring or decreased resistance in the passengers airbag inflator unit. Fitted without front passenger airbag: Short to wiring or decreased resistance in the passenger dummy resistor.

Fitted with front passenger airbag: Short to wiring or decreased resistance in the passenger’s airbag inflator unit. Fitted without front passenger airbag: Short to wiring or decreased resistance in the passenger’s dummy resistor.

Fitted with front passenger airbag: Short to power in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to power in the passenger dummy resistor.

Fitted with front passenger airbag: Excessive resistance in the passenger’s airbag inflator unit.

Fitted without front passenger airbag: Open circuit in the dummy resistor.


Fitted with front passenger airbag: Short to power in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to power in the passenger dummy resistor.


Fitted with front passenger airbag: Short to ground in the passenger airbag inflator unit. Fitted without front passenger airbag: Short to ground in the passenger dummy resistor.

5-1 to 8-2 Internal SRS control unit failure. 8-6

Internal SRS control unit failure or troubleshooting.

5-1 to 9-2 Internal SRS control unit failure.

9-1 to 9-2 Internal SRS control unit failure.



SRS control unit replacement code, SRS system has been deployed. (Control unit must be replaced.)

SRS control unit replacement code, SRS system has been deployed. (Control unit must be replaced.)



1996 Honda Civic SRS lamp sequence Honda Civic 1996 SRS lamp flashflash sequence 1996 Honda Civic SRS lamp flash sequence DTC Indications 1. Continuous failure, the SRS indicator light is : DTC Indications 1.2S 1.2S

1. Continuous failure, the : 2SSRS indicator light is2S ON ON OFF OFF

1.2S 1.2S

2S Bulb check time Bulb check time


0.3S 0.3S 0.3S

0.3S 2S

0.3S 0.3S 0.3S

0.3S 2S

Main code 2 Sub code 1 Main code 2 Sub code 1 DTC 2-1 Most recent problem

DTCis2-1 2. Intermittant failure, SRS Indicator light :

Most recent problem

ON 2. Intermittant failure, SRS Indicator light is :

Main code 1

Sub code 2

Main code 1

Sub code 1

Main code DTC 1 1-2 Sub code 2 Second - most recent problem

Main code Sub code 1 DTC 11-1 Third most recent problem

DTC 1-2 Second - most recent problem

DTC 1-1 Third most recent problem


Bulb check time Bulb check time

Light stays on in case of intermittent failure.

DTC 5-1

3. Normal (no failure), SRS Indicator light is :

Light stays on in case of intermittent failure.

DTC 5-1

ONNormal (no failure), SRS Indicator light is : 3. ON OFF OFF

Bulb check time Bulb check time

No DTC, system is normal, the light stays on No DTC, system is normal, the light stays on

DTC Memory erasure DTC Memory erasure SRS indicator light SRS indicator light


4 sec. or less

4 sec. or less

4 sec. or less


4 sec. or less

4 sec. or less

4 sec. or less



MES connector MES terminals connector terminals


SRS Control Module Pin Out



Pin Function


Driver’s airbag inflator


Power supply, from under dash fuse box (No 23. 10A) VB line


SRS indicator light


Power supply, from under dash fuse box (No13. 15A) VA line


Memory Erase Signal connector


Service Check Connector


Passenger airbag or dummy resistor


Drivers airbag inflator


Passenger airbag or dummy resistor


Data link connector






Memory Erase Signal connector


Indications are repeated in case Indications of continuous are repeated failure. in case of continuous failure.

Changes to employer super obligations As an employer your super obligations to your employees are changing:

Timetable for the new data and e-commerce standard

The Super Guarantee Rate is changing!

The ATO are developing a new data and e-commerce standard which will streamline the processing of contributions. This is a positive move but it will force some change on employers who still remit contributions manually as under the new standard, superannuation guarantee contributions will have to be remitted electronically from the following dates:

From 1 July this year the super guarantee rate is starting its gradual climb to reach 12% by 2019/20. If you are making super contributions on behalf of employees you will need to increase the rate of payment from 9% to 9.25% from 1 July - and don’t forget your employees over age 70 – you need to make contributions for them from 1 July too as the upper age limit has been abolished.

q'SPN+VMZrFNQMPZFST with more than 20 staff

Note – if your employees are covered by an award or agreement which specifies a higher contribution, then you must pay the higher amount.

q'SPN+VMZrFNQMPZFST with less than 20 staff (this is currently subject to further consultation and may change)

Federal Budget at a glance There were few surprises in this year’s budget in regard to superannuation as most of the changes were announced in April. The key super measurers announced are:

The ATO will be communicating with businesses about these changes and MTAA Super will be working with our employers to help them make the transition. It’s easy for employers to pay electronically via our online tool, Supersite, where you can:

q DPODFTTJPOBMDPOUSJCVUJPOT cap for those over age 60 from 1 July 2013 (this cap will be available to those over age 50 from 1 July 2014) q&YDFTTDPODFTTJPOBMDPOUSJCVUJPOTNBEF GSPN+VMZXJMMCFUBYFEBUUIF individual’s marginal rate plus an interest component, rather than the top marginal rate

q1BZZPVSDPOUSJCVUJPOTCZ direct debit, EFT or BPAY q"EE VQEBUFEFUBJMTPS search for an employee

We also recommend that small businesses with less than 20 employees give consideration to using the Small Business Superannuation Clearing House. Go to au/smallbusinesssuper or contact them on 1300 660 048 for more information.

Help your employees make the most of their super We know you value your employees and they are important to your business. Helping them understand the importance of their super is doing them a favour that will benefit them in years to come. An MTAA Super Business Development Manager (BDM) can run education sessions in your workplace covering all aspects of super. Call us on 1300 362 415 to be put in touch with your local BDM.

Free seminars for employers To help you understand your new obligations we will be running seminars throughout 2013. If you would like to attend a seminar on super obligations for employers, contact your local Business Development Manager, whose details can be found at

qUBYPOJOWFTUNFOUFBSOJOH PWFS GPSSFUJSFNFOU accounts in pension phase q%FFNJOHSVMFTFYUFOEFEUPOFX account based pension products from 1 January 2015 Visit our website – au – for a detailed budget analysis. This document is issued by Motor Trades Association of Australia Superannuation Fund Pty Limited (ABN 14 008 650 628, AFSL 238 718) of Level 3, 39 Brisbane Avenue Barton ACT 2600, Trustee of the MTAA Superannuation Fund (ABN 74 559 365 913). Motor Trades Association of Australia Superannuation Fund Pty Limited has ownership interests in Industry Super Holdings Pty Ltd, ME Bank Pty Ltd and Superpartners Pty Ltd. The information provided is of a general nature and does not take into account your specific financial needs or personal situation. You should assess your financial position and personal objectives before making any decision based on this information. We also recommend that you seek advice from a licensed financial adviser. The MTAA Super Product Disclosure Statement (PDS), an important document containing all the information you need to make a decision about MTAA Super, can be obtained by calling MTAA Super on 1300 362 415. You should consider the PDS in making a decision.

