Australasian Automotive August 2022

POWER PLAY EV VS ICE

06 BIG DEAL

It takes time and effort to find the best business suppliers. VACC has already done the hard yards for its members

08 BRIGHT FUTURE

The future is electric and automotive is moving with the times. With great change comes great career opportunities

10 REALITY CHECK

The Federal Government has an ambitious zero and low-emission vehicles policy agenda. But is it realistic?

14 FULLY CHARGED

A policy roadmap from government needs to consider all facets of ZLEV adoption, not just charging infrastructure

16 MOTORIST RIGHT

Having choice of repairer is a fundamental right. To support independant repairers, industry must first educate motorists

20 ROAD TRIP

Everyday insights from automotive business owners fuel the crucial advocacy work of industry peak bodies

22 AUTO LEGEND

The Museum of Vehicle Evolution has honoured industry figures in the Avenue of Legends, including VACC’s Paul Bertoli

23 TASSIE TALENT

m Mitchell of Jackmans Garage in Moonah, Tasmania, is a top apprentice and is looking forward to the future

FE ATURES

26 EXCITING TIMES

Automotive is evolving and it’s an exciting time for the industry. VACC events are mixing business with pleasure

32 BIG CHAIR

DENSO celebrates 50 years in Australia this year but as far as President and CEO Gavan Keenan is concerned, it’s only the beginning

36 THE WHEEL

It’s time to deep dive into the past, present and future of the humble wheel. Mankind’s greatest invention. Or is it?

42 FORWARD FOCUS

Electic vehicles are slowly making a dent in national sales figures. How long until they take the lead?

TECHNICAL

48 IN THE KNOW

Demystifying the DENSO CRD system suction control valves, plus how to master the torque wrench

54 SERVICE DIRECTORY

Find everything from the latest products to the best business services you need all in one place

56 BUSINESS INDEX

Drive your business forward by taking advantage of VACC corporate partnerships and services at your fingertips

Celebrating 50 years in Australia.

Thanks to our team, both past and present, and our c u stomers for their s up port throughout the years.

Here's to the next 50 !

DAVID DOWSEY

CORPORATE PARTNERSHIPS

IF you turn to page 56, you’ll see a bunch of corporate logos. Most of them you’ll know – Commonwealth Bank, TNT, Officeworks…

Why is this notable?

It’s yet another sign providers of important business services – like banking, power broking, superannuation, and health insurance – want to be involved with VACC. We call them corporate partners; others call them alliances. The name is not important. What is important is what these alliances might be able to do for you and your business.

Depending on your circumstances, you might be able to get a better deal on ATM services, you might be able to cut your freight charges, or save on your power bills. VACC and TACC members have access to many deals and offers through the Chamber’s Corporate Partnership Program and, if accessed diligently, the savings could easily offset the cost of VACC membership or pay for an annual holiday. Who doesn’t want that?

Corporate partnerships have been developed over many years to help benefit members, reducing their business costs, and accessing products and services not available to the general public. Whether it’s joining the Chamber’s TNT deal or having access to exclusive member pricing on EFTPOS rates with Commonwealth Bank, VACC/TACC corporate partners continue to help members across all areas of their business.

If you think a VACC corporate partner could help you, contact Daniel Ellul on 03 9829 1152 or email dellul@vacc.com.au

MANAGING EDITOR

David Dowsey

03 9829 1247

editor@australasianautomotive.com

SUB-EDITOR

Pia-Therese Hams

DESIGNERS

Faith Perrett, Gavin van Langenberg 03 9829 1189

creative@australasianautomotive.com

CONTRIBUTORS

Geoff Gwilym, Steve Bletsos, John Caine, Rod Lofts, Imogen Reid, Bruce McIntosh, Paul Tuzson, Shane Jacobson

57, 700 READERSHIP

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Connect with VACC

Australasian

Spread the cost over 2-6 months. No interest. None. Plans up to $3,500.

RECENTLY I was at a careers expo

– VACC runs an apprenticeship scheme after all.

This wasn’t just your average event though, the focus was purely on the trades and tech disciplines. Two booming, cutting-edge industries. Specifically, the expo aimed to give young women an opportunity to connect with employers and key industry organisations.

Attendees experienced handson activities and learnt about well-paid careers in traditionally male-dominated industries.

GEOFF GWILYM

ENDLESS OPPORTUNITY

Now, I am not saying automotive is for everyone. That is why places like VACC develop programs like AWIA – so curious students can give it a test drive first.

Accelerating Women into Automotive is a venture from VACC, the Victorian Department of Education and Training and the networking group, Women in Automotive, that supports young females interested in the industry.

It wasn’t just full steam ahead at VACC’s Accelerating Women into Automotive (AWIA) section, every stall was buzzing. And why not?

It’s an exciting time in automotive and, clearly, I’m not the only one who thinks so.

We are on the verge of an electric revolution and automotive is moving with the times. And with change comes great opportunity for all Australians.

Over four weeks, participants receive coaching at a registered training provider and experience interesting and varied work placements. If they decide it’s a good fit, facilitators help them secure an apprenticeship and provide ongoing support.

Automotive can really take people places. I started out as a body making apprentice before switching gears to eventually become an industry body CEO. So, if automotive piques your interest – come and give it a try.

To hear more from industry thought-leader, Geoff Gwilym read the VACC column in Friday's Herald Sun, and subscribe to THE GRILLE podcast.

STEVE BLETSOS

EV TARGETS REALITY CHECK

THE federal Labor Government has a very ambitious policy agenda in relation to zero and low-emission vehicles (ZLEVs). The electric vehicle (EV) strategy, as outlined in its Powering Australia Plan, claims 89 per cent of new car sales will be electric by 2030, almost double the forecast of the previous Liberal Government.

These ambitious EV targets are largely based on the results of modelling commissioned by Labor, the details of which are mostly unavailable.

From what we do know, however, Labor’s 89 per cent EV target will be achieved via the following policies:

The removal of the five per cent import tariff on EVs that fall below the Luxury Car Tax threshold

The exemption of EVs from Fringe Benefits Tax for the personal use of business vehicles

A government fleet target of 75 per cent electric cars by 2025

The rollout of 1,800 public charging stations, and Reviewing building codes to allow more charging options.

While these measures will stimulate EV sales to a considerable degree, the question is, are they sufficient to raise EV sales in Australia from just under two per cent, to 89 per cent of new vehicle sales in the space of eight years? Or to put it another way, will EVs displace the sale of new petrol and

diesel vehicles almost entirely by 2030, as according to Labor’s modelling?

While having big EV targets is commendable, they must also be realistic and be able to withstand scrutiny. In terms of the removal of the five per cent import tariff on EVs, this will have a very limited effect on reducing EV prices and stimulating sales, as more than half of all EVs currently on sale in Australia are already subject to a zeroimport tariff because of pre-existing free trade agreements with many source countries including China, Japan, South Korea and the US. If anything, this policy will mostly benefit the sale of luxury brand EVs from Europe, whose sales volumes are far lower.

The Fringe Benefits Tax (FBT) exemption, however, will have a much greater effect in stimulating EV sales. Essentially, FBT is a 47 per cent tax on the personal use portion of a work motor vehicle. An FBT exemption would result in a generous financial incentive for EVs purchased under a novated lease, saving many thousands off the FBT bill on the personal use of EVs operated by fleets and company-car drivers. These FBT savings could be in the order of between $8,000 and $15,000 depending on the price of the vehicle.

There are, however, two main flaws with this initiative. Firstly, the take-up rate of cars purchased via novated leases is very low, around 10 per cent, while private buyers who pay out of their own pocket for an EV and represent more than half of the EV market, are ignored. Secondly, the FBT exemption does not reduce the price paid for EVs by private buyers or business fleets.

Perhaps the most controversial aspect of Labor’s modelling is the expectation that average household power prices will fall by 18 per cent by 2026, and by more than 26 per cent by 2030 as the share of renewables and battery powered vehicles on road increases. Given the current state of turmoil within our energy market, perhaps the less said about this forecast the better.

Furthermore, if there is an assumption price parity between EVs and internal combustion engine vehicles will be reached by 2025, which will drastically accelerate EV sales towards the 89 per cent target, then this expectation may also need to be revised, as the cost to produce EVs is due to surge over the next four years, from soaring battery costs. Price parity is now considered to be delayed until the end of the decade. If the government is serious about reaching an EV sales target by the end of the decade that’s akin to that of Norway today, then a greater focus on the mass vehicle market becomes a policy imperative. Most countries that have achieved high EV penetration rates to date have done so on the back of serious EV price subsidies to the value of between $10,000 and $15,000, along with tax credits and other purchase incentives.

So, what would be the impact of having say a $10,000 EV price subsidy here in Australia?

According to VACC modelling, if the Federal Government offered an EV subsidy of $10,000 for each new EV sold, and if it were applied at a $60,000 EV price threshold, then:

Approximately 320,000 new EVs would sell in a 12 to 24-month period, which represents a 32 per cent share of the new vehicle market. This immediately gets the Federal Government much closer to its policy targets

• The cost of this initiative would be just over $3 billion.

While such a subsidy comes at a high cost, unless there are other EV policy announcements we don’t know about, then it is highly unlikely we’ll achieve an almost 90 per cent EV sales target based on current policy settings. If it weren’t for Australia’s $1 trillion debt position, then doing more to reduce the upfront cost of EVs for the mass market would be an easier sell for the Federal Government.

JOHN CAINE WARRANTIES AND GUARANTEES

VACC’s Business and Consumer Affairs department often gets asked by both members and the public whether there is a legal requirement to provide written receipts, or what the law would call ‘proof of transaction’.

The answer is as follows:

The Australian Consumer Law (ACL) states that suppliers must provide proof of transaction to consumers for goods or services valued at $75 or more. A GST tax invoice is sufficient proof of transaction. Consumers may also request that the bill be itemised.

ACL reference: sections 100–101

A proof of transaction for supply of goods or services to a consumer is a document that states:

Identity of the supplier of the goods or services

Supplier’s ABN or ACN

• Date of the supply

Goods or services supplied to the consumer

Price of the goods or services.

Examples of proof of transaction include:

• GST tax invoice

Cash register receipt

Credit card or debit card statement

Handwritten receipt

Lay-by agreement

Confirmation or receipt number provided for a telephone or internet transaction.

Put simply, a supplier of goods and services (business) must provide proof of transaction when a consumer:

Buys goods or services worth $75 or more (excluding GST), as soon as practicable after the transaction

Asks for proof of transaction for goods and services costing less than $75, within seven days.

Further, a consumer can request the supplier for an itemised bill that shows:

How the price was calculated

• Number of labour hours and the hourly rate (if relevant)

A list of the materials used, and the amount charged for them (if relevant).

This request must be made within 30 days, of whichever happens later:

The services are supplied

The consumer receives a bill or account from the supplier for the supply of the services.

The supplier must give the consumer the itemised bill without charge, and within seven days of the request. It must be expressed in plain language, legible and clear.

Where warranty or goodwill labour and/or parts are supplied at no charge, the above obligations do not apply.

