VACC is unique globally in the calibre and longevity of its membership base with three members reaching their centennial milestone
08 CAREER CHOICE
TRADE VISIT
UK Retail Motor Industry Federation visits VACC to gain insights into the opportunities and challenges facing the automotive trade
22 HEAVY PICKUP
Melbourne grows as a remanufacturing capital for full-size pickups with Walkinshaw Automotive Group adding the Toyota Tundra
32 BIG CHAIR
Eiffel Lubricants Director, Sayeed Aslam talks about building a life without friction and some of the best business advice he has received
38 CROW FLIES
Legendary automotive figures, Ray Hudson and Ron Spencer reveal how their inventiveness drove cam innovation
44 IN THE KNOW
Technical unpacks some of the industry confusion over PSAs FAP/DPF systems and the correct fluids to use
BUSINESS
50 SERVICE DIRECTORY
Find everything from the latest products to the best business services you need, all in one place
52 BUSINESS INDEX
Take advantage of VACC and TACC corporate partnerships and services, and drive your business forward
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IT’S incredible, but did you know VACC has three members who joined the organisation over 100 years ago. Member #1, Wilson Bolton, signed up with the chamber in early 1919, only months after a group of Bendigo car dealers formed the new industry body on 18 September 1918.
VACC’s other 100-year members are Edney’s in Leongatha (a car dealership) and Auto Electric Service in North Melbourne.
Long-term membership is a staple at VACC. We have three 75-year members, six 50-year members, and dozens of 25-year members, too.
Here’s an open offer: if any other organisation anywhere in the world can boast of similar credentials, let me know. I wouldn’t mind betting VACC is unique in having such member loyalty. So, why is that?
Firstly, it says much about the calibre of VACC members out there. They run better businesses, so they’re more likely to stay the distance. They are talented and good at what they do, so their customers stand by them. They also provide an essential service – whether that’s selling vehicles, repairing them, or servicing them – which means they’re needed.
The other side of the coin is VACC provides service and support that business owners need in order to reach their potential.
VACC is there with industry specific advice when business owners have staffing questions or issues.
MANAGING EDITOR
David Dowsey
03 9829 1247
editor@australasianautomotive.com
SUB-EDITOR
Jamie Williams
DESIGNERS
Faith Perrett
Gavin van Langenberg 03 9829 1189
creative@australasianautomotive.com
CONTRIBUTORS
Steve Bletsos, John Caine, Geoff Gwilym, Shane Jacobson, Rod Lofts, Michael McKenna, Bruce McIntosh, Paul Tuzson
DAVID DOWSEY
IN FOR THE LONG HAUL
VACC is there with technical expertise and world-leading information, which helps members service and repair more makes and models than their competition.
VACC is there with occupational health and safety and environmental advice and audits from talented industry experts who know how to keep businesses compliant and out of trouble.
VACC is there with Australia’s best apprenticeship program, which employs well over 500 apprentices and places them into businesses like yours.
VACC is there with Area Managers who can connect you with the right support services to suit you and sort out any issues you may have.
VACC is there as the automotive industry voice, with experienced and
knowledgeable Industry Policy Advisors who have the ear of government and who make a real difference for members when it comes to legislative outcomes.
VACC is there with information, statistics and analysis to help guide you through the tricky world of business and governmental change.
VACC is there to recognise and reward members with the Automotive Industry Awards program and with alliance deals that can cut the cost of business.
Then there’s the famous orange sign which marks VACC members as industry professionals and brings more business to their door.
Great members. Great organisation. We need each other but, for more than 100 years, we’ve all been doing a pretty good job, don’t you think?
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titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. This publication is distributed with the understanding the authors, editors and publishers are not responsible for the results of any actions or works of whatsoever kind based on the information contained in this publication, nor for any errors or omissions contained herein. The publishers, authors and editors expressly disclaim all and any liability to any person whomsoever whether a purchaser of this publication or not in respect of anything and of the consequences of anything done or omitted to be done by any such person in reliance, whether whole or partial upon the whole or any part of the contents of this publication. Advertising accepted for publication is subject to the conditions set out in the Australasian Automotive rate card, available from editor@australasianautomotive.com
Connect with VACC
MY main question for parents: Do the higher education fees that will be levied against your teens really add up?