Dianne Chitty


Sue Schlesinger


Peter Mitchell

Eric Vine

Scott Harris

The iNDuSTrY SuPer FuND For The AuToMoTive iNDuSTrY. Motor Trades Association of Australia Superannuation Fund Pty Ltd (ABN 14 008 650 628, AFSL 238 718) is the Trustee of MTAA Superannuation Fund (ABN 74 559 365 913). You should consider whether or not MTAA Super is appropriate for you. The MTAA Super Product Disclosure Statement (PDS) can be obtained by calling us on 1300 362 415. You should consider the PDS in making a decision.

JUNE 2013


a E g i B e Th V carries the is la a C re o d o m Holden’s VF Comtorch into the next decade luxury large car The ambitious update sets out to win


WORDS Ged Bulmer t’s possible, if you live under a rock, that the fuss surrounding the launch of Holden’s new VF Commodore has passed you by.

But, for most Australians, even non-motoring enthusiasts, the General’s unrelenting media assault has been all but impossible to ignore. Ironically, on the very day Holden finally let an expectant media drive VF, the company’s cross-town rival, Ford, was announcing the impending death of its own large rear-driver, the Falcon. With the 50-year old Falcon nameplate now

With refreshed styling, extensive updates and an impressive price, VF Calais V cannot be ignored



approaching the final laps of its storied career, the opportunities have never been greater, nor the pressures more intense than they are right now for Holden and the VF Commodore.

Aussies back to the large-car fold, taking Commodore in a bold new direction in terms of its technology, equipment levels, fuel efficiency, safety, design, and pricing.

Fortunately, Holden has gone all out with VF to create a world-class car that not only surpasses its traditional rival, but which also far exceeds the market expectations of what might have been delivered.

While the seven-year model timeline between VE and VF is more than enough time in which to conjure an entirely new model, the market realities of the declining large car market meant Holden has had to be more restrained.

a sy As a result, the VF is a substantially-revised, but not entirely new vehicle. The car’s roofline, glasshouse and basic proportions are obvious clues to the connection, but Holden’s talented designers have done enough to successfully differentiate the new model. The engineering team, meanwhile, has delivered significant advances, including lightweight aluminium panels and aerodynamic enhancements that together reduce weight and improve fuel consumption. But, it’s the raft of sophisticated new driver technologies in the VF that represent the most significant change. These include an advanced self-parking system, forward collision alert, head-up display, lane departure warning, blindspot monitoring, and rear cross-traffic alert. All of this, and more, is found within the dramatically overhauled interior of the top-spec Calais V. Step inside its richly-appointed interior and you’ll immediately be

struck by the generous swathes of perforated leather, and soft, sensuous faux suede that adorn the dash and doors. Splashes of chrome and strips of glossy piano black underscore the car’s sports-luxury positioning. Taking pride of place in the centre of the redesigned dash is a new eight-inch highresolution touch screen, with updated graphics and enhanced functionality that now includes sat-nav with live traffic updates, Siri voice control, internet radio apps, Bluetooth phone connectivity with audio streaming, and a reversing camera. Other Calais V fruit includes rain-sensing wipers, electric park brake, dusk-sensing headlights, LED daytime running lights, remote engine start, keyless entry, front and rear acoustic parking sensors, heated front seats, eight-way power adjustable driver’s seat, and dual-zone climate control. The 6.0-litre V8 and six-speed automatic, like the rest of the VF powertrains, have been carried over, largely untouched, although there have been some minor calibration changes to adjust to the car’s reduced kerb weight. Shedding kilos was a top priority with this model and the new Commodore features extensive use of lightweight aluminium for the bonnet, boot lid, instrument panel beams, front knuckles and lower control arms. The changes deliver a significant total saving in excess of 70kg, but the extra equipment has stolen back some 30kg in base models, more in the opulent Calais V.



6.0-litre V8 260kW/517Nm Six-speed automatic Front engine, RWD 11.7L/100km Four-door sedan MacPherson strut-based multi-link with direct-acting stabiliser bar and coil springs (front); multi-link independent, with coil springs and stabiliser bar (rear) Ventilated discs 1,778kg $52,990 Ford Falcon G6E Turbo ($56,235)


Punch the keyless start button and the V8 fires with a subdued rumble, proving nicely tractable and easy to drive around town. The throttle and transmission calibration changes have benefitted the standard six-speed auto, which has gained a degree of refinement, shifting more fluidly and intuitively. At highway speeds, road, wind and engine noise are all impressively well insulated, underscoring the Calais’s impressive Grand Tourer capabilities. While there’s decent torque available from just off idle, the Gen IV is an engine that likes to rev and beyond 3,000rpm the V8 really gathers its skirts and delivers a full-throated warble. Ride quality is super impressive for something wearing low-profile rubber on 19-inch alloy wheels. The revised suspension allows the Calais to absorb the myriad humps and bumps of Aussie B roads without getting rattled. The steering, now electrically assisted in a bid to lower fuel consumption, feels pretty much spot on, with good weight and accuracy, decently quick reactions and enough feel to ensure the driver has some sense of grip levels. Handsome, safe, refined, impressively appointed and highly capable, the VF Calais V is the best large car ever built in this country. The fact it’s now priced some $9,000 less than the previous model underscores what great value it represents against similar offerings from Germany. It’s a car we can only hope Aussies embrace and buy in spades, because if we choose to ignore the excellent VF, it surely won’t be long before Commodore follows Falcon down memory lane.