Businesses should be extremely wary of entering into cash arrangements where no paperwork is to be provided. A consumer has an absolute right to demand this at a later stage as detailed above.

The maximum civil penalties for failing to provide consumers with a proof of transaction, or not providing it within the required time, are $15,000 for a body corporate and $3000 for an individual (sole trader or partnership).

Exclusive benefits for members of VACC.

DR IMOGEN REID INDUSTRY POLICY MATTERS

NOW the dust has settled on the federal election, the Chamber policy team turns its attention to the forthcoming Victorian State Election, slated for November 2022. As with all state and federal elections, VACC prepares a comprehensive policy document, outlining the priority policy reforms for the service, retail and repair sectors of the automotive industry. This year, following on from the REVolution federal policy document, VACC will launch its state-based manifesto Fully Charged, at a special event attended by politicians, senior bureaucrats and regulators at the Parliament of Victoria in August. The document will touch on the importance of preparing a future workforce, developing smarter legislation and more efficient methods of taxation, business support, the environment, and, of course, workplace relations issues. Also on the agenda is preparing for an electric future. This means developing a comprehensive, robust policy roadmap that considers all facets to the adoption of the Zero and Low Emission Vehicles (ZLEVs), not just charging infrastructure. We are talking about consumer incentives, road user charging, recycling, resale and the upskilling of an existing workforce to safely service such vehicles.

The Victorian State Government needs to, as a matter of urgency, take a leadership role in implementing said policy, in collaboration with the automotive retail industry. I also stress the importance of retail automotive being at the heart of ZLEV policy development – not just the energy providers (which we have seen to date). Some make the comparison that this is akin to petroleum companies telling you how to service your car. It just doesn’t make sense.

Further to this, VACC has been working hard behind the scenes to provide members with access to quality and relevant training to ensure the safe repair of ZLEVs. VACC is pleased to launch an accredited electric vehicle training course in partnership with Chisholm Institute. Credit must be given to VACC Industry Policy Advisor, John Khoury for his commitment to ensuring this two-stage approach to training was developed to meet the needs of industry. This includes AURETH101: Depower and reinitialise battery electric vehicles (stage 1) and a workplace procedure module (stage 2), which provides guidance on control methods to reduce employee exposure to OHS incidents related to working on high voltage ZLEVs. VACC is also currently

in talks with other training providers to broaden the reach of this training to regional Victoria and Tasmania. We will be sure to advise members once this becomes available.

Additionally, I would like to spotlight the launch of the Motor Vehicle Service and Repair Information Sharing Scheme (the Scheme) by Assistant Minister for Competition, Charities and Treasury, The Hon Andrew Leigh MP on 30 June 2022, the day before the Scheme officially came into effect on 1 July. It cannot be overstated how significant the implementation of the Scheme is to the automotive aftermarket. It is a battle won as a result of decades of tireless advocacy, and those involved in the outcome deserve high praise indeed.

In closing, I look forward to sharing VACC’s policy manifesto with members in August – please look out for the document in your inboxes. As always members can request a hard copy. In the meantime, I invite members to always get in touch with any issues facing their business, as our mandate is to lobby for a better business environment for all our members.

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CAN you choose where to have your vehicle repaired in the event of an accident? I reckon I’m on safe ground in suggesting you don’t know the answer. Do you read your vehicle insurance Product Disclosure Statement (PDS) each year at renewal time? I bet you don’t. Can’t blame you. An insurance PDS is hardly riveting reading, with plenty of fine print that’s tedious to wade through. Insurers are good at making the detail hard to read and understand. And yet, it’s extremely important you know what you’re paying for. Having choice of repairer is a fundamental right. It’s your vehicle. You are paying good money for your insurance policy. So, you should be allowed to have your vehicle repaired by the business of your choosing.

BRUCE MCINTOSH

YOUR CAR, YOUR CHOICE

You may not have a strong opinion on who repairs your vehicle, and that’s fine. But plenty of people do.

Some motorists have an ongoing relationship with a panel repair shop they rely on and trust –I know this is the case for many Tasmanian Automotive Chamber of Commerce members. Some people, particularly in regional areas, are passionate about supporting local. Many owners of collectable and classic vehicles only want to take their pride and joy to a marque specialist. All these are legitimate reasons to want choice of repairer.

So, when it comes to renewing your vehicle insurance cover, take the time to ask if you have choice of repairer. If you do not, go to an insurer who does offer it.

WOW, did I have a ripper evening at the Victorian Automotive Chamber of Commerce (VACC) Member Open Night.

VACC member-business owners, politicians, and industry figures braced the cold and embraced the opportunity to get together and talk shop, network and tour the Chamber’s impressive new abode in North Melbourne (with yours truly).

Lord Mayor of Melbourne Sally Capp addressed attendees and was among the captivated audience members watching as ex-Holden Special Vehicles (HSV) car designer Adam Dean Smith and clay modeller Peter Watson (who also has an impressive history with Porsche, Bentley, BMW, HSV and Ford) got to work and created a new car right before our eyes.

The night was great fun, but Victoria’s peak automotive body was also making a statement: Automotive is evolving and it’s an exciting time for the industry.

SHANE JACOBSON WE'VE STILL GOT IT

Now, HSV may have wrapped up - at least in terms of creating Holden hot rods - but we still have top-notch auto skills.

Australia has a lot to offer and there are still opportunities to showcase our talent and entrepreneurial spirit.

And I am not the only one who thinks so.

The Australian Government’s Automotive Transformation Scheme aimed to encourage competitive investment, innovation and economic sustainability through financial assistance.

Grants covered up to 15 per cent of the cost of eligible plant and equipment, and 50 per cent of eligible research and development investments.

The initiative closed recently but we need more of this type of thinking.

Such support bolsters the industry as Australia transitions to a lower emissions future.

Think about it. Maybe Australia could become a world leader in creating affordable and scalable low-emissions technology.

Investment will help Australians grow their businesses and throws support behind innovators.

Both aspects are key ingredients for a thriving economy, no? Can’t wait to see what happens next…

See ya on the road folks!

Want to hear more from Shane? Catch him – along with co-hosts Greg Rust and VACC CEO Geoff Gwilym – on THE GRILLE podcast each month. There’s auto news and views, industry insights and trends, special guests, and plenty of laughs along the way. Visit: thegrillepodcast.com.au

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VACC on the road

VICTORIAN Automotive Chamber of Commerce (VACC) CEO, Geoff Gwilym and VACC Executive Training Manager, Nigel Muller left the Chamber’s new North Melbourne hub and headed to regional Victoria to talk shop with member-businesses and political figures.

First stop, Shepparton in northern Victoria. VACC Executive Board member, Paul Bertoli of Bertolis Agricultural & Industrial, welcomed the pair and – along with local pre-selected Nationals candidate, Sam Birrell – the party discussed the industry’s policy priorities in the lead up to the federal election. Topics included

action to combat the automotive skills shortage – such as facilitating Australia’s older workforce, promoting opportunities in regional areas, and removing unnecessary red tape in business.

“I am ready for the challenge of Canberra and look forward to an opportunity to build a bigger and better Australia,” said Mr Birrell. Maskell’s Customs and Classics in Shepparton was next on the agenda

– the team’s expertise in quality custom cars and classic restorations.

Business owner, Greg Maskell toured the VACC representatives around his magnificent workshop. Mr Gwilym also took the opportunity to outline a new

automotive as an exciting career path for the next generation. As part of the campaign, VACC and Tasmanian Automotive Chamber of Commerce (TACC) member workshops will participate in a television show starring Dermott Brereton and Elise Elliott. The duo will tour

A lot of service station regulars made the move with them, and to this day remain loyal customers.

skills were a hot topic. While Mr Connell agreed apprentices were hard to find, he maintained “you can’t beat a good country lad off the farm. They just seem to be able to have a go at most problems and can solve them with time. I have a couple of good learners here and, of course, our star at the front, Tegan”.

The final tour destination was Wodonga, to celebrate 50 years of Chamber membership with the Barlow Bros team. Owner, Michael Barlow spent some time reflecting on his automotive roots and the industry’s changing landscape.

Hailing from England, the Barlow family emigrated from Kent to Perth in 1962. The family hit the ground running, managing the Kings Park Service Station from 1964 to 1970.

“We outgrew that and had to do something else. In 1970, a place came up here in Wodonga. It was called Joe’s Service Station and it was the first 24-hour service station in Victoria,” said Mr Barlow.

The Barlow family took the opportunity and made the move to Victoria and, with a prime location on the highway, it proved to be a winning one.

“We had a staff of 55. We ran the service station, the workshop and the restaurant,” said Mr Barlow. “Every truck had to stop there because it was the only one.”

In 1985, the council resumed the land, and it was time for the next chapter. So, the Barlow brothers – Michael, Tony and Peter – set up a repair workshop at 13 Trafalgar Street in West Wodonga, and Barlow Bros was born.

“I still have customers that were with us at the service station. We are old fashioned.”

A year in, Peter – the only mechanic of the three – decided it was not the industry for him, and soon Michael and Tony ran the show.

The brothers learnt and thrived on the job, with Michael taking his hat off to Shell for giving him a strong foundation. “Shell was a good company, put everyone through training courses.”

Tony Barlow – a former VACC Executive Board member – retired 10 years ago, and Michael has been at the helm ever since.

Echoing many business owners in the automotive industry, “like hens’ teeth” is Michael’s answer when asked about securing new labour. Now, four mechanics work alongside him and he counts his blessings. “They are like family.”

“I have one chap, Matthew ... he did his apprenticeship with us 30 years ago, worked with us for 15 years, went away ... came back to us 10 years ago.”

from far left: VACC Training Executive Manager Nigel Muller, VACC CEO Geoff Gwilym, VACC Executive Board member Paul Bertoli and team; VACC CEO Geoff Gwilym and Bertoli Benalla Branch Manager Darren Connell; Joe's Service Station boasted a workshop and restaurant in Wodonga; Barlow Bros owner Michael Barlow and VACC CEO Geoff Gwilym; In times past – The Barlow family business in Kent (UK); The Maskell’s Customs and Classics team at work; Greg Maskell and VACC Training Executive Manager Nigel Muller

Neither of Michael’s children were automotive inclined and so, while the business will not be passed down to the next Barlow generation, he is putting his feelers out and thinking about the next move – one that is best for the business, himself and his staff.

Retirement is not in the too distant future, Michael admits. “I don’t do weekends anymore; I have given that away.”

And what of the future of automotive generally?

Preparing for the future has always been what kept Michael interested.

“We will be fixing all vehicles, including electric vehicles, for a long time yet. Just because you have an electric vehicle doesn’t mean a whole range of service and repair jobs won’t need to be done. Things like wheels, tyres, brakes and diagnostics will still need to be carried out … for many years to come.

“I’ve got a hybrid car and another one on order. We were here when they said LPGs (liquefied petroleum gas vehicles) were going to take over the world and they never did. It’s technology, it’s all about how you approach it.”

Clockwise

VACC’s Paul Bertoli crowned MOVE ‘legend’

VACC Executive Board member, Paul Bertoli has been honoured at the Museum of Vehicle Evolution (MOVE), formally the Shepparton Motor Museum.