This year a 9.1 per cent indexing was tossed at HELP/HECS debt, and, while higher than normal, these education debts lock young people even further out of using their take home pay to buy a house, a car, or just about anything. Look around at the mechanic or chippy toiling away – most likely free of any training and education debts.
For many young people, apprenticeships are a fantastic career choice. Trade apprentices get paid while they learn and graduate with transferable skills that are at little risk of becoming obsolete.
That’s a great thing to rely upon, especially in times like these.
On top of that, skilled labour constraints have seen wages go up for many trades and automotive has more vehicles lined up for repair and service than ever.
For the record, all apprenticeships have a job entry point and a job destination. It’s the best training model in the world.
FOOD FOR THOUGHT
And it’s not just about the parents either. Business owners should liaise with local schools and apprentice networks, including VACC Automotive Apprenticeships, in a bid to employ and foster an apprentice. Teachers can also help by promoting trades to young people.
We know it’s a great achievement to see our graduating university students get a funny hat and a scroll after three or four years, but it’s even more satisfying knowing our young adults are not debt-locked and are able to apply good old-fashioned trade skills for money that stays in their pockets.
Be proud to have a tradie around. They may even fix something for you..
Want to hear more from VACC CEO and acting MTAA CEO Geoff Gwilym? Read his weekly column in The Herald Sun or join him – along with co-hosts Greg Rust and Shane Jacobson – on THE GRILLE podcast. There’s auto news and views, industry insights and trends, special guests, and plenty of laughs along the way. Visit: thegrillepodcast.com.au
JOIN THE TEAM AT SHEPPARTON BMW.
Shepparton BMW are seeking qualified automotive technicians to join our outstanding aftersales team.
You will be working in a state-of-the-art workshop with brand new equipment including your own dedicated service bay with tool storage.
With a consistent training plan to advance your career and in house support from management, we want to help you grow with us while working in the best conditions.
Our workshop is fully airconditioned for the summer months and built in gas heaters for the colder winter months as just two of the qualities you can expect to enjoy when working at Shepparton BMW.
For the right candidate, we will also have a $3,000 Sign on offer applicable to assist with extra tools or even moving costs if you are not from the area*.
Contact the Service Manager via email for more information – service@sheppartonbmw.com.au
Shepparton BMW Goulburn Valley Highway, Kialla. Ph (03) 5823 2940. sheppartonbmw.com.au LMCT 11720
*$3,000 Sign on bonus paid in two instalments, $1,500 paid after 3 month probationary period concluded and $1,500 paid at the end of first 12 months from original starting date.
STEVE BLETSOS
REPORT SPARKS CONCERN
IN May this year, the Queensland Government released a discussion paper on its Final Report into the Review of Queensland’s Electrical Safety Act 2002. The report makes 83 recommendations aimed at modernising Queensland’s electrical safety laws to ensure they keep pace with technological change. For the most part, the recommendations contained in the Review are sound, however, Recommendation 8 is particularly concerning, stating that:
For electric vehicles (or parts thereof) falling within the definition of 'electrical equipment' (see Recommendations 2 and 4), consider requiring:
a. appropriately licensed electrical workers to carry out the electrical work on the electrical components when the vehicle is serviced and or repaired, to ensure the safety of owners/ operators and community; and
b. appropriately licensed electrical workers carry out the electrical work on the electrical components of the vehicle when an electric vehicle requires on-road breakdown work to ensure safety of owners/operators, the community and first responders.
What this means is that the Queensland Government seeks to regulate the safety risks presented in electric vehicles (EVs) by including them under the scope of the Electrical Safety Act and defining them as 'electrical equipment', whereby only licensed electrical workers will be able to service or repair them. If Recommendation 8 is implemented, this will have major ramifications for the automotive industry, not just in Queensland, but potentially nationally.
Quite simply, it is absurd to think EVs can be lumped in the same category as other ‘electrical equipment’ that any general licensed electrical worker can work on. EVs can only be serviced, repaired, modified or reprogrammed in a safe and secure manner, by highly specialised automotive technicians who possess both automotive trade training and the requisite EV training and skills. Allowing an appropriately licensed electrical worker to perform any work on an EV without such specialist EV training is fraught with high risk and would jeopardise the impeccable safety record that the automotive industry has with electric vehicles.