War of the Poseurs L

WORDS Ged Bulmer oaded with technology, brimming with quality and oozing brand cachet, compact luxury cars are one of the fastest growing and most fiercely contested automotive categories on the planet. Audi lays claim to having invented the segment with its seminal A3 back in 1996, but it’s since been joined by the BMW 1 Series and Mercedes-Benz, A-Class. The competition doesn’t end there, either, as waiting in the wings is a growing list of rivals including the hybrid-powered Lexus CT200h, the ever-expanding Mini range, and the impressive new Volvo V40. And that’s not to forget the upwardly mobile Volkswagen Golf, which gets more refined and luxurious with each passing generation, and with which the A3 shares its basic platform and mechanical architecture. Launching, as it does, into such a competitive landscape, it’s perhaps surprising that Audi has chosen to be so conservative with the exterior design of its new compact champion. Compact luxury cars are tipped to be one of the most hotly contested automotive battlegrounds of 2013 and Audi’s all-new A3 Sportback will be a big player



From a distance, you could be forgiven for mistaking new for old, but Audi says every exterior panel and the entire interior is new. Also new is the fact that, with this model, there will be no three-door hatch, only the five-door Sportback (tested here). Audi says the former has been killed off here due to slow sales, but promises to bolster the range later this year with a sporty S3 variant and a drop-top A3 Cabrio. An all-new sedan body style is also expected in early 2014. For now, the four-model A3 Sportback range consists of two petrol and two diesel models, available in two different trim levels. All models are turbo four-cylinders, and all are mated to S-Tronic dual clutch transmissions with steering wheel paddle shifters. Pricing wise, the 90kW/200Nm turbopetrol-powered 1.4 TFSI ‘Attraction’ starts proceedings at a sharp $35,600, followed by the entry-level 77kW/250Nm A3 1.6 TDI Attraction at $36,500. Further up the food chain, the ‘Ambition’ models bring larger, more powerful engines and more kit. Specifically, a 132kW/250Nm 1.8-litre TFSI petrol and 110kW/320Nm 2.0-litre TDI, both priced at $42,500.

AUDI A3 SPORTBACK 1.8 TFSI AMBITION SAFETY RATING: EuroNCAP ENGINE: 1.8-litre turbocharged four-cylinder POWER/TORQUE: 132kW/250Nm TRANSMISSION: Seven-speed twin-clutch automated manual DRIVETRAIN: Front engine, FWD CONSUMPTION: 5.6L/100km BODY: Five-door hatchback SUSPENSION: Independent, MacPherson strut (front); multilink (rear) BRAKES: Ventilated discs (front); discs (rear) WEIGHT: 1,280kg PRICE: $42,500 COMPETITORS: Mercedes-Benz A200 BlueEfficiency ($40,900); BMW 118i ($43,200) WEBSITE: HIGH QUALITY INTERIOR, SMOOTH ENGINES, EXCELLENT EFFICIENCY BEST TECHNOLOGY RESERVED FOR OPTIONS LIST

Out on the road the 1.4-litre engine is decently smooth, quiet and responsive, delivering a claimed 0-100km/h acceleration time of 9.4 seconds. You certainly notice the lift in performance when you step up to the bigger 1.8 TFSI, however, which Audi says is currently its fastest accelerating model delivering a 7.3-second 0-100km/h sprint time. The car, now lighter thanks to targeted weight reduction goals, sits nicely on its fully-independent suspension, feeling well balanced and stable in most conditions. The speed-sensitive electric power steering isn’t laden with feel, 1 Series 1 Series but is appropriately weighted for the car’s positioning and nicely linear through bends. A five-star EuroNCAP rating is standard across the range, with all models boasting seven airbags, electronic stability control and anti-lock brakes. It will be hard to miss the new A3, as a planned multimillion dollar marketing campaign gets into gear, but if that doesn’t catch your eye then Audi’s deep price cuts of up to $5,600 on some models should do the job.

Euro flavour to Korean SUV


WORDS Nick Dalziel he medium SUV segment is rapidly becoming one of Australia’s most competitive, with five new models launched by manufacturers in the first six months of 2013. Kia’s Sportage has been around for a while longer than that, yet its design, a substantial shift from predecessors, remains thoroughly contemporary. Recently, the company has switched production from Korea to Slovakia, in an effort to improve supply and to keep the European market moving, while local demand is down. Like most Kias, Sportage offers superb value for money, with the top of the range Platinum loaded with features at $36,490. Highlights include a seven-inch touchscreen with navigation dual-zone climate control, Bluetooth audio, leather trim, keyless entry and start, a panoramic sunroof, heated front seats and a ventilated driver’s seat. Sportage comes with a choice of 2WD and AWD, but higher grades are AWD only. The Platinum offers a 122kW/197Nm 2.0-litre petrol (tested here), or a 135kW/392Nm 2.0-litre turbodiesel

for an additional $3,000. A six-speed automatic comes standard. Fuel consumption is 9.2L/100km for the petrol and 7.5 for the diesel. So, while the additional outlay for the oiler may not translate to much in real-world fuel savings, the diesel offers much better performance, particularly on open roads. The interior is roomy, with a classaverage boot and all of the practicality today’s SUVs offer. Its exterior styling comes at the cost of visibility, however, but a reversing camera and sensors in higher grades solve this to an extent. 235/55 R18 alloy wheels certainly look the business for the Platinum, and around town ride comfort does not suffer, like with some competitors. The Kia is not a driver’s car, with artificial steering feel, but this isn’t really an issue in a segment like this. Safety is looked after, with six airbags and active safety systems giving Sportage a five-star ANCAP rating. With great styling, a five-year warranty, plenty of goodies and a low price, the Kia Sportage offers a compelling argument for a medium SUV.

KIA SPORTAGE PLATINUM SAFETY RATING: ENGINE: 2.0-litre four-cylinder POWER/TORQUE: 122kW/197Nm TRANSMISSION: Six-speed automatic DRIVETRAIN: Front engine, AWD CONSUMPTION: 9.2L/100km BODY: Five-door SUV SUSPENSION: MacPherson strut (front); multi-link (rear) BRAKES: Ventilated discs (front); solid discs (rear) WEIGHT: 1,588kg PRICE: From $36,490 COMPETITORS: Honda CR-V VTi-L ($42,290); Hyundai ix35 Highlander ($37,590); Toyota RAV4 Cruiser CVT ($45,490) WEBSITE: STYLE, GREAT VALUE SIDE AND REAR VISIBILITY

Sportage is the first of a suite of European-built Kias to come to Australia



Mercedes-Benz’ E-Class proves interest in large cars is still buoyant in Australia