One of seven new Avenue of Legends inductees, Mr Bertoli’s display, which features a banner detailing his industry journey and a Massey Ferguson 135 tractor, was unveiled at MOVE’s Kenworth Dealer Pavilion.

The pavilion space is dedicated to recognising the legends of road transport and associated industries in the Goulburn Valley and beyond.

Mr Bertoli began his career in 1968 with an automotive apprenticeship, before deciding to work for himself in 1976 – with only an iconic Holden Ute, a toolbox and $300 to his name. It wasn’t long before he established a dealership and, with a focus on quality service and customer care, it went on to become one of the region’s leading farm machinery businesses.

During his induction speech, Mr Bertoli acknowledged the support he has received throughout his career from Kubota Tractors and John Berends instruments, products he continues to sell and service to this day.

MOVE hosted an industry dinner to celebrate the new inductees and pay tribute to the 14 foundation Avenue of Legends members. In addition, the event was an opportunity to recognise two leading MOVE supporters, the CMV Truck and Bus group and its Jim Crawford Historic Fleet, and the Bus and Coach Society of Victoria. MOVE’s first Honorary Legend, a much loved local trucking identity, the late John McCarrol, was also recognised.

VACC CEO, Geoff Gwilym – the Chamber is a major museum sponsor – was in attendance, supporting Mr Bertoli and speaking with local Chamber members, including Jarrod Mackin of L&P Mackin Forklifts.

Mr Mackin raised the critical issue of skills shortages, including the challenge of securing future skilled labour, and he and Mr Gwilym discussed the Chamber’s action plan – including direct dialogue with the Australian Government and an upcoming mass-media automotive careers campaign.

Above, from left: VACC CEO Geoff Gwilym, VACC Executive Board member and MOVE Avenue of Legends inductee Paul Bertoli, museum patron Jim Andreadis. Below, from left: Avenue of Legends inductees were celebrated at an industry dinner; Mr Bertoli's display features a Massey Ferguson 135 tractor; the VACC history wall is a permanent exhibit at MOVE

Tassie’s finest

RECENTLY qualified technician

Sam Mitchell, from Jackmans Garage in Moonah, is in rare air, having recently been recognised as Tasmania’s automotive future.

Earlier this year, Sam flew to Melbourne to collect the TACC Progressive Excellence Award at the VACC/TACC Automotive Apprenticeships awards ceremony, hosted by Shane Jacobson. Tasmanian Automotive Chamber of Commerce Manager, Bruce McIntosh,

“He’s our future, a rising star. We need more people like him.”

Sam presents professionally and speaks passionately about quality work, and about doing the job right first time, every time.

“I like being good at what I do. It’s also nice to be rewarded for it,” said Sam.

Sam is currently restoring his own Nissan Skyline and has an ambition to work on other people’s racing cars.

“Motorsport is the pinnacle of automotive technology. So much happens in racing that later flows onto road cars,” said Sam. “I want to be a part of that.”

Sam wants to upskill so he can work on electric vehicles, which he knows will become mainstream before long.

“Electric vehicles are coming,” said Sam. “I want to be ready to work on them.”

Founded by Reg Jackman, Jackmans Garage has serviced vehicles in Hobart since 1946, and is a Repco Authorised Service Centre, Approved Inspection Station, Royal Automobile Club of Tasmania approved repairer and TACC accredited repairer.

Current owner, Graham Cooper took over the business in 1987.

Jackmans – a 20-year TACC member – offers logbook servicing, brake and clutch repairs, auto electrical services, air conditioning service and maintenance, engine reconditioning, roadworthy inspections and a towing service.

For more information about automotive apprenticeships go to autoapprenticeships.com.au

Clockwise, from left: Sam was presented the 2022 TACC Progressive Excellence Award by VACC President Mark Awarmenko and Kevin Sheedy; Sam back at work at Jackmans Garage in Moonah

VALE Mr Robert Mark Johnson 1961–2022

VACC extends its deepest condolences to the Johnson family at the passing of Mr Robert ‘Mark’ Johnson in May 2022. Mark was the owner and Dealer Principal of Johnson’s Truck & Coach Service, a local, family owned and operated truck dealership in Mildura, which he established in 1982. Living in a regional town, he enjoyed being involved within the local community and beyond, who he has supported for over 40 years. His dealership has been a valued member of VACC for over 32 years and a strong contributor to both the Victorian Automotive Dealers Association and the Commercial Vehicle Industry Association of Victoria – both divisions of VACC.

Repco celebrates being Driven by Passion for 100 years

THERE is no-one who has quite the Automotive history that Repco does. Even if they haven’t always been saying it, Repco has been driven by passion and innovation for 100 years.  From reconditioning engines in the ‘20s and ‘30s, helping produce pistons for the Avro Anson, the bearings for Ford V8 military trucks, as well as cylinder heads for Tiger Moth aircraft. In the 60’s Repco built a Formula 1 world championshipwinning engine, their own high-speed concept car, production parts for the 48-215 Holden and helped power L34 Toranas at Mount Panorama. Clearly Repco has a lot of history.

As the iconic brand turns 100 this year, they proudly celebrate with the launch of a new brand campaign. “Our new look ad captures some of Repco’s coolest moments from our first 100 years, and we tip our hat to our automotive history and car enthusiasts’ passion” said Scott Whiteley, EGM Marketing and CX.

Repco may have paved the way in building engines, but it wasn’t just in the workshop that they changed the course of the future. The very first female company Secretary, Maude Terdick was employed by Repco and the business opened an Apprenticeship Training Centre in Melbourne in 1961. “You see, our Repco crew are the DNA that drives our passion and will continue to do so for another 100 years” says Mr Wayne Bryant CEO Automotive. “All our people share a special bond with cars, and we keep that passion at the core of what we do. We are a brand for enthusiasts because we are enthusiasts too.”

For a company that has been around for a century, it’s not surprising that there’s a lot more than what we see today; a hundred years leads to a lot of hidden history.

The Driven by Passion TV ads begin to bring to light some of that history. They celebrate 100 years of iconic and amazing moments Repco can put its name to -

moments that helped shape the Australian and New Zealand automotive landscapes.

Just like Repco’s history, the ads are filled with some obvious and some cryptic clues that point to iconic and historic cars, pop culture and car references and significant moments in Repco’s history. Like a treasure hunt for car enthusiasts.

Throughout 2022, viewers will see the platform brought to life across all customer channels, promotions and more, including an immersive experience to test your enthusiast knowledge. Stay tuned for more. To uncover more of Repco’s heritage, scan the QR code.

Kym Sutherland, General Manager Marketing, Repco Australia M +61 409 565 488

KSutherland@repco.com.au

Elizabeth Cox, GM NZ Marketing & Retail Strategy, GPC New Zealand M: +64 27 547 6064

Making money in an EV world

Words: Steve Bragg, Partner, Pitcher Partners and Wayne Pearson, Consultant, Pitcher Partners

THE dealership world is currently sitting on the precipice of a monumental change from which there is no known white knight. The solution to the problem exists, but it requires the dealers to take the initiative and kill a major sacred cow in the process. There is still quite a bit that is unknown about how dealers integrate and participate in a world of mostly EV new vehicles. The only real known is that the sales operating model that dealers operate under today will be thrown out the window and a new model of profitability will need to be developed. To better understand where this new model of profitability will fall, it is important that we understand how dealers make money today and what will change.

The current dealer profitability model

In dealerships, like other businesses, the major cost is people ( 70 per cent of all expenses) and the earnings and productivity of people in the industry is fairly established. Therefore, the cost structure of most dealerships is fixed at 12 per cent of sales.

To move the needle up on profitability, the key driver is gross profit, and this is derived from the transactional gross profitability of each item sold by the dealership. On this analysis, service and parts are considered the backbone of the business. And, prior to the pandemic creating the demand-pull front end gross profit extravaganza that is currently being experienced, fixed operations did contribute more to the overall quality of the gross profit in the dealership. Therefore, the most profitable dealerships tended to be large service operators, these were quite often metro dealerships close to CBDs or geographically monopolistic regional dealerships.

Often when asked to go into dealerships and turn around profitability the answer was found in increasing service throughput, driving more used car customers into service, and implementing proper service retention strategies to drive more high-quality gross into the dealerships and push the overall gross profit percentage above 12 per cent.

This is where the adage 'you can’t sell yourself into a profit' came from in the car industry.

Making an ever-increasing number of six per cent and even 10 per cent new car transactions, can never increase the overall gross profit above 12 per cent without a complimentary service retention strategy. So, what do EVs do to this equation?

From what we can see, EVs decimate this existing business model.

From what we know:

1. EV dealer margins on new car sales will be less than the pre-pandemic six per cent, and potentially under an agency model as low as two per cent of RRP

2. F&I may continue in its current form if supported by the captive financiers, but non-captive financiers and insurers are struggling with how to finance and insure these vehicles

3. Service all but disappears, with 100,000km service intervals and no internal combustion engine to service, service revenue/gross could drop by up to 80 per cent

4. Most parts at service relate to the ICE (filters, fluids, drive belts, fuel lines, exhaust, cooling systems). Tyres, brakes, air conditioning, battery will still exist, but it could also decline by up to 80 per cent. Therefore, under an EV world, assuming dealers retain the pre-pandemic new gross for EVs, the dealership total gross/ net profit will see a pull back of the dealership cost structure from 12 per cent of gross to 8.8 per cent of gross or 27 per cent, which is substantial.

By design, this would require a typical metro dealership selling 100 new and 50 used cars a month to do the following:

1. Reduce headcount from 50 to 30

2. Reduce its property footprint by 50 per cent

3. Significantly reduce management structure (higher costing people).

In the end, the dealership as it is known today would fundamentally be a shop front with little or no service presence and no support staff, all customer facing only.

The above is also made on the assumption that dealer margins remain untouched from the current arrangement and F&I arrangements continue as per the current scenario. How do dealers make money in an EV world?

The answer is simple, remain in the internal combustion business by inverting your sales mix from the current dependence on new cars sales to be focussed heavily on used car sales requiring service work. Establishing clear lines of used car supply from the local and parallel import markets, dealers need to do the following:

1. Increase the used car ICE business to a minimum three to one used to new ratio

2. Establish your own used car service business, including parts supply

3. Treat all used car buying customers like you treat new car customers today

4. Offer the same F&I process and aftermarket process you offer today

5. Develop a strong CRM process around sales/service/sales customer retention in used cars

6. Offer limited service to the new EV customers, similarly to the service offered your used car customers today.

The EV dealer of the future should consider ways to increase their overall net profitability from the same level of turnover for a variety of reasons, most critically though is to look at departing from the franchise-based system – which will result in many other benefits beyond maximising gross profitability from vehicles.