The automotive industry has a long history of successfully adapting to technological change in a safe and efficient manner. Vehicles with electric propulsion, whether they be hybrid drivetrain vehicles, plugin-hybrid electric vehicles, or battery electric vehicles, have been in operation on Australian roads for over 30 years. Over this long period, there has not been a single death or injury of an automotive technician, member of the public, first responder or any other personnel due to electrocution from the high voltages in electric vehicles. The automotive industry has a perfect safety record in this respect, and this is due to the specialist training provided by Original Equipment Manufacturers (OEMs) to automotive technicians to allow them to work safely on electric vehicles. This OEM training is further augmented through a national electric vehicle qualification AUR32721 – Certificate III in Automotive Electric Vehicle Technology and skill sets delivered by registered training
organisations (RTOs), for the upskilling of existing automotive technicians and apprentices in electric vehicle servicing, repairs and workplace health and safety procedures. General licensed electrical workers do not possess anywhere near this level of training and knowledge to undertake electrical work on EVs.
Also, disappointingly, there has been no consultation by the Queensland Government with either the peak automotive body in Queensland, the Motor Trades Association of Queensland (MTAQ), nor the national body MTAA, about their intention to review their Electrical Safety Act.
If Recommendation 8 was to be mandated, it would immediately have a negative impact on the profitability and sustainability of many Queensland businesses, particularly small business. Automotive businesses cannot afford to be held up waiting for appropriately licensed electrical workers to arrive at their premises before they can commence working on EVs, nor can they afford the financial costs of such a measure. Ultimately, consumers will end up paying the price for businesses having to engage electrical workers to service or repair EVs, including the associated disruption and delays.
Therefore, both MTAQ and MTAA have strongly opposed Recommendation 8 in the Review of Queensland’s Electrical Safety Act. Beyond the installation and repair of EV charging stations and other associated infrastructure, electrical workers have no place in the direct servicing or repair work related to EVs in an automotive workshop.
JOHN CAINE
ACCEPTABLE QUALITY AND THE ACL
AS a business, when a good or service fails to meet a consumer guarantee, your rights and obligations depend on whether the failure is major or minor. For example, a brand new 4WD is purchased with the stated aim of undertaking extended outback trips towing a camper and subsequently breaks down multiple times with the same recurring faults.
VCAT experience leads me to opine in a case like this, it would be more than likely that the consumer would get an order for return and refund should the matter reach the tribunal. This is called a ‘major failure to meet consumer guarantee as to acceptable quality’. Should this situation arise, then the manufacturer ought to be joined in the application as the manufacturer of the product. The manufacturer or their representative may choose to settle the matter without proceeding to a formal hearing.
Likewise, a used 4WD which experienced a serious engine failure one week after purchase necessitating a five-week workshop repair was deemed to have suffered a major failure and a full refund plus costs was ordered. The obvious trigger here was the time taken to repair along with the ‘acceptable quality’ provisions.
A mechanical repair example would be where a rebuilt transmission failed three times and the consumer chose to have it fully rebuilt elsewhere. The three minor failures were considered to amount to a major failure to comply with a consumer guarantee of acceptable quality.
Of course, the above examples only apply when the consumer chooses to exercise their full rights. More often than not, the consumers are willing to allow the trader to carry out the necessary repairs and accept the vehicle back. It should be noted however that a business would be committing an offence to deny the above ACL rights exist.
A total engine replacement in a new vehicle was held by VCAT to be minor, as it was carried out in order to lessen oil consumption. It was also expedient as opposed to the time it would have taken to dismantle the original engine seeking to identify the cause and then attempt rectification.
A rebuilt transmission that occasionally set fault codes without causing the vehicle to break down or enter ‘limp mode’ was also deemed by VCAT to be minor. And just to recap, time is a determining factor in whether a failure is major or minor. The Australian Consumer Law (ACL) considers a minor fault one that can be rectified in a reasonable time. If you initially consider the fault can be rectified within a reasonable time, the consumer must give you the chance to do so. The ACL does not state what a reasonable time is. Therefore, to err on the side of caution, VACC’s advice is to consider reasonable time to be ASAP.
MICHAEL MCKENNA
MECHANICAL ENGINEERS, APPLY NOW
MANY VACC members will know that the Professional Engineers Registration Act 2019 (the Act) commenced on 1 July 2021. It is important to remind members who may fall under the registration requirements mandated within the Act, of the steps and timelines to follow to make application for registration.
The Act is the result of a 2014 election commitment by the Victorian Government that was re-confirmed during the leadup to the 2018 Victorian election.