Head of the Class I

WORDS David Dowsey

t just keeps getting better, the Mercedes-Benz E-Class. The latest range raises the bar and keeps the competition in perpetual catch-up mode. They are better equipped and cheaper than previously, so, for those that can afford them, the E-Class tempts more than ever before. Some consolidation has taken place within the E-Class line-up, along with some new offerings, so there is plenty to cater for most tastes. Kicking off the range is the E 200 (from $79,900), which features a 135kW/300Nm turbocharged 2.0-litre four-cylinder engine. E 220 CDI boasts a 125kW/400Nm 2.1-litre turbodiesel. E 250 has a 155kW/350Nm petrol engine, while the technology flagship, the E 300 BlueTEC Hybrid, combines a 2.1-litre four-cylinder diesel with an electric motor delivering 170kW/750Nm with a miserly 4.3L/100km fuel consumption. E 400 replaces both the E 350 and E 500 and is powered by a 3.0-litre V6 that punches out 245kW/480Nm. Also on offer is a range of estate wagons, including E 200 ($86,900), E 250 CDI ($106,700), and E 400 ($136,700). Coupe variants will be launched later this year. The daddy of them all is the ferocious 5.5-litre twin-turbo V8-powered E 63 AMG ‘S’ ($249,900), boasting 430kW/800Nm. But, at a whopping $170,000 over the base model, value for money surely has to be called into question. Yet, the AMG market is a



particularly strong one in Australia, and many people obviously see the wisdom of splashing out on the premium, so who are we to judge? Tested here is the E 250 CDI, which should be a consistently good seller for the German marque. Diesel powertrains are still a hurdle for some drivers, but they need not be. The 150kW/500Nm 2.1-litre turbodiesel fitted to the E 250 is smooth and quiet and, most importantly, in everyday circumstances, offers more usable torque than petrol engines. Combined with the power is fuel consumption of just 4.9L/100km. On the road, the E 250 really impresses with its ride comfort and road holding abilities. Suspension calibration allows for a sharp drive while tyres, suspension tune, and the wonderful seats, all contribute to a comfortable trip; its genius. Safety is a given in an E-Class, but notable features include a lane monitoring system that, when activated by cruise control, almost drives the car itself; keeping, as it does, the car safely within a road’s white lines if the driver, through fatigue or otherwise, allows the car to drift right or left. Radar sensors can ‘see’ when pedestrians or other road traffic may cause an imminent accident and puts into play a number of systems, including braking, tightening of seatbelts, and hazard light activation, among many other things, that can negate a collision or, if unavoidable, better protect occupants. It’s a good thing too: replacing a single headlight unit costs between $5,000 and $6,000!

The cabin, always a strong suit for Mercedes-Benz cars, is even better than the outgoing model. Plush leather, wood cappings, and metallic accents feature; providing a stylish and calm ambience. The value equation has also been addressed across the board. The E 250 now boasts many features that were once add-ons, and it is cheaper than the model it replaces. The new Mercedes-Benz E-Class continues to be the large car standard bearer for all that is good in automotive: it has clever, useful, technology; boasts life-saving safety features; is beautifully designed and constructed; is stylish to behold; and entertaining to drive. Mercedes-Benz continues to be head of the class. MERCEDES-BENZ E 250 CDI SAFETY RATING: EuroNCAP ENGINE: 2.1-litre four-cylinder turbodiesel POWER/TORQUE: 150kW/500Nm TRANSMISSION: Seven-speed dual-clutch automatic DRIVE TRAIN: Front engine/RWD CONSUMPTION: 4.9L/100km BODY: Four-door sedan SUSPENSION: Multi-link independent BRAKES: Ventilated discs (front); discs (rear) WEIGHT: 1,765kg PRICE: $98,900 COMPETITORS: Jaguar XF S diesel ($93,900); Infiniti M30d S Premium ($99,990) WEBSITE: TECHNOLOGY LEADER HEADLIGHT REPLACEMENT COST

‘G’ it’s good! I

WORDS David Dowsey nfiniti’s elegant and unpretentious march into the local luxury car market continues. The (almost) new-to-Australia brand is expanding its range and dealer network in a considered way; it doesn’t shout, it doesn’t pose: it simply is. We like the approach, and we like the cars. Adding to the performance luxury FX SUV and M sedan (see August 2012) was the launch, a while back, of the G range. The coupe and convertible give the established players plenty to think about, starting with value. Prices compare very favourably with the obvious German rivals (for example it is $20,000 less than the equivalent Audi A5 Cabriolet), but hovers $10,000 above the Lexus IS250 C. Bluntly, however, the Lexus does not compare well, even with the saving. The owner of a G37 convertible will also have something much rarer than a luxury German marque, and that counts plenty in the carpark bragging debate. Powered by a 3.7-litre engine, and with sleek sporty lines, the G37 convertible is aimed squarely at customers who appreciate great style, and want power on tap, but demand something comfortable and usable, too. The G37 delivers.

like radar cruise control, lane-change warning and blind-spot monitoring. The silky-smooth 235kW/360Nm V6 engine is a very willing performer. Higher revs reward those willing to hang on to the gears a little longer (by which time the engine note is singing superbly). Maximum power doesn’t arrive until 7,000rpm, while full twist doesn’t come on song until a high 5,200rpm. Driving in this manner won’t minimise fuel consumption, but it will maximise enjoyment, and that’s what it’s all about: the power and the fun factor are always available if you want to utilise it, but will fade to the background when you don’t. The seven-speed auto is a smooth shifter, while manual override, via magnesium paddle shifters, allows drivers to maximise the convertible’s sporty potential. G37 is pretty quick but, being heavier than its coupe sibling, it is predictably slower (0-100km/h in 6.4 seconds versus 5.9), thirstier (11.4 to 10.5L/100km) and more polluting (264g/km against 246g/km). For some, though, there is only one choice: the convertible. The speed-sensitive variable-assist power steering has a nice solid feel, while the active four-wheel steering composes the car nicely on sharp, fast, turn-ins. The sports-tuned suspension is well calibrated for active driving.

For $87,900 the G37 S Premium hardtop convertible comes fully loaded with a generous list of standard equipment, including tyre-pressure monitoring, bi-Xenon lights, satellite navigation, 13-speaker Bose sound system, heated front seats, keyless operation, and a lot more.

The 19-inch wheels, with 225/45 (front) and 245/45 (rear) tyres, ride firmly, but not overly so. On all but the worst of roads, and at reasonable speeds, comfort levels are very good. Large ‘sports’ brakes with four-piston front callipers do a fantastic job of pulling up the heavy car.