Conclusion

For dealers that embrace the EV model as a means of transitioning their dealership out of the franchise model and into customer choice, business will boom. The ability to now control product choice, price, source of supply and customer engagement at a time when the ability to import vehicles is now open, is extremely exciting. This is also coinciding with a time where the OEMs are either looking to dismantle the franchise system or limit its effectiveness with EVs, so there will be no roadblocks to transition. To get on the journey, do the following:

1. Start your DOC and every meeting with used cars

2. Make a list of the great cars you do not sell because of your franchise

3. Make your used car manager the DP, he or she is the future

4. Run a list of all your used car sales customers and then a list of all your used car customers in for service and compare. Then focus on reducing the gap

5. Introduce yourself to everyone buying a used car from you this month, get to know your future customer

6. Think of five ways you can make more money selling used cars. Remember, you control who and where you buy, the purchase price, sell price, add-ons, F&I, service plan, parts pricing. There are opportunities to make more money when you own the entire process.

To explore the many options, opportunities and benefits available to you to future proof your business in the coming EV evolution reach out to Steve Bragg or Wayne Pearson.

What a night

MEMBER-business owners joined automotive dignitaries, VACC directors and staff to celebrate the spectacular new VACC headquarters in North Melbourne.

VACC Ambassador Shane Jacobson greeted attendees upon arrival, and car designer Adam Dean Smith and clay modeller Peter Watson (exPorsche, Bentley, BMW, HSV and Ford) were already hard at work, creating a new car right before guests’ eyes.

To kick off the night, Shane Jacobson formally welcomed attendees to the 2022 Member Open Night, and VACC President Mark Awramenko to the stage to make his address.

President Awramenko acknowledged the Wurundjeri People, Traditional Custodians of the land, before welcoming special guests Lord Mayor of Melbourne Sally Capp, fellow Victorian Automotive Chamber of Commerce directors and Motor Trades Association CEOs from across Australia. He spoke on the skills shortage impacting many memberbusinesses, and addressed the Lord Mayor when sharing his vision for the future now VACC has positioned itself within the City of Melbourne.

“You’re pro-business. You love the city. You have a positive vision to get Melbourne back on its feet. VACC wants to work with you, to play its part in helping the city – and the rest of the state – regain its vitality,” said President Awramenko.

Lord Mayor of Melbourne Sally Capp followed this address, thanking attendees for their warm welcome and sharing her excitement at the Chamber returning to the City of Melbourne after spending 60 years on St Kilda Road. Formed in Bendigo in 1918, VACC spent its early years in rented accommodation in the Melbourne CBD.

With the formalities in the rear-view mirror, it was time for the festivities to begin. Attendees joined VACC CEO Geoff Gwilym and Shane Jacobson on building tours, tuned in to musical act Nick & Jess, checked out the HSV W1 sedan and HSV W427 on loan from the HSV Owners Club Victoria, enjoyed fine food and caught up with fellow members. Later in the

night, guests were treated to a Q&A with car designer Adam Dean Smith and clay modeller Peter Watson – the duo spilling some insider secrets on Australia’s thriving automotive design scene. Door prizes were drawn, with first prize going to Michael Grubb of Specialist Auto Electric (Wine Tasting and Lunch in the Yarra Valley), Menka Michaelides of Prorepair Auto Care Centre winning second prize (Gold Class Experience eVoucher) and HSV Owners Club Victoria’s Col Pocock taking home a bottle of Moët & Chandon. VACC CEO Geoff Gwilym closed the evening by thanking all attendees – particularly the guests of honour, member-business owners.

The new VACC House at 650 Victoria Street North Melbourne – designed by architects Gray Puksand, built by Hacer Group and project managed by Case Meallin – is first and foremost a hub for members. The cutting-edge, five-star green rated, architecturally significant building is a showcase for what automotive is now, and what it will remain: modern and future-focussed.

Clockwise from above: Ex-HSV clay modeller Peter Watson and designer Adam Dean Smith; VACC ambassador Shane Jacobson; Lord Mayor of Melbourne Sally Capp; VACC President Mark Awramenko; A new car was created right before guests’ eyes; New VACC House is first and foremost a hub for members; Mayor Capp welcomed VACC back to the City of Melbourne after 60 years on St Kilda Road

The auto industry podcast brought to you by the best in the business

Join journalist Greg Rust, motoring enthusiast Shane Jacobson, and industry authority Geoff Gwilym as we dig deep into automotive. There’ll be news and views, industry insights and trends, special guests, and plenty of laughs along the way.

So join us.

Listen and review now

The outlook for energy –are prices expected to go up or down?

SKY-ROCKETING energy wholesale costs, renewable energy policy, and annual repricing are three big influences in energy costs today.

Key Insights

Victoria remains the cheapest aggregated market, NSW is the highest Across all states, prices are double compared to 2021

The Forward Wholesale electricity market is an indicator of the future cost of electricity. Prices are going to remain high for a long period of time due to gas and coal prices.

Energy repricing in 2022

A huge influence on energy bills is the annual repricing by networks and of the default market offers by the regulators, which happen every July.

With wholesale energy prices soaring in 2022, Australia’s energy regulator has approved price hikes from retailers from 1 July. It means businesses can expect to pay substantially more for their power, depending on their usage.

These price hikes are largely due to international influences, including the war in Ukraine, which has already driven an increase in prices for petrol.

Rising coal prices

The global surge in coal prices is set to significantly push up electricity prices across the country. In Queensland, the issue has already erupted, with one retailer, Locality Energy (LPE), announcing their energy prices will more than double overnight.

“At this point in time, LPE cannot give you an exact price increase. But please be aware that we are increasing your c/kWh usage rate by over 100 per cent by 1 June 2022.”

In what he described as a policy of honesty, ReAmped Energy CEO, Luke Blincoe also encouraged customers to look to other retailers to find a cheaper deal. “We are in the unpleasant position of advising customers that they can get better prices with other providers, and they should seek them out as quickly as possible.”

Origin’s coal plant closure

Another influence on energy prices in 2022 is Origin Energy’s decision to close their coal-fired power plant – Australia’s largest one – seven years early. The Eraring Power Station, which has been operating for 35 years on the central coast, will close in 2025, ahead of its previous retirement target of 2032. The company will repurpose the site to install large-scale battery storage, in alignment with their push into renewables. While this is a positive move towards a more renewable energy market, it highlights the risks of Australia’s clean energy transition, which is currently without a national or regulated plan for the exit of coal.

Get an obligation-free energy review In the current climate, if you haven’t reviewed your business’s energy contract in the last six months, there could be a huge opportunity to save. At Make It Cheaper we constantly review the energy market, working with VACC members to help them take control of their energy bills and achieve potential savings. Contact us for an obligationfree review today on 1300 915 162.

Automotive Electric Vehicle Training

AURETH101 - Depower and reinitialise battery electric vehicles

Electric Vehicle Safety Course

VACC is offering a course in depowering and reinitialising battery electric vehicles. Completing this first stage will provide the necessary training to allow individuals to access repair information relating to high voltage automotive systems.

Each participating VACC member receives a free safety glove kit!

High voltage safety

GAVAN KEENAN

CHIEF EXECUTIVE OFFICER, DENSO

Gavan Keenan is the CEO of DENSO Automotive Systems Australia, a global mobility and technology company headquartered in Kariya Japan. Gavan was promoted to CEO in 2018 and during his 31-year tenure at DENSO, has held pivotal roles in securing local OE business, applying his background as a mechanical engineer to lead teams in large scale engineering projects for the Design and Development Division.

Tell us about DENSO’s portfolio of offerings?

In the automotive space DENSO’s offering is quite extensive and is best described by product divisions that have developed over the years.

Thermal products: Radiators, A/C systems, cooling products

Engine management products: O2 sensors, ignition coils, spark plugs

Rotating electrical: Alternators, starters...

Electronics: Instrument clusters, navigation and audio head units, ECUs to make everything run

Fuel Injection systems: Both petrol and diesel systems, pumps, injectors, and filters.

DENSO is celebrating its 50th anniversary in Australia this year. How has the organisation grown during this time?

Originally incorporated as Nippondenso Australia, we started manufacturing in 1972 at a site in Kororoit Creek Road in Altona.

The initial focus was to support Toyota and the Australian automotive industry that was growing rapidly at the time. The operations expanded steadily over the next 35 Years.

At one stage we operated four sites around Melbourne; The original DENSO Manufacturing site, Flexdrive industries in Gisborne (purchased in the late 80s), Australian Automotive Air (AAA) established in Croydon in 1990). All supported by a corporate headquarters in Tullamarine (DENSO International Australia). Under the Button car plan, competitive pressures increased and, in the period of 2004 – 2010, all operations were consolidated to the Croydon site and

the company DENSO Automotive Systems Australia was established. Although competition was tight, we continued to expand our products and services. We continued to invest in expanding our plant and operated a three-shift operation, six days a week. In 2006 we built an environmental test chamber (Wind Tunnel) and then a Service and Training centre in 2011.

The exit of the vehicle manufacturers drove a full restructure of the business in 2017. During that time, we received strong support from the DENSO Japan Board to continue operating the company as a combined Sales and Engineering unit. This is a unique configuration and gives us the ability to create solutions for customers and society. You can see the growth and changes have been significant over this time. The current team feels that we have benefitted from the effort of all who have contributed to DENSO over this period.

What are the plans for the next 50 years?

DENSO has a strong belief that we can assist to solve the current challenges that society faces using our specific knowhow. We are investing in key areas such as agriculture and cold chain management to develop sustainable solutions. At its heart, DENSO is a technology company, we are investing in technologies that will enable a carbon neutral society. An example is inverters for electric vehicles, DENSO not only develops these products but is conducting fundamental R&D on the internal chips to reduce power loss and address issues such as driving range anxiety. Product development such as this addresses DENSO’s key global themes of ‘Green’ and ‘Peace of Mind’.

Corporate Social Responsibility

(CSR) is a key part of DENSO Australia’s business practice. What initiatives have been undertaken?

Globally, DENSO has adopted the 17 United Nations Sustainability Development Goals (SDGs). This framework is incorporated to our business plans to ensure we meet the expectations of broader society. Locally, we conduct several CSR activities every year. In the last year, we supported local tree planting activities, supported International Women’s Day and Foodbank with volunteering.

DENSO is renowned for its Research & Development (R&D). Tell us about the test facility in Croydon?

The facility was built in 2006 to replace our aging facility at the Altona site. It includes a Thermal Wind Tunnel and a semi-anechoic (soundproof) chamber. The budget was extremely tight to build such a facility and, as a result, we insourced much of the development and build. The wind tunnel can achieve temperatures of minus 20 degress Celsius to plus 50 degrees Celsius. It has a solar array that can almost replicate natural sun in the hottest places on earth, a Chassis Dynamometer (CDM) which is used to generate road loads on a vehicle, including towing. The semianechoic chamber is a quiet environment to conduct Noise Vibration and Harshness (NVH) troubleshooting and improvement. It provides a quiet environment to assess noise or noise issues and make repeatable, reliable improvement. It too has a controllable environment (zero degrees Celsius to about 50 degrees Celsius) and a sunload system. Overall, we are very proud of the facility, it was built by some very passionate people and has been exceptionally reliable and trouble-free for more than 15 years.

DENSO invented the QR code. Tell us about this?