Between 2017-2019 VACC and the Commercial Vehicle Industry Association of Victoria (CVIAV) lobbied aggressively against mechanical engineers being captured under the Act. Unfortunately, whilst receiving support from many of Victoria’s cross bench of the time, the government of the day saw safe passage of the legislation through Parliament in August 2019.
There are five areas of engineering prescribed for mandatory registration under the Act. They are:
fire safety engineering
civil engineering
structural engineering
electrical engineering mechanical engineering.
Any professional engineer is able to register on a voluntary basis in any of the five areas of engineering before it becomes mandatory for them to do so.
The Act announces that professional engineers are required to meet qualification and experience requirements to be registered, and to complete continuing professional development to continue to hold registration.
Those qualifications include a Washington Accord qualification or equivalent qualification or competency including a requirement that the professional engineer has experience of five years of which at least four must be postgraduate. There will also be a continuing professional development requirement for renewal of 150 hours every three years as well as personal and financial probity measures undertaken by the Business Licensing Authority (BLA).
So, right now, members who seek to be registered are encouraged to make themselves familiar with the Guidelines and Practice notes that are available on the Consumer Affairs Victoria webpage consumer.vic.gov.au. There will be useful information on this page for members, particularly if you are
deciding or unsure if you need to be registered under the Act or not. CVIAV encourages all potential applicants to verify their eligibility for registration and endorsement before making application. Importantly, employers should ensure that any person working for them in a mechanical engineer’s role is aware of the new requirements under the Act and make their own decision as to whether they are required to register or not.
Conversations between VACC and BLA have been positive with the application process. In fact, a big shout out to the team at BLA for keeping VACC apprised and their willingness to respond to VACC's queries without delay. VACC is confident that if applicants follow the criteria as mandated and make application before 1 September 2023, that your application will be in the system and you will be able to continue your work uninterrupted. If you lodge an application after 1 September 2023 you may be caught up in a backlog of applications and may be impacted in your day-to-day activity.
Don't wait. Any queries emanating from this article or regarding your registration application should be referred to engineers@bla.vic.gov.au
TRUST. RESPECT. LOYALTY.
When trust is earned, respect is given, and loyalty is demonstrated, exceptional outcomes follow .
EXEDY has earned the trust and respect of OE clients across the globe, having supplied more than 300,000,000 clutch kits to their exacting standards. The majority of which are manufactured in our own factories to meet the strictest specifications for quality, fitment, longevity, and noise suppression.
OE suppliers, including NSK, Nachi, Koyo, NTN and FTE provide us with bearings and concentric slave cylinders to guarantee the quality of our OEM replacement kits.
All EXEDY OEM replacement kits include high-quality cover assemblies, clutch discs and release bearings. To guarantee correct fit and function, an alignment tool is also included in most high-volume kits.
When you choose to fit an OEM replacement kit from our extensive range, you’ll enjoy the same loyalty that we demonstrate to our OE clients.
EVERY now and then, we all need a reminder of what’s important.
In automotive, we sometimes get sidetracked by the challenges of the current skills shortage, or dealing with emerging technologies, and even by whether the car overtaking at 115km/h on the Midland Highway is in roadworthy condition.
I’m constantly reminded from our membership and from automotive industry stalwarts that TACC – at almost 100 years old – is ultimately here for all Tasmanian motorists and road users.
So, big thanks for those who call me and keep me on the level – and for not holding back in the message delivery!
But, no matter how much time we put into our thoughts, it won’t make the issues go away quickly. Actions will.
In today’s economy, everyone is looking for a bit of a helping hand.
BRUCE MCINTOSH
TACC'S ROADSIDE HELP
That’s why, for over 10 years, TACC has run its Roadside Help service through our Accredited membership.
In that time, TACC has come to the aid of thousands of stranded motorists – and all for free.
It’s a reliable service that gets people out of a bind if they have a flat tyre, a dead battery, run out of fuel, or just need a tow.
Keep an eye on Channels 7 or 10 for the new TACC Accredited advertisement in the coming months – we are getting the message out there.
In the meantime, look for the orange ‘TACC Accredited’ sign, book your vehicle in for its winter service, and ask for a TACC Roadside Help voucher. They’re free and could just save your day.…
Want to hear more from Bruce? Read his weekly column in the Mercury.