But, it misses out on some kit that’s increasingly becoming commonplace,

A power-adjustable driver’s seat, steering column, and exterior mirrors allow for a

comfortable driving position with good forward vision, but the postbox-sized rear window takes getting used to; thank goodness for the rear parking camera. With the roof erect, luggage accommodation is 333 litres. With the roof stowed in the boot, however, it’s a different story: a packed lunch is about all that can be accommodated in there. In reality, the tiny rear pews are for storing handbags or overnight luggage; human cargo is not seriously an option. Infiniti has pulled a rabbit out the hat with the hardtop convertible styling. So often, this style of car is, at best, attractive in only one configuration: either open, or with the roof folded; this car looks great either way. Gaining market acceptance will be a slow and steady ride for Infiniti, but Australian boss, Kevin Snell, knows this very well. The addition of Perth and Adelaide dealerships, opening later in the year, will help move the story along to those unfamiliar with the brand. So far, the niche offering from the premium Japanese brand has been compelling, and new models, and refreshments to the existing range, will only make that offer a better one. INFINITI G37 S PREMIUM CONVERTIBLE SAFETY RATING: N/A ENGINE: 3.7-litre V6 POWER/TORQUE: 235kW/360Nm TRANSMISSION: Seven-speed automatic DRIVETRAIN: Front engine, RWD CONSUMPTION: 11.4L/100km BODY: Two-door convertible SUSPENSION: Independent double wishbone (front); independent multi-link (rear) BRAKES: Ventilated discs WEIGHT: 1,866kg PRICE: $87,900 COMPETITORS: Lexus IS250 C ($76,300); Audi A5 Cabriolet ($108,800) WEBSITE: GREAT ALL-ROUND PERFORMER

The stylish G37 is also available as a coupe, starting at $83,500




World B

“It’s an excellent first bike, a superb commuter and an enjoyable weekend machine” 64


Beater KTM’s new 390 Duke is set to take on a global market


WORDS Rod Chapman hile some may dismiss it as ‘merely’ a small-capacity learner bike, for Austrian manufacturer KTM its new 390 Duke is a model of truly global importance. “This is the first KTM model to be sold in all 76 markets in which we operate; we are treating the 390 Duke with the utmost priority,” said KTM’s press officer, Thomas Kuttruf, as he addressed the assembled journos at the model’s international media launch in Salzburg, Austria. The 390 Duke is the latest step in KTM boss Stefan Pierer’s plan to transform the once ‘boutique’ dirt bike maker into a global heavyweight via an expanding range of road bikes. Pierer views the entry-level market as key to the firm’s future prosperity. It’s a ‘get ’em young’ philosophy and so far it’s working. To realise these dreams, Pierer paired KTM with Indian biking behemoth Bajaj Auto Ltd; while the new 390 Duke was designed and developed in Austria at KTM’s Mattighofen headquarters, the bike is wholly produced in India by Bajaj. The end result of this international cooperation is one stylish, fun and affordable machine. After battling’s Salzburg’s peak-hour traffic and then spending a day on mountain roads and skirting alpine lakes, it became clear the 390 Duke has a very broad appeal – it’s an excellent first bike, a superb commuter and an enjoyable weekend machine. Cheap to buy and cheap to run, it’s also a smart affair, with a level of quality that challenges any preconceptions that may be associated with the phrase ‘Made in India’. Only its levers and switchgear plastics aren’t all they perhaps could be, but really these are minor quibbles.

It’s got the performance to back up the sharp looks, too. The fuel-injected and liquidcooled 375cc single-cylinder engine may produce a modest 32kW, but this svelte and compact machine weighs a paltry 139kg (with all fluids, bar fuel) – and that adds up to sprightly acceleration and nimble handling. An upright ride position, light and responsive controls and basic, but effective, suspension and brakes (the latter backed by switchable ABS) combine to create a super-manageable package that should instil confidence in any learner, while delivering sufficient thrills to keep new riders entertained right through their restricted licence period and beyond. The powerplant is refined and virtually free of vibration – impressively so for a single – while its fuelling is near perfect, being crisp without being overly sensitive at lower speeds. It’s a frugal unit too, sipping fuel over the day’s ride at 4L/100km. With an 11-litre tank that’s a working range of around 250km – a figure that will improve with a more restrained right hand. The 390 Duke serves as a stepping stone between the Indian-made 200 Duke and the Austrian-made 690 Duke, and with an attractive $6,995 (plus ORC) price tag it’s sure to gain plenty of traction here in Australia. At that price it’s just a fraction dearer than Australia’s current entry-level hero, Kawasaki’s Ninja 300, but the 390 Duke is just as learner friendly and it has a significantly more potent power-to-weight ratio. There’s only one downside – its compact legroom will prove a little too tight for taller riders (say, 185cm and over). If that’s you, there are more accommodating bikes out there, even in the LAMS (Learner Approved Motorcycle Scheme) category. For the majority of riders, however, KTM’s latest player on the world stage will both surprise and delight. The 390 Duke is a superb example of the international cooperation that is already transforming the global motorcycle industry. It’s a winning recipe and it deserves to do well.

KTM’s latest exists due to international cooperation


KTM’s commercial tie-up with India’s Bajaj Auto Ltd goes back to 2007, when Bajaj bought a 14.5 per cent share of the Austrian firm. Bajaj has increased that share over the years, raising it to just over 47 per cent in early 2012. Principal KTM shareholders, Stefan Pierer, (KTM’s Managing Director) and Rudolf Knuenz (another KTM executive) have said Bajaj will never hold a majority share. Through the pair’s automotive holding company, Cross Industries, Pierer and Knuenz hold a controlling 51 per cent stake. Bajaj Auto Ltd is a true heavyweight of motorcycle manufacturing in India, second only to Hero Motocorp. Under KTM’s watchful eye it now produces the 125 Duke (not presently sold in Australia), 200 Duke and 390 Duke at its Chakan manufacturing facility in Pune, southeast of Mumbai. The relationship provides Bajaj with KTM’s technological expertise while giving KTM an entry into the world of cost-effective, high-volume manufacturing. The strategy is working – the high sales of the 125 Duke and 200 Duke were instrumental in propelling KTM to the coveted position of top-selling European motorcycle marque in 2012, outselling even BMW. KTM 390 DUKE ENGINE POWER/TORQUE TRANSMISSION SUSPENSION BRAKES WEIGHT PRICE COMPETITORS WEBSITE

375cc single-cylinder 32kW/35Nm Six-speed Inverted 43mm fork, non-adjustable; rear monoshock, adjustable for preload Single 300mm disc, four-piston caliper (front); single 230mm disc, single-piston caliper (rear) 139kg (with all fluids except fuel) From $6,995 Honda CBR250R ABS ($5,990); Kawasaki Ninja 300 ABS ($6,699)




SERVICE DIRECTORY Do you own a SmartWasher or Bio-Circle Parts Washer? Up until now you have been buying the “Fluid” at exceptionally expensive prices and also filter mats impregnated with the microbes to recycle your fluid at an additional cost. Well not anymore because now made in Australia we have a better product at a far more reasonable price. It has taken time to develop our Greener is Cleaner Fluid GC-3 but it is now available and will save you $$$$$ in the running costs of your Parts Washer machine. Not only is GC-3 stronger and cleans parts much easier than your existing fluid it’s already got the microbes included so you don’t need to buy Filter Mats on top of the cost of the Fluid. Our Microbes don’t come in millions but Billions and that also guarantees a far more efficient fluid recycling process and a cleaner machine requiring less maintenance. We will save up to 50% of what you are paying right now and freight is free in Australia. Conditions Apply.