DENSO is a strong manufacturing company and the need for a more reliable bar code was born from our relentless improvement of manufacturing technology. Bar codes were becoming damaged, which was causing issues on our production lines. Additionally, some bar codes can only carry a limited amount of information. Out of these needs the QR code was developed. Eventually DENSO decided to make QR codes open for the world to use. The QR code is now ubiquitous and helped us all in a small way to negotiate the pandemic. I am very proud of this contribution.

What are the latest innovations from DENSO?

DENSO continues to innovate in so many areas that it’s hard to keep up! We continue to focus heavily on components and mobility systems that will facilitate an electrified future.

Part of this suite includes traffic management and mobility-as-a-service where, in the not-too-distant future people will be able to move safely and freely around their communities regardless of age and ability.

In other areas we have developed solution-based businesses and

collaborations to assist society to solve problems and neutralise our impact on the environment. It truly is an exciting time of transformation which will redefine not only travel but many aspects of our daily lives.

Since DENSO’s early beginnings in Japan, its people are seen as the most important asset. Could you tell us more about this?

We understand that the key to our success, in every aspect of our business, depends upon our people. This hinges on their professional and personal development, which is central to our planning and policies. Around 10 per cent of our staff have completed extended (greater than one year) training and development courses at our headquarters in Japan, and we currently have staff in Europe undertaking long-term projects. We offer subsidies to develop business, technical and specialised skills; and encourage our staff to take on challenges and embrace growth in a supportive and collaborative environment.

The pandemic was a particularly trying time for our associates and their families. Through that period we placed a high emphasis on mental health and staying connected.

I am proud to say we care and invest in our people so much.

Clockwise, from above: Keenan is behind DENSO's custom test facilities; the DENSO Automotive Systems Australia team is all smiles with THE GRILLE podcast crew – Greg Rust, Shane Jacobson and VACC CEO Geoff Gwilym; DENSO turns up (or down) the heat with its cutting-edge technology; THE GRILLE crew tests out DENSO's Environmental Test Facility for themselves; Mr Keenan is future-focussed

When did you join DENSO and what roles did you have with the organisation before becoming CEO?

I joined DENSO as a graduate mechanical engineer in 1991. I spent three of my first four years at our global headquarters in Japan, learning Air Conditioning and Heater System Design.

Upon returning to Australia, DENSO successfully secured business with both GM Holden, Ford and Mitsubishi locally. This was an important milestone to grow DENSO into a truly global automotive supplier.

I worked my way through several large engineering development programs, including the development of the test facility and eventually become Manager of DENSO’s Design and Development Division in 2012.

In 2016, I moved to the Director position with a focus to establish an organisation that would replace our manufacturing structure once production ceased. This was a period of great challenge as I was

developing and presenting business ideas to DENSO’s global top management, including the Global President.

In 2018, I became the local CEO of DENSO Australia. It’s a great environment where we have a culture to challenge ourselves and each other. We also

have a high amount of respect and consideration for the individual. I really enjoy working with our people, so an empty office made the last two years challenging, but it was rewarding to see how our team adapted and how much we continued to achieve.

Mankind’s greatest invention, or is it?

WORDS Paul Tuzson

IN doing some deeper research into MOSFETs (Metal Oxide Semiconductor Field Effect Transistors) we noted that a number of people have developed the view the transistor (the MOSFET in particular) is the most important invention ever devised; that it has stolen the number one spot from the wheel. Poppycock, we say. Sorry, you’ll have to forgive our language. It’s just that as the Victorian Automotive Chamber of Commerce we’re pretty passionate about the wheel. Those who suggest the transistor has deposed the wheel and assumed the number one spot point out solid state technology has made possible all modern communication, manufacturing, commerce, computing, medical equipment, entertainment and, of course, the internet. In fact, virtually all of modern civilisation. Without the transistor, where would we be? Actually, the above question is easy to answer. We can make an accurate determination of what the world would be like without transistors because the first one wasn’t invented until 1947 (MOSFET in 1959). Widespread commercial utilisation of the transistor didn’t occur until 10 years later when Sony released its TR-63 radio in 1957. Other models were also available around that time but the Sony model became the most popular. The point is, a world without transistors exists in living memory. What about the wheel?

Cars, trucks, ships and aircraft all existed before the invention of the transistor,

but obviously not before the wheel. Certainly, all of these things have benefited enormously from the transistor, but they weren’t invented because of the transistor. Additionally, industry, commerce, science and communication all existed before the transistor. However, as it turns out, these endeavours also existed before the wheel. So, that’s a bit of an embarrassment for our argument. However, if the wheel isn’t mankind’s most beneficial invention, what is?

A cursory examination of history and a bit of common sense shows the one thing that precedes everything else is fire. So, it looks like the wheel is actually in the number two spot but it’s a close-run thing. It’s true fire is a discovery rather than an invention but the various methods of creating fire on demand are, collectively, an invention. Fire gave us cooked food, which is important, but when someone noticed wood can be hardened somewhat by limited exposure to fire we have the beginning of technology in general and materials science in particular. Fire also gave us metal, which is essential for useful wheels, even wooden ones. Metal was used to reinforce wooden wheels but also to create the tools needed to cut and shape wood effectively. So, no fire, no wheel. In fact, no anything. There’s a notion the idea of the wheel was born of rolling heavy loads on logs. Maybe. However, a direct progression from this sort of transport to the wheel isn’t correct. For instance, wheels were common in Mesopotamia (modern Iraq) around 3000 BC. Over in Egypt at that time they were not used, although the Egyptians

knew about them. Indeed, the Egyptians had potter’s wheels. Many believe the potter’s wheel gave birth to the idea of the wheel in general. Again, maybe, but not every civilisation that made pottery on a wheel had the idea of attaching wheels to carts, even when they’d seen their neighbours do so. There were a number of civilisations around the world that knew about the wheel but chose not to use it for transport. Why not?

Technology will only ever be adopted and developed if it’s useful. The wheel was not always useful. Early roads were just dirt tracks formed first by foot traffic, then herds of cattle and horses. They were uneven at best, and in winter and during rain they were muddy quagmires, not to mention things like fallen trees and other obstacles. Under these conditions wheels weren’t a lot of use. In fact, they made traversal of such ground even more difficult. It made much more sense to load whatever needed to be carried on surefooted pack animals. This worked well for loads that could be divided and distributed across as many animals as needed. Early wooden wheels needed to be wide to reduce cutting into soft ground. Also, a wide solid wheel is stronger than a narrow solid wheel. Uneven ground requires a large diameter wheel, which increases the effect of leverage between the road contact point and the hub. A wheel made from a single cross-cut piece of a large tree trunk is laterally weak. Effectively, the whole thing is crossgrained. Again, the answer is a wider wheel but the increased strength comes with the burden of greatly increased weight. This was particularly burdensome when carts were pulled or pushed by humans, as was often the case in ancient times, and in later times and cultures, too. Engineering solutions were needed.

CMOS technology holds an exciting future, but never without the wheel (above). The portable transistor radio heralded the dawn of the electronic age (below left)

Wheels made from planks strapped together side by side were better for a couple of reasons. First, when there were no trees of wheel-sized girth, planks from smaller diameter trees could be used. Second, planked wheels were only cross-grained in one direction. In the other, stresses were absorbed by the longitudinal orientation of the grains. In addition to holding the planks next to each other, the transverse planks also added longitudinal grain structure across the main planks. Consequently, the ideal compromise between strength and width for the prevailing service conditions was possible. All good, but there were other problems with ancient wheels. A larger diameter wheel applies greater bending force to an axle through the hub. This is because the distance between the ground contact point and the hub is effectively a lever. Bigger diameter wheel, longer lever. If a wheel and its hub are the same width, making a hub wide enough to resist lateral stress will again result in a heavier wheel. The solution was simply to make the hub wider than the overall width of the wheel. This allowed the hub to resist

bending forces induced by lateral strains on large diameter wheels more effectively. It was another of the first engineering solutions to emergent problems from the basic form of simple wheels. All narrow rimmed, large diameter wheels commonly seen on wagons and carriages have hubs much wider than the width of the contact area of the rim. Interestingly, modern wheels have the opposite form,

that is, contact patches much wider than the hubs supporting them.

The next engineering milestone in ancient wheels was reducing weight by cutting away unnecessary wood between the rim and the hub. Initially, this was done by first making a solid wood wheel and then cutting semicircular holes around it resulting in considerable weight reduction. However, it seems this would

Above, L-R: 1. Before the wheel, loads were often dragged, if not carried directly. 2. The idea for a wheel must surely have occurred to anyone who saw a log cut into rounds. 3. This may capture the spirit of a primitive wheel but the fact it’s a modern recreation is shown by the fact it rotates on, rather than with, the axle. 4. There was the odd stone wheel as indicated by this sculpture but while durable, stone is too heavy for a practical wheel. 5. The potter’s wheel is said to have predated and inspired the wheel but this is not necessarily so. 6. In the main, stone wheels were actually for grain grinding. However, like the potter’s wheel, the grinding mill contributed enormously to human

advancement. 7 & 8. An early style cart and wagon. Both feature iron clad rims, which made them much more durable and reliable. A model of an ancient cart with cross-braced plank wheels. This did a lot to power the future (right). We’re being a bit unfair to transistor technology because the need for a transistor was really born as a replacement for the thermionic valve, which was invented in 1907 (below left). Pulleys were also important for mechanical advantage. They’re derived from the wheel (below). Pulleys on ships are known as sheave blocks and they made international trade possible leading up to and during the industrial revolution (below centre). Ships would have been much smaller, and commerce limited, without them (below right)

also have reduced strength in such wheels considerably by reintroducing cross-grain weakness issues at the section of the rim adjacent to the holes. Cross-bracing would probably have been the answer to this problem.

Although we haven’t seen examples of cross-bracing on wheels lightened as described above, we like the idea because it brings us, and perhaps brought

ancient wheelwrights, to the notion of spokes. Spoked wheels are about as light as you can get and they allow the use of much smaller pieces of wood joined together to form rims. In most spoked wheels each section of the rim is held in place by at least two spokes. By reason of geometry each of the spokes in each section of the rim is splayed in relation to the other, which creates

Open metal working over hand-blown fires is still common in some parts of the emerging world (falr left). Metal bands are sometimes still applied to rims with traditional methods. Note the width of the hubs compared with the rims (centre). From wheels grew gears and the beginning of large scale industry (left). Without fire on demand, there would have been no metal for tools to cut wooden wheels and no metal bracing for them (below)

firmer fixing less prone to loosening. As with plank wheels, spoked wheels with segmented rims could be made from much smaller sections of wood. There are theories that, as land was cleared in enormous measure, the shortage of large girthed trees necessitated the development of spoked wheels. Perhaps, but we like to think it was a pure engineering development in the quest for lighter wheels for wagons and chariots. Speed and responsiveness was then, as now, everything in battle. Chariot racing also became a sport so perhaps we can think of those race chariot builders as predecessors to modern race engineers. Of course, wheels need axles. The earliest wheels were fixed to axles and the entire assembly rotated. The problem was wagons and carts with such wheel-sets couldn’t be steered very easily because both wheels were forced to turn at the same speed. The next development was wheels that turned independently on fixed axles. The differential wheel speeds made possible by this arrangement allowed two wheeled carts to turn easily. The swivel axle had to be invented before drag-free turning was possible on four-wheeled wagons. Again, iterative engineering improvements on the path to the modern vehicle. Wheeled wagons and carts need well maintained roads for greatest efficiency, so the wheel and purposely built and maintained roads developed roughly in unison. Metal working expertise was also developing simultaneously and eventually the Celts, it’s suggested, were the first to add an iron band

to the outside of the rim. This meant larger diameter wheels with even narrower and radially thinner rims were possible. In turn, this allowed smoother passage for goods and passengers.