Moving from sunset to sunrise: How to address the top challenges facing automotive dealers in FY24 and beyond
WORDS Steven Bragg, Partner –Motor Services Industry Lead, Pitcher Partners, Sydney
THE automotive industry has undergone rapid transformation in recent years, driven by the top-down and consumer-driven shift to electric vehicles (EVs) and the closer customer relationships that original equipment manufacturers (OEMs) aim to foster. As a declining sector (sunset industry) from the 1970s, this change, coupled with persistent supply chain disruptions and the cessation of domestic manufacturing of new vehicles, has created several challenges that automotive dealers need to address in the coming years. Addressing these challenges will help automotive dealers maintain independence and a competitive edge in the industry’s 'sunrise', where leaner business models and better customer relationships will be central to success. How to compete in the changing landscape
Dealerships have successfully demonstrated their adaptability to ensure their existence and remain competitive. From pivoting to selling more new cars when the internet become a used car sales tool to selling finance, insurance and servicing, each adjustment has been made while operating within the confines of the existing framework. Unfortunately, each pivot also moved dealerships toward greater dependency on the OEMs, making their survival increasingly linked to the requirements of the OEMs. Moving ahead, dealerships need to make sure of a few key things:
• that they are still relevant amid changing market structures
• that the OEM is prepared to work with your dealership in the long term
• whether to lead the change or follow as structural changes mature
• grow a strong internal marketing and sales database and system. Automotive dealers must be agile in FY24 and beyond
There are a myriad of changes ahead for car dealerships in 2024 and beyond. These changes are driven by increasing demand for EVs and operational progress, such as digitisation and business structure improvements to reduce overheads and increase profitability. Above is a summary of the top 10 challenges facing automotive dealers and how to address them effectively.
The
challenge
Electronic vehicles
The solution
The current process of manufacturing and selling EVs heavily reduces profit margins for dealerships. Internal combustion engine (ICE) and EV sales volumes must be kept at a 3:1 ratio to maintain profitability. You should also align with financiers, electricity providers and subscription providers now, as these will be critical ancillary services as EV uptake accelerates.
Moving from franchise to agency model
Maintaining supply in a constrained market
Keep facilities current and profitable
If the agency model becomes mandatory in some form, stay nimble. Carefully look at the requirements, find creative ways to make it work for your business and make the necessary changes.
Dealerships need to stock cars and market them to customers. Increasing reliance on OEMs in recent years has made it challenging to maintain constant stock levels. The used car market in Australia is 3.5 to four million cars per annum compared to one million new cars. Focusing on the used car market share will be essential to reduce reliance on OEMs and address supply chain risk.
Generating profits in the coming years will require higher volumes within a smaller square footage. Is there the capacity to make the site mixed-use or work with OEMs to offer rental opportunities? It’s about looking at different ways to generate revenue from the space.
Brand building The agency model is focused on building an OEM’s brand, not your brand. If you want to maintain a strong presence in the industry, focus on building your brand, growing your customer base and addressing supply chain risks.
Customer ownership The OEMs want to get closer to customers, threatening the current dealership and agency models. Continue making car sales and ownership easy and invest in the customer journey to ensure loyalty.
Having a highperforming and profitable team
Structuring winwin partnerships
Transitioning from sunset to sunrise
Paying more money to a smaller but highly talented workforce will be the key, as the front end needs to be highly profitable. To that end, traditional administration roles (accounting, deal processing, registrations) will need to be digitised or outsourced as there will not be the resources to support these roles.
Assuming EV vehicle uptake accelerates, dealerships could be operating at 50 per cent of pre-COVID profits. Controlling the ICE to EV ratio will be critical to maintaining profit and market share. Under the agency model, car sales become a pure retail play. This means the lowest cost, highest profile retailers stand the best chance of survival. Collaborating with established retailers, rather than dealers, can be beneficial, as your expertise may align with their needs and create mutual opportunities.
The transition is going to be hard. However, those that make it through to the sunrise will benefit greatly. Dealers need to start asking themselves two difficult questions:
• Apart from money, why do you do this?
• How will my business compete and fit into the future of the industry?
Strategic change and maintaining market share are key in the years ahead
Big changes are happening in the automotive industry. These changes will transform how dealerships operate and their position in the industry. Consider the key challenges above and how you can act now to understand how your business can compete in the future. And while these changes are happening, remember the key
reason customers return to dealerships: because you make it easier to buy, sell, finance, and service their vehicles. Focus on the core business, reduce