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Clear vision UNROADWORTHY VEHICLES ARE not only dangerous, they are unsellable and become a worthless item. Unsellable items are of no use to anyone, in particular in the automotive trade. But when it comes to the vital safety equipment such as vehicle lighting there is a solution that will bring back to life a used item that may appear ready for the scrap heap.

Chris Vasili is the owner of Rightway Enterprises and is an auto industry veteran who has previously successfully operated a vehicle importing businesses. In 2009 he began investigating the business of polishing headlights and through much experimentation created, in 2011, Rightway Enterprises. Since starting his business Rightway Enterprises has provided cost effective solutions to the automotive industry. Secondhand cars, commercial and truck dealers, mechanical workshops, body shops, rental car companies, auto recyclers

and auto electricians all use his services. He solves roadworthy and safety issues for them.

“Headlights are made from polycarbonate and, when they are exposed to sunlight, soap suds or even heat from the head lights themselves, can break down and turn yellow. When lights get to a certain point the vehicle will be deemed unroadworthy and subsequently unsellable” Vasili pointed out. He also stressed that “Basically, if you can’t see into a headlight, the light won’t be coming through at the required level and that is unsafe and probably a roadworthy issue.” Vasili’s remedy is simply; he visits his customers (90 per cent of them are in the trade) in his Holden Combo Van, inside of which is all the necessary equipment, complete with a compressor. All he requires is a 240-volt power supply. While not wanting to completely reveal his trade secrets, Vasili

told Australian Automotive that the process involves: masking the vehicles paintwork, sanding the headlight in a four-stage process (two dry and two wet), polishing, cleaning with solvent, heating and applying a clear coat (then repeat this process), then applying three different polishes. The refurbishment of a pair of headlights takes one hour and costs $66 (including GST and site visit). Commercial truck lights are charged the same price. All work comes with a two-year warranty. “We solve numerous problems for trade customers. For secondhand dealers, we can cost effectively take a vehicle from unroadworthy condition to a roadworthy one so that the vehicle is ready for sale. For rental companies, we can have the vehicles back on the road within one hour. We also

do a large volume of work for auto electricians, mechanical workshops and bodyshops, and also for auto recyclers we can make old and worn out lights look brand new and ready to be sellable again.” Rightway Enterprises is Melbourne based “at this stage” but Vasili is investigating various avenues in order to expand the franchise across Australia in the near future. “I have gained knowledge and expertise about this business and have been able to establish some significant supply contacts. I can lend that expertise to someone, anywhere in Australia, so that they can start their own business.” Go to

Are your headlights scratched, or are they turning yellow? Are they slowly fading and not providing the required lighting? If so you probably have a roadworthy issue. Your headlights don’t need replacement. Rightway Enterprises can refurbish your headlights onsite without removal in just 90 minutes. We provide a three-year warranty and a more cost effective solution to expensive headlight replacement.

RIGHTWAY ENTERPRISES m: 0417 943 977 e:



Launching Pad Be seen by the Australian Automotive Industry Got a product you want automotive businesses to know about? Be in touch:

Licensed to draw For the Aston Martin, 007 and Skyfall fans here is the very latest from car-artist, Mike Harbar. Order your print directly from the artist and relive a magic movie moment. Prints are published in four sizes: small ($40); medium ($60); large ($100); and extra large limited edition of 100 for $250. Visit

Smart Storage Alemlube has recently launched a new range of 400-litre diesel storage and dispensing kits with lockable lids to compliment its existing range of 200, 400 and 600-litre storage and dispensing kits. The new kits consist of a heavyduty locally-designed and manufactured polyethylene tank with three different pumping options.

Belt range grows ATAP has over 2,000 Pro-Torque Engine Gasket part numbers in the range, which includes full sets and individual kits for head, water pump (pump to block) and valve regrind, as well as gaskets for oil pan, inlet manifold and exhaust flange, rocker cover, auto pan, timing case, timing cover seal sets, and valve stem seals. See


Sealing Solutions Backed by over 100 years of automotive sealing solutions, Payen delivers innovative gasket designs. Parent company, Federal Mogul, is a leading global manufacturer of OE cylinder head gaskets and static sealing components. Products include multilayer steel cylinder head gaskets, steel elastomer cylinder head gaskets, cylinder head bolts, high temperature alloy exhaust gaskets, liquid elastomer molding ancillary gaskets, oil seals, and T-Joint sealing. Go to

Heavy duty Braking The new Bendix Truck & Trailer Catalogue, containing a host of new applications for heavy transport, is a valuable reference guide for all commercial service workshops and transport parts stores. This latest application guide covers listings for the widest range of trucks and trailers referencing models, variants, year, type of axle, pads, brake shoes, linings, riveted kits and hardware. Go to

Clear Winners Narva has introduced two versatile and compact LED interior lamps to its interior lamp program. The new multi-voltage 9-33-volt LED lamps, measuring just 174mm and 242mm in length, each have 180-degree lens rotation built in, allowing fast and easy adjustment of the light where it’s required. See





Teaser Correct answer for last issue’s Taillight Teaser is Mercedes-Benz SLS AMG GT

Aut oju mble

Adria Billabong Concept Crusader Evernew Galaxy Geist Goldstream


Jayco Jurgens Kedron Keystone Majestic Millard Nova Paramount


Regal Regent Retreat Roadstar Roma RoyalFlair Scenic Sunliner

Supreme Swift Trakmaster Traveller Windsor

s er e u r ns ct va a u f a ra an f c M o



VW recently released the seventh generation of what car?


Which driver dominated the inaugural Austin 400 round of the V8 Supercar Championship?


What is the name of Volvo’s new electric/diesel hybrid car?


What Italian sports car marque celebrates its 50th anniversary this year?


What iconic model will spearhead the reborn Indian Motorcycle’s new range?