As we mentioned, metalcraft had also been under continued development during the history of the wheel and this culminated with gears of all sizes, flywheels and myriad mechanisms that made the industrial revolution possible. This period takes its name from the revolutionary change that occurred in industry. However, it could just

Transistors are made on silicon wafers. The various coatings needed are applied to the wafer as it spins quickly. The process puts us in mind of the potter's wheel (above). Wheels fixed to axles are still with us in the form of railway wheels. These do introduce turning difficulties which are overcome by some very clever engineering and limited radius turns. However, they are good at carrying heavy loads (above right). Now, highly developed wheels are powered by rotating machinery. We have to admit transistors make modern EVs possible. We could have DC powered EVs without transistors but they’d be woefully inefficient (left)

as easily refer to the revolving iron and steel wheels and gears that made it all possible. In 1808, the first wire spoked wheel was made. The first self-powered car, the Benz Patent-Motoragen, had wire spoked wheels in 1886. The first pressed and welded steel wheel was invented in 1908 and brought to market in 1910. This represents the birth of the modern automotive wheel. Cast alloy wheels appeared in the 1930s (cast centres bolted to rims) and fully cast wheels appeared in the late ’40s. So, in broad terms and excepting carbon composite wheels, like those from Carbon Revolution, the wheel had reached its final stage of development at about the same time that the first transistor was created. The rest is recent history. The transistor may own the future, but never without the wheel. The wheel owns all human history and it always will.

Ah, the railway. No railway, no industrial revolution and much more restricted travel (above left). All modern transport rides upon the wheel (above right). No wheels, no aircraft yet air travel was relatively common well before transistors (above)

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OurAuto Diagnostic Tool

and standard diagnostic functions.

Covering a large range of vehicles worldwide, with capacity to perform vehicle health checks on all systems on late model vehicles, checking all computers on the vehicle.

Alarms can be set for range sensor problems, quick resets of fault codes, along with automatic vehicle model detection on late model vehicles (mostly European).

Dynamic health reports can be generated with the ability to email reports to customers.

The Diagnostic Tool has regular software updates and is available on a convenient monthly subscription plan.

ELECTRIC vehicles can be a challenge to those accustomed to thinking in terms of internal combustion engines. While this is most common for those outside the automotive trades, some non-electrical auto trades are also unfamiliar with the rapidly emerging subject of EVs, and the terms defining them. This basic outline will help. Batteries are fundamental to the subject, so we’ll start there. A cell is the individual unit of electrical

Cylindrical batteries are cheaper to manufacture, and they have high thermal efficiency. Prismatic cells have high cost because of their cladding, lower thermal efficiency but better packaging efficiency than cylindrical cells. Pouch cells have high packaging efficiency but lower thermal efficiency. Their cost is medium because they don’t have as much casing as prismatic cells. Both prismatic and pouch cells are subject to swelling because of their large flat areas.

removes charge from higher voltage cells and transfers it to cells with lower voltages. This is a more expensive method but it’s also more efficient. The BMS controls cell balancing.

Cell capacity is the amount of charge a cell can hold. It’s expressed in Ampere-Hours (Ah). As an example, a 10Ah battery can in theory deliver one amp for 10 hours. C-rate represents the discharge rate of a cell per hour. The C-rate will be 1C when

Like virtually all EV motors, this Chevy Bolt version has a differential and reduction gears.

These factors, measured over time, indicate the State of Health (SOH) of a battery throughout its service life, which in turn indicates how much charge a battery can hold. This obviously indicates what the range of a vehicle will be.

The BMS also controls temperature of the

one enclosure. In a distributed system, hardware is distributed throughout the battery pack according to function.

EV battery packs have to be charged. Level-1 charging draws power from a standard AC wall socket. In Australia, that’s 240V and 10A for a calculated supply of 2.4kW (240x10). A Nissan Leaf has a battery capacity of 62kWh. Dividing that figure by 2.4kW gives about 25 hours for a full charge – if that level of charge can be maintained. However, it’s important to remember a BMS won’t allow a pack to be fully discharged or fully charged, so charging a pack within the allowable range will take less time. Also, if the usable capacity of the pack isn’t exhausted, then the charging time will be further reduced and could be completed overnight. In a larger EV, like a Tesla with perhaps a 100kW pack, things will take longer. Again, though, if the full capacity of the battery hasn’t been exhausted then an overnight charge from a wall socket might suffice.

Level-2 charging of several kilowatts can also be obtained from a single-phase supply through a special wall-mounted EVSE (Electric Vehicle Supply Equipment) unit, which allows a direct connection from the switchboard via an isolator. This arrangement passes more of the total power available to a household than a standard 10A wall socket/RCD (Residual Current Device) combination and results in faster charging. The EVSE unit also controls the amount of current the car can draw depending on supply.

Battery technology like EV technology in general keeps moving apace. This is a representation of a solid-state battery on which BMW is working (above). A BMW Gen-5 eDrive showing the stator and rotor. It has no permanent magnets. Stator fields are created by supplying power to the winding via brushes. Normally, this is considered inefficient, but this advanced design has some advantages (left). A Tesla 18650 cell we shot some time ago. Note the 50-cent piece next to it. A Tesla battery pack contains several thousand of these (centre)

Going one step further and utilising a threephase supply of 400-415V will provide much quicker charging again, although such a supply is still classified as Level-2. This is the most common type of connection used at public/propriety charging stations. AC supplies have to be converted to DC for the battery pack. Such conversion takes place in the vehicle through the OBC (On-Board Charger). On-board chargers are needed because the specifications of batteries vary considerably across manufacturers. Trying to make charging points that cater to them all just wouldn’t be possible.

DC fast charging is a step beyond Level-2 and is the most rapid charging system available. It’s commonly referred to as Level-3 charging, although this is not correct. As an example, a Tesla Supercharger station uses 480V DC and can supply up to 150kW per car. Although rapid charging

is convenient, in many cases it can cause degradation of the battery pack if used all the time. In fact, software within the car usually only allows a couple of fast charges and then specifies a Level-2 charge to promote rejuvenation of the electrodes. Charging, in general, has to be carefully managed. When low on charge, a battery can take relatively high charging currents but as it approaches maximum capacity the charging current must be reduced. Further, not all EVs are compatible with higher charging rates. Charging and discharging of an EV battery pack is controlled by the BMS in conjunction with a DC/DC controller, which varies the DC voltage to and from the pack. Additionally, EVs also have standard 12V batteries to supply conventional components like lights, indicators, entertainment units, etc. The DC/DC converter supplies 12V to such components. This eliminates the costs developing new components to use the higher voltages would entail.

AC electric motors have two main components. These are the stator and the rotor, just like an alternator. Despite the wide range of electric motors available, the Permanent Magnet Synchronous Motor (PMSM) is the most widely used in current battery electric vehicles. It’s quite similar to an AC induction motor in that it operates on three-phase AC power, and as with an induction motor, the stator has rotating fields. At least this is the common description; the reality is that the fields are turned on and off extremely rapidly around the circumference of the stator windings. They only seem to rotate.

This is a BMW prismatic cell being assembled into a battery module (above left). These are pouch cells, also from BMW (above right)

The rotor has embedded within it very strong rare earth magnets that create the rotor’s magnetic fields. The magnets in the rotor are attracted to the rotating fields in the stator and follow them, causing the rotor to rotate. A feature of the PMSM is that the rotor magnets become locked to the rotating stator fields, and they turn at the same speed, or, synchronously. PMSMs provide high torque at low speeds and can maintain the same rotational speed under varying load (within design parameters).

Induction motors are also used in EVs. Indeed, the Tesla Model 3 and Model Y use a permanent magnet motor to drive the rear wheels and an induction motor to drive the front wheels, although newer versions are reported to have a PMSM at the front. Specifically, the Tesla PMSM is actually an IPMSynRM (Internal Permanent Magnet Synchronous Reluctance Motor). Internal because the magnets are inside the rotor rather than on the outside and reluctance refers to the rotor’s tendency to achieve a low reluctance state. That is, it creates magnetic fields that interact more favourably with the stator fields for slightly increased efficiency.

A prismatic cell module from Audi (above far left). Audi also uses pouch cells (above left). A VW battery pack showing the relationship of modules to the full assembly (above right). Battery packs are heavy, so they’re always set low, under the floor (above far right). The control modules for motors, battery packs, chargers, etc. all looks similar (below left). A list of main components and their locations from Volvo (below right)

As with induction motors the rotating speed of the stator field of a PMSM can be regulated by vector control. Vector Control is a term relating to the control of AC induction motors. Basically, it means altering the frequency of the AC supply to the stator coils in a particular way. We intend to run an article detailing motor control shortly. For now, suffice to say lower frequencies mean the fields will rotate more slowly. Higher frequencies will cause the fields to rotate at greater speed. The stator fields attract the rotor

fields, so slowing the former also slows the latter and vice versa. This is the most commonly used method for governing the speed of an EV induction motor. Apart from basic form, motors are operationally defined by power and torque. These both have continuous and peak values. Operating a motor at peak values will result in heat build-up and damage. Higher continuous power and torque can be designed into a motor but doing so

Electric motors work pretty hard, so they also need cooling. If they were larger they could do their work with less heat but then they’d be too big (above left). An Audi e-tron S dual drive with planetary reduction gears (above right). Plugs are moving toward a standard form, although we’re not there just yet. However, it’s inevitable (below)

would call for a bigger, heavier and more expensive unit. Applications demand compromise and EV motor design for any particular application probably represents about the best compromise. Electric motors for EVs spin much faster than the wheels they drive, so some sort of gear reduction is needed. Again, we turn to the Tesla because it’s the one about which we know the most. The reduction occurs in two steps. First, there’s an intermediate gear shaft that’s much like a normal layshaft. It meshes with and is driven by the drive gear on the rotor shaft. Then, the intermediate shaft meshes with the ring gear on the differential. The whole assembly gives a reduction of about 9:1. EVs only need the one ratio. A differential is still necessary because there’s only one motor driving each pair of wheels, although the latest Model S Plaid actually has three motors, two at the rear and one at the front.

One of the other main components of an EV is the motor controller. This vital component takes DC power and converts it to AC power of the required frequency, amplitude and phase. There’s a great deal to say about motor control but as we mentioned earlier, we’ll be covering it in another article shortly.