What is the name of Indian Motorcycle’s sister motorcycle marque?


Who was recently appointed as the new CEO of V8 Supercars Australia?


What prestige marque recently slashed around $100,000 from the price of its 12C sports cars?


What British-headquartered marque, famed for its rugged 4WDs, celebrates its 65th anniversary this year?

10. What WA-based company owns the RV brands Coromal, Windsor, and Camec?

If you can find my nuts, you’re a dead set legend.

















8 A B C D E F G H I J K L

MOTO Across


1 4 5 6  7

French tyre manufacturer (8) This engine format is favoured by Porsche (5) ‘Greener’ automotive power sources can include ...-fuels (3) Today’s ever-popular class of family vehicle (3) This major motorcycle marque recently announced a commerial tie-up with Indian firm TVS Motor (3) 9 Which Japanese maker was behind the Bongo van? (5) 11 Mitsubishi’s highperformance division, Ralli... (3) 14 Paul ...... did the voice of Doc Hudson in the animated movie Cars (6) 15 Kia subcompact model (3) 16 American slang for car crash (5) 17 Spanish oil giant (6) 19 German ABS supplier (5) 20 The name of the city in which Toyota is headquartered, in Aichi Prefecture (6) 22 The grade of a motor oil can also be called its ...... (6) 25 The auto safety aid prevents sliding under power (3) 27 German automotive light globe manufacturer (5) 30 Long-lived family of Nissan sports cars (2) 31 This Italian tractor company is based in Fabbrico (7) 34 Kids’ TV cartoon, .... the Racing Car (4) 1 Steve McQueen drove one in the film Bullitt (7) 2 Compact Honda SUV (3) 3 The Model T Ford is also known as a ‘Tin ......’ (6) 4 Talladega Nights: The Ballad of Ricky ..... (5) 5 The world’s third largest energy company, based in London (2) 8 WA’s Barbagallo Raceway is in this Perth suburb (8) 10 Modern automotive battery format (3) 12 The fuel is held in the .... (4) 13 High-profile Toyota hybrid (5) 14 Street motorcycle race held in Northern Ireland, ......... 200 (9)

18 Triumph sports car of the ’70s (4) 19 Piaggio’s Ape three-wheeler utility vehicle is named after the Italian word for this insect (3) 20 Audi sports car (2) 21 High-speed European train service (3) 23 This Toyota city car first went on sale in Japan in late 2008 (2) 24 Essential auto warning device (4) 26 When an engine is running beautifully, it’s said to .... (4) 28 Wash the car and it’s sure to .... (4) 29 German oil, fuel and lubricants brand owned by BP (4) 32 In the world of 4WD tyres, this acronym equates with ‘all-rounder’ (2) 33 Initials often found in the Aston Martin model range, denoting the firm’s ‘post-war saviour’ (2)

AUGUST JUNE 2013 2012

73 71



with Horace Kope

Answers 1 Golf GTI 2 Jamie Whincup 3 V60 Plug-in Hybrid 4 Lamborghini 5 Indian Chief

6 Victory Motorcycles 7 James Warburton 8 McLaren 9  Land Rover 10 Fleetwood Corporation

Aut oju mble August ~ September Aries March 21 – April 20

The sun is travelling into your hemisphere today, but the moon will be there tonight and Jupiter is in its pyjamas – this month keep an eye on finances and watch out for pillow fights.

Taurus April 21 – May 21

Venus came over to see you this afternoon, something about a new love, a previous love, or a love waiting in the wings? Dunno. Oh yes, it also left you a note about some test results.

Gemini May 22 – June 21 You should always let a sleeping dog lie. Besides, when it wakes up it wouldn’t tell the truth anyway. Be aware of your animal instincts (and if your animal stinks let it outside).

Cancer June 22 – July 23

Don’t you love the approach of the Winter Solstice? The days get shorter, then they get longer. Of course, if you stayed in bed till 12pm, the days will be really short. Get some rest.


Leo July 24 – August 23

Apparently a lot of accidents happen in the home. So, this month, I suggest you move. Failing that, take care accident prone Leos, watch your footing (carna pies!).

Virgo August 24 – September 23

The planets line up for you this month in an extraordinary way; in a sort of conga line. Virgo, you have a tendency to be fussy and pedantic (really annoying by the way)...

Answer: E2&G4

Libra September 24 – October 23

You have the ability to hide, to be almost unseen, yet to be there in times of need, when you’re most helpful. You’re slim, attractive, and I think I’m confusing you with a product.

Scorpio October 24 – November 22











Aquarius January 21 – February 19



Aquarians, this is a good time to go camping – chilly, frosty, fresh, mountain air, misty romantic hideaways. But don’t skimp, lest this be the winter of your discount tent...





The machine at Coles said ‘Please take your receipt and change’. So I took my receipt and I really tried to change. I was helpful, I listened, I cared. Not like you with your issues, Scorpio.

Sagittarius November 23 – December 22

My uncle always said what doesn’t kill you makes you stronger. That was before his accident. He’s not so much of a philosopher now, but loves the compo. So it kinda panned out.

Capricorn December 23 – January 20

Yesterday upon the stair, you met a man who wasn’t there. He won’t be there again today. Which works out well coz you owe him money. I know that doesn’t rhyme but it’s still poetic.

Pisces February 20 – March 20 If fish hang out in schools how come they get caught in a net so easily? I asked Annette. She said she fished with a pole. A guy named Warchowski. Turns out he’s a teacher from Finland.





Sommelier with ithh Ri Rick i k BBesserdin di

Brewing Beer – Water Water played a part in developing some of the world’s most important beer styles. Though, in actual fact, it is not the water, but the minerals in the water that helped to develop these styles. The salts and minerals present in the water can influence the flavour and taste of the malt and hops, as well as the performance of the yeast. For example, the soft water with low mineral content available in the Czech town of Pilsen (Plze ), allowed them to brew the light delicate pilsener lagers that are now brewed around the world. In sharp contrast, the English town of Burton-upon-Trent had water with high mineral content. The local brewers were able to balance the beer flavours by adding extra hops. This led to the increasingly popular IPA style of heavily hopped beer. Today, water used for brewing is treated and at the least filtered to remove the chlorine. Larger brewers

generally use reverse osmosis to guarantee the water is pure. They will then add any necessary salts or minerals in the brew house to match the beer style. So, despite advertisements that claim otherwise, the source of the water used for brewing has no real influence on the beer produced in a modern brewery. The water is filtered, purified, and has had its mineral levels adjusted in the brewery.