This Audi battery pack shows the cooling system plates that fit between the modules (above left). DC fast chargers like this Tesla Supercharger are the fastest available but they’re limited to dedicated charging stations (left)

DENSO CRD SYSTEMS: SUCTION CONTROL VALVES

DENSO pioneered the world’s first common rail diesel (CRD) system in 1995, and this electronically controlled diesel (ECD) system has steadily improved over time in response to increased emissions requirements. This article provides an operation overview and aims to demystify the suction control valves (SCV).

THE DENSO Corporation is the secondlargest auto parts supplier in the world. Approximately 25 per cent of DENSO is owned by Toyota, which is why all its CRD engines use DENSO components. Additionally, DENSO supplies ECD systems to Nissan, Mitsubishi and Isuzu. CRD operation

The concept of CRD engine operation is comparable to the diesel engines that came before them, except now they are controlled in a way similar to an electronic fuel injected (EFI) petrol engine. See Diagram 2.

High-pressure/ injector pump

Suction control valve

Fuel filter

Injectors

There is still an engine driven injector pump which increases the pressure of the diesel so it can be injected into the combustion chamber. The main difference is now that the fuel pressure does not cause the injectors to open, as the high-pressure fuel is available to all of the injectors, all the time via a common fuel rail (hence the name, common rail diesel).

The injectors are controlled by the ECU which can permit more accurate control and allow for multiple injection events for a single-engine cycle. This electronic control and the massive increase in operating pressures enable these engines to comply with modern emission requirements while giving good performance.

There are some extra components added to these systems and the reasons for their inclusion are not always clear – which can cause problems.

Suction Control Valves

The suction control valve (SCV) is a solenoid valve mounted on the rear of the high-pressure pump. The SCV is used by the ECU to control the quantity of fuel allowed to enter the high-pressure pump. The SCV is basically a throttle for the pump. The longer it is open, the more fuel enters the pump which increases the pressure in the rail. The less time it is open, the less fuel enters the pump, which reduces the pressure in the rail.

The ECU sends a pulse width modulated (PWM) signal to the SCV based on inputs from various sensors, and from the feedback signal from the fuel rail pressure sensor to confirm the system is producing the pressures it needs. The injectors still control the amount of fuel that enters the combustion chamber, the SCV only controls the fuel that enters the pump.

The fuel pressure is controlled because full pressure is not required at all times,

Diagram 1

Diagram 2 - Basic CRD system layout

Diagram 3 - DENSO HP3 high-pressure pump layout

This is a DENSO HP3 high-pressure pump as fitted to a Mitsubishi 4D56. This pump is fitted to many other engine types with minor changes in configuration, but the basic operation is the same.

Return line from injectors

so the SCV is used to reduce the pressure and thereby the parasitic load from the high-pressure pump. This increases overall engine and fuel efficiency.

Note: SCVs can also be called fuel metering valves, fuel pressure regulators, pressure control valves or other variations depending on the manufacturer.

SCV problems

The SCV units have very narrow operating tolerances and are easily affected by dirt or contamination which causes them to wear. A worn or contaminated SCV will cause the fuel pressure to fluctuate wildly, so the ECU will try to compensate, which will cause surging and rough running with increased rattles from the engine.

If faced with these symptoms, we have heard many technicians will just replace the injectors and see what happens. If the problem persists, they will then replace the high-pressure pump. This is expensive and timeconsuming, when a few quick checks of the SCV could reveal the answer.

SCV diagnosis

If the ECU sees the fuel pressure is out of specification it will log various diagnostic codes in relation to the high-pressure fuel pump or fuel pressure regulation. From this, the first thing to check is the SCV.

Check the SCV with a compatible scan tool. The live data list should indicate the actual fuel pressure readings from the fuel rail pressure sensor and the target pressure requested from the ECU. With the engine at operating temperature and a SCV in good condition, the actual fuel pressure could vary between 2000 – 2700kPa from the target fuel pressure – which is acceptable. In a worn SCV, the actual fuel pressure will vary from the target pressure by 6900-8200kPa.

Warning: The system’s maximum operating pressure is 180,000kPa (26,000psi).

If an oscilloscope is accessible, check the PWM signal from the ECU. It should be a clean square wave pattern and the duty cycle should increase and decrease depending on the engine speed and load.

If not, inspect the wiring or input sensors and repair as required.

If the above is correct, check the solenoid windings by measuring the resistance across the terminals of the SCV. It should be approximately 2.1 Ω at 200C. See Diagram 4.

Air in the Fuel System

4 -

SCVs are easy to replace as they are held in place by two bolts tightened to 9 Nm. Make sure that everything is clean, and no dirt enters the highpressure pump. Apply clean engine oil to the ‘O’ ring.

Replacement

If you deem the SCV is faulty, they are relatively cheap and easy to replace. See Diagram 4.

To get the correct replacement valve you will need to give your parts supplier the make and model of your vehicle and the part number of the high-pressure pump. This is because there are two different types of SCV.

SV1 is longer and has a blue end cap. The SV2 type is a shorter SCV and has an orange end cap. Depending on your pump you might get a different looking SCV from what you had originally due to updated and superseded parts. See Diagram 1.

If the above tests and a new SCV have not solved your problem, then it is time to start looking at other causes, such as air in the fuel system.

For more information, log on to VACC MotorTech or contact VACC TechAdvisory Service Phone: 1300 130 116.

Another possible cause of the fuel pressure not being within specification is the lift pump sucking air into the fuel line. This is commonly caused by the spring clip on the fuel line to the pump losing tension, from not being replaced in its original position or from other faults along the fuel line. As the air is compressible this will cause the fuel pressure to fluctuate causing similar symptoms to a faulty SCV. See Diagram 3

Pump part number

Suction control valve

Lift pump

High-pressure pipe to rail

Fuel line from filter

Diagram

Suction Control Valve bolts

TORQUE WRENCH: ADAPTOR FORMULA

As vehicle components become lighter, and torque to yield bolts are more common, applying the correct torque specifications are more important than ever.

BACK in the day, you could have an educated guess about how much force to apply to nuts and bolts, and many considered when you hear something go click in your elbow that was about right. Now, some technicians apply their guesswork via pneumatic or cordless power tools. However, by not following the torque specification which engineers have calculated, many are getting themselves into trouble.

What is Torque

Torque is defined as the amount of force acting on an object to cause it to rotate on its axis. Torque can be static or dynamic. If you are pushing

on a door and it does not move, that is static. If you are pushing the door and it swings open, that is dynamic.

To make it difficult, engineers sometimes call torque ‘moment of force’ or ‘moment’. This relates to the amount of force required to accelerate a bolt, door or anything from rest, around its axis. Torque equals force (you pulling on the wrench), multiplied by the distance (length of the wrench).

When applying torque to a nut or bolt you are causing the shaft of the threaded component (stud or the bolt) to stretch, like an elastic band. This, in turn, applies a clamping force to hold the assembly together.

If under tightened, the nuts or bolts may come loose from vibrations or

changes in temperature. If they are over tightened, you may go beyond the bolt’s elastic limit (it will not spring back to its original length) which will reduce its clamping force, or you will break the bolt or strip the thread. Both under and overtightening will be expensive to fix and waste your valuable time.

Wrench Operation

When you have easy access to the fastener (nut or bolt), using a torque wrench is very straight forward. You adjust the wrench to the correct specification, use a correct size socket on the fastener, then gently apply force to the wrench by pulling with your hand in the middle of the handle area (See Diagram 3). When the wrench ‘clicks’, you stop. Things

Diagram 1 - Torque Wrench Adaptor

If the length of the wrench is changed you will need the formula below.

Diagram 2 - Corrected Tightening Torque Formula

Corrected Tightening Torque = Torque Spec x {TWL ÷ (TWL + STL)}

Torque Spec = Torque specification from the workshop manual (e.g. 18Nm)

TWL = Torque Wrench Length. Distance between the centre of the torque wrench drive, and the middle of its handle in millimetres (e.g. 450mm). See Diagram 4

STL = Special Tool Length. Length of the special tool between the centre of the spanner opening to the centre of the drive hole in millimetres (e.g. 25mm). See Diagram 5

To work this out, use the following steps:

NOTE: Remember your BOMAS from school. However, we have two sorts of brackets. The rule is to do the parentheses or ‘round brackets’ first () then ‘square or box’ brackets [] if you have any, and finally braces or ‘curly brackets’ { }.

1: (TWL + STL): 450mm + 25mm = 475mm

2: {TWL ÷ (475)}: 450mm ÷ 475mm = 0.947mm

3: Torque Spec x {(0.947)}: 18Nm x 0.947mm

Corrected Tightening Torque = 17 Nm.

Diagram 3 - Torque Wrench Handle Mark

Many torque wrenches have a mark to measure from, and to indicate where to place your hand when using it.

Distance between the centre of the torque wrench drive, and the middle of its handle. See Diagram 3.

get complicated when you need to use any sort of adapters to apply the force.

Adaptors

When an adapter (e.g. crows foot spanner) is used, which increases the distance from the centre axis of the fastener to the middle of the handle (where you are applying force), this will increase the torque applied to the fastener. This will be above what you have set on the torque wrench. See Diagram 1 and 7.

To compensate, you will have to do some maths to work out how much to reduce the setting on the wrench, so the correct torque is applied to the fastener. See Diagram 2.

However, extensions at 90 degrees or within 15 degrees of vertical that do not increase the length, require no adjustments. See Diagram 6

Other Precautions

Always verify the wrench capacity matches or exceeds each application before proceeding.

Always pull. Do not push on the wrench handle.

Store the wrench in its protective case, at its lowest torque setting.

• Never use your wrench as a breaker bar.

• Never use a ‘Cheater Bar’ or a piece of pipe on the end of a torque wrench.

A torque wrench should be calibrated every year, or after you drop it.

One click is enough.

It is good workshop practice to check to see if there is a specified torque procedure for components before reassembly. Log on to VACC MotorTech or call VACC’s TechAdvisory service for assistance in researching the correct torque specifications.

Log in to VACC MotorTech or contact the VACC TechAdvisory Service for more information.

Phone: 1300 130 116.

Length of the special tool between the centre of the spanner opening to the centre of the drive hole. 25mm

Diagram 6

Using an extension at 90 degrees does not require any adjustment to the torque settings (provided it is not excessively long).

If the wrench angle is within 15 degrees, no reduction of torque setting is required. The slight increase or decrease in length is negligible.

If the adaptor is set at 90 degrees, no adjustments are required as you are not changing the torque wrench length.

Diagram 7

If the adaptor is set at 45 degrees or any angle that increases the length, you need to measure the distance from the middle of the opening to the middle of the drive. Use this as STL.

If an extension and an adaptor is used, that extends the overall length. Adjustments to the torques settings are required.

NOTE: There is another formula for increasing the torque setting if you reduce the length of the wrench. Contact your torque wrench manufacturer for more information.

Diagram 4 - Torque Wrench Length (TWL)

Diagram 5 - Special Tool Length (STL)

VACC Technical has changed

VACC Technical Services has launched into a new era of product offerings that will change the automotive technical information game in Australia.

VACC has signed a multi-year deal with the famous British-based Haynes Publishing Group, bringing to market a suite of products, unsurpassed in Australia, under the banner of VACC MotorTech.

VACC MotorTech brings together VACC’s proven Tech Online, Times Guide, Tech Estimate, Tech Advisory Service and Tech Talk products with the might of Haynes’ international know-how, to provide an enormous (and ever-growing) amount of technical service and repair information to subscribers.

Available now for subscription are four ‘solutions’: Maintenance, Service & Repair, Diagnostics and Commercials. These new products are positioned at an unbeatable price and VACC members receive generous discounts of up to 50 percent.

Haynes is best known in Australia for its Haynes manuals that have been in print since 1965 and have sold over 200

online products, designed for automotive professionals under the HaynesPro brand.

Until the agreement with VACC, HaynesPro products have not been available in the Australian market in such affordable and convenient packages.

The HaynesPro products include: HaynesPro Manuals AllAccess Cars allows access to all Haynes manuals online, providing step-by-step repair and service information, along with extra details not published in the hard copy versions. The Haynes OnDemand video tutorials – available for many of the most popular models – are the ultimate aid to getting vehicles correctly serviced and repaired.

HaynesPro WorkshopData Tech contains extensive maintenance information like repair times, timing belt and chain replacement procedures, capacities, wheel alignment, torque specification and over 100,000 high-quality technical drawings.

• HaynesPro WorkshopData Electronics and Smart includes the VESA guided diagnostics system, wiring diagrams for most vehicle systems, fuse and relay locations, earth point and control unit locations, TSBs and known fixes.

• HaynesPro WorkshopData Truck includes WorkshopData Tech, WorkshopData Electronics and WorkshopData Smart. It is the most effective application from fault to fix.

The agreement between VACC and Haynes provides automotive business owners new options and easy access to repair information and vehicle repair times not available previously, in bundles to suit every business’s needs.

Visit: motortech.com.au to learn more.

OurAuto Digital Marketing Platform

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Phone: 1300 687 288 (AUS) 0800 485 122 (NZ)

VACC MOTORTECH brings together VACC’s proven suite of technical products with the might of Haynes’ international know-how.

Let us show you how it can drive your business forward...

Becoming a VACC or TACC member opens up a wide range of special offers and discounted products and services for you and your business. VACC and TACC have collaborated with organisations which provide essential services to your business to offer special low rates for members. Couple the savings from discounted products and services with the subsidised services which VACC itself offers to members, and your annual membership can easily pay for itself. Everything from IR advice, to cheaper EFTPOS terminals to technical solutions is on offer. This guide gives you an idea of the offers which you can access, as well as a number of other collaborations.

Workplace/IR Advice

Members can access services including a call centre for employment-related questions, a web page with award rates and policy and employment fact sheets, writing of employment contracts, handbooks and policies, and member and industry representation.

03 9829 1123 ir@vacc.com.au vacc.com.au

Auto Apprenticeships

VACC takes the hassle out of hiring trainees and apprentices, as businesses are matched with high quality candidates who meet strict selection criteria. VACC also looks after all administration aspects of the apprenticeship, including visits by Field Officers.

03 9829 1130 autoapprenticeships@vacc.com.au autoapprenticeships.com.au

Technical Information

VACC MotorTech brings together VACC’s Tech Online, Times Guide, Tech Estimate, Technical Advisory Service and Tech Talk products with Haynes’ international know-how, to provide an enormous amount of technical service and repair information to subscribers.

03 9829 1268 info@motortech.com.au motortech.com.au

Health Insurance

nib has a mission and vision of people enjoying better health. VACC and TACC members (including their staff) receive a corporate discount on nib’s retail health insurance products. 1800 13 14 63 nib.com.au/corp/vacc

Website Services

OurAuto Digital provides a one-stop solution for your business’ website, including a custom design, rendering for smartphones and tablets, email accounts and hosting. Businesses are able to update web content themselves. VACC and TACC members receive these services at a discounted rate.

1300 687 288 ourautodigital.com.au

OurAuto iStore

Businesses can purchase a wide range of items, including personalised stationery, consumables such as floor mats and seat covers, workplace safety signage and much more. Member businesses automatically receive a discount on purchases.

03 9829 1152 ourautoistore.com.au

A Grade

The A Grade Automotive Network is a network of VACC member businesses that are dedicated to providing customers a better quality experience across all aspects of vehicle maintenance and repairs. Participants are contractually bound and VACC certified, and are publicly promoted in various forms of advertising.

03 9829 1202 goagrade.com.au

Fine Tuning Automotive Mental Health (FTAMH)

Funded by the WorkSafe WorkWell Mental Health Improvement Fund, VACC has developed FTAMH. The program provides free information, resources and practical measures to help automotive business owners identify and prevent mental health issues in the workplace.

finetune.vacc.com.au

EFTPOS Facility

Commonwealth Bank could provide the expertise, insights, technology and financial solutions to help your business move forward. Our Commonwealth Bank Business Banking Specialists can guide you through available business solutions to suit your business needs.

03 9829 1152 vacc.com.au

Training & Education

Members can access automotive industryspecific training programs in business management, industrial relations/human resource management, technical and OHS & Environment. Skills Development Centre also facilitates short courses, online programs and diploma and degree qualifications.

03 9829 1130 info@vaccsdc.com.au vaccsdc.com.au

Freight Services

VACC and TACC members receive discounted rates and benefits, including trace and track capabilities, one number to call, one easy-to-understand invoice, and online job quoting, booking and tracking. Contact VACC for an application form.

03 9829 1152 vacc.com.au

OurAuto Diagnostic Tool

Easy-to-use diagnostic tool with class leading automotive fault technology, including seamless integration with VACC MotorTech, providing auto-detection, top range health reports and monthly updates. The Diagnostic Tool is available on a convenient monthly subscription plan.

1300 687 288 ourautoscantool.com.au

JobFinder Services

VACC Helpline provides a free job advertising service on the JobFinder website. VACC and TACC member businesses can advertise qualified and apprenticeship vacancies. All enquiries go direct to you for screening. 03 9829 1133 autoadvice@vacc.com.au | vacc.com.au

Environmental Advice

VACC members can benefit from environmental compliance advice, briefings, training and on-site assessments. Green Stamp is an accreditation program that recognises and promotes businesses which have implemented sound environmental practices.

03 9829 1117 environment@vacc.com.au greenstampplus.com.au

Superannuation

Spirit Super is a multi-industry super fund with over 321,000 members and $26 billion in funds under management. We work hard for members through low fees, excellent service, and a focus on competitive investment returns.

1800 005 166 spiritsuper.com.au

Make it Cheaper

MiC is the leading energy price comparison service for Australian businesses. VACC and TACC members have access to a free energy bill review. Then MiC works with leading retailers to find a competitive deal.

1300 915 162 compare.makeitcheaper.com.au/vacc

OH&S Services

Members can access consultation and advice on OHS issues, including incident management, policies, workers’ compensation and more. OHS specialists provide workplace assessments and training, and administer the HazCheck management system.

03 9829 1138 ohs@vacc.com.au vacc.com.au

Officeworks

Officeworks is here to support VACC and TACC members with over 40,000 products, business services and specialist advice. Members can sign up for an Officeworks 30 Day Business Account, and enjoy exclusive business pricing and flexible delivery options.

adudley@officeworks.com.au officeworks.com.au/campaigns/vacc

Apprentice Support

VACC Helpline provides apprentices and businesses a free automotive apprenticeship sign-up and advisory service to assist all parties at any time. With years of experience and knowledge, it’s well worth a quick phone call to put you in the right direction.

03 9829 1133

autoadvice@vacc.com.au | vacc.com.au

THE GRILLE

Podcast for automotive professionals and motoring enthusiasts. Join Greg Rust, Shane Jacobson and VACC CEO, Geoff Gwilym for industry news, a special guest from the automotive world and plenty of laughs along the way. info@thegrillepodcast.com.au thegrillepodcast.com.au

Auto Workplace Assist

A convenient go-to solution for supporting automotive workplace compliance needs. Health and Safety can be a complex, high risk and costly area for workplaces. AWA offers readymade, industry-specific compliance products, so that business owners can get on with the job at hand.

1300 585 136 autoworkplaceassist.com.au

TACC

Founded in 1930, TACC serves the automotive industry in Tasmania and amalgamated with VACC in 1999. TACC members gain access to all of the same products and services as VACC members, however TACC also has a number of additional services for its membership.

03 6278 1611 | tacc.com.au

Insurance

Automotive business owners can access competitive solutions through OurAuto Insurance. Specifically designed to meet to the unique risk profile of the automotive industry, OurAuto Insurance can help your business access the best cover at an affordable rate.

1300 441 474 ourautoinsurance.com.au

Graphic Design

VACC’S Marketing department can assist members with their graphic design requirements at a subsidised rate. Services include business cards, logo re-designs, corporate image overhauls, brochures and advertisements.

03 9829 1189 creativeservices@vacc.com.au

Workplace Update

All VACC and TACC members receive Workplace Update on a monthly basis via email, with issues also available on the VACC website. The publication provides the latest news and information regarding workplace and industrial relations, OHS and environment, business obligations and training opportunities.

03 9829 1123 vacc.com.au

Advertising

Members receive Australasian Automotive magazine as a member benefit and have access to preferential advertising rates. The VACC marketing department can help members by designing advertisements at a heavily subsidised rate. John Eaton 0407344433 jeaton@ourauto.com.au

Tech Talk

Included in VACC/TACC membership is a subscription to the Tech Talk publication, the premier technical publication of the VACC Technical Services Department since 1986. The journal is printed 11 times a year, while a backcatalogue of articles is available as part of the Tech Online website.

03 9829 1292 vacc.com.au

Test and Tagging

ETCS offers TACC members electrical service state-wide, including installation, testing and tagging, and assisting with OHS requirements. TACC members can access special member rates.

1300 724 001 | etcs.com.au

TACC Apprenticeships

TACC takes the hassle out of hiring trainees and apprentices, as businesses are matched with high quality candidates who meet strict selection criteria. TACC also looks after all administration aspects of the apprenticeship, including visits by Field Officers.

03 6278 1611 | tacc.com.au

Roadside Help

TACC members who want to reward their loyal customers can do so though TACC’s Roadside Help program. Members purchase vouchers to give to customers, which customers can use for free help for a flat battery, tyre change, fuel or a tow back to the member’s business.

03 6278 1611 tacc.com.au

TACC Accreditation

TACC Accredited Repairers are promoted to the community as a group of professional businesses who deliver high quality repairs and services. Participating members enter into a contract with TACC to deliver a more professional level of service. TACC promotes these members.

03 6278 1611 tacc.com.au

E.T.C.S.

Electrical Testing & Compliance Service

Liability & Customer Vehicle Risks

• Damage due to faulty workmanship

• Negligence by contractor/subcontractor

• Driving risks

• Authorised vehicle inspections

Property Risks

• Business interruption

• Fire & storm

• Machinery breakdown

• Theft & money

• Glass Management Risks

• Breaches in employment

• Unfair or wrongful dismissal

• Harassment or discrimination

• Wrongful acts as an owner/director

• Statutory fines & penalties e.g. OH&S breaches

Cyber Risk

• Data breaches

• Cyber attacks

• Contingent business interruption

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