Beer F a

ct The olde recipe is st known was aro for beer. This un ago by th d 4,000 years eS in Meso umerians potamia .

Endeavour 2012 Reserve Amber Ale The boys at Endeavour Beer have a great philosophy. They noted that wines have seasonal variations, each vintage is cellared and savoured for its own idiosyncrasies, and yet this does not happen with most beers. They advocate the year of vintage as being the year that the ingredients were harvested, rather than when the beer was brewed. Brewer, Andy Stewart, prides himself in sourcing the best locally grown ingredients for his beers by visiting and consulting Tasmanian hop and barley growers. So, a number of batches of the same beer may be

made throughout a year, but from the same harvest of barley and hops. They do not yet have their own brewery, but use their own ideas and recipes. The recipes are chosen to enhance the cellarability of the beers, by using roasted malts and high hop levels. The beers are all bottle conditioned and have adopted a ‘Best After Date’ printed on the bottle. Make sure you let this ale warm up before you taste it, so that you can enjoy all the flavours. It pours a dark reddish copper colour with a thick rocky head. The aroma is a mixture of spicy hops and sweet malt. The palate is complex, full flavoured and malty, with hints of fruits, nuts, and chocolate. The warm and rich flavours make it ideal for a cold winter’s night. RATING: BEER STYLE:

Amber Ale




26 IBU


14 SRM




Tulip or chalice


Beef, lamb, and pork dishes, cheese, and rich deserts.

Beef Ale Ragu with Pappardelle Serves: 4 Prep: 30 min Cooking: 4 hours Ragu is a slow-cooked traditional Italian favourite that is delightful on a cold night. This version is matched with some warming amber ale that brings out the best flavours in the dish. Ingredients · 500g beef cut into 2–3cm cubes · 200g mushrooms cut into chunks · ½ onion, chopped · 2 celery sticks, sliced · 2 carrots, medium size halved & sliced · 2 cans whole tomatoes (440g) · 2 garlic cloves, crushed · 4 slices pancetta, chopped · 1 cup vegetable stock · 150ml amber ale · A handful of fresh basil, chopped · 1 heaped tbsp plain flour · Salt and pepper to taste · Olive oil for frying · 375g pappardelle pasta · 50g Parmesan cheese, grated Method 1. Preheat oven to 150 degrees. 2. Put meat into plastic freezer bag, add flour, then shake to coat. 3. Add some oil to heavy-based, flameproof casserole dish over medium-high heat. 4. Brown meat, in batches, then set aside. 5. Add onion and garlic to dish and cook for a few minutes, stirring occasionally. 6. Add two cans of tomatoes and break them up with spatula. 7. Add celery, mushrooms, carrot, pancetta, basil, stock, and beer to dish. 8. Bring to boil. 9. Check flavour and season with salt and pepper to taste. 10. Add meat and place into oven. 11. Cook for 3.5 to 4 hours. The sauce should be thick and meat tender. 12. Cook pasta according to packet directions. 13. Drain pasta in colander, and serve immediately topped with Ragu, a generous helping of Parmesan cheese, and a glass of rich amber ale.



Mythical Motors WORDS Damien Slavin CARTOON John Stoneham

Now, that’s innovation DINNERTIME AT THE Mythical household finds Mick and the family seated around the dinner table. Despite numerous, and often vociferous, attempts by the kids to dispense with this outmoded behaviour, Mick had dug his heels in: dinner was at the dinner table, not in front of the telly, not in the bedroom, end of discussion! The conversation drifted around until Mick related that, listening to the radio on the way home this night, a socalled expert was intoning that small businesses need to innovate to survive: What the hell does that mean? The youngest Mythical grabbed for his phone, which brought a withering stare from Mick, whose rationale for dining at the dinner table was to get the kids away from technology and talking to each other. Alas, technology was not to be denied and had followed the Mythical tribe to dinner. “Settle Dad, it’s not social media. I’m researching,” said Mini Mick, as he furiously tapped away at the phone’s tiny screen. Mick sighed. In his day, research largely consisted of consulting the Encyclopaedia



Britannica; the vast volumes of red leather-bound books that cost his father a king’s ransom and took pride of place on the bookshelf in the lounge room. Now, when in doubt, you consulted either Google or Wikipedia, whilst the encyclopaedias (passed from father to son) languished unused, until they were banished to the spare room and eventually, when Mick wasn’t looking, Madge had efficiently recycled. Months later, Mick still hadn’t noticed.

“That’s an urban myth,” chimed the family as one, all holding their electronic devices aloft (as in some sort of conspiracy), but all brandishing articles debunking Mick’s oft-quoted pen story. “Rubbish!” snarled Mick, who was rather attached to that story and had used it often in the workshop to illustrate that, sometimes, solutions to complex problems need not always be complex, technological, or both.

“Here you go, Dad,” the youngest Mythical announced. “Innovation is the notion of doing something different rather than doing something better; in that you recognise a need, have competent people with the relevant technology and the appropriate financial support.”

“Sorry Mick, nice story but alas it is untrue,” responded Madge as she flicked her iPad. “It appears that an American, by the name of Fischer, developed a special pen that can write in any orientation and in the absence of gravity. The pen has been used both by the Americans and Russians in space.”

“Sounds simple enough,” responded Mick, sarcastically. “I’ll run that past the lads tomorrow. I’m sure we’ll be innovative by the end of the week.”

“….and you can still buy them!” chimed in Mini Mythical.

Mick continued, wearily, “You know my feelings on technology, best summed up by the story you may have heard once or twice: NASA spent millions of dollars developing a pen that would write in zero-gravity space. The Russians, faced with the same problem, used a pencil.”

“Well, Father’s Day is coming up,” responded Mick. “What’s more, it’s an innovative solution. I have a need to avoid the usual socks and jocks. Competent people with the relevant technology? Well, judging by the display of devices, I guess that means you lot. Appropriate financial support? I guess that means I’ll be funding it as per usual.”

Servicing diesel fuel injection pumps and injectors, mechanical and electronic systems


Common Rail specialist for DENSO, BOSCH, DELPHI and SIEMENS


Specialist in diagnostic and repair of diesel vehicles


Servicing large engine fuel system 1000hp to 36,000hp


Exchange pumps and injectors for popular models for cars/ trucks/4WDs/buses/machinery etc


Steinbauer power modules for electronic diesel engines


Turbochargers and turbo kits available

Authorised dealers for

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(03) 9312 1633

VACC Creative ServiceS 10-148


Australian Automotive August 2013  
Australian Automotive August 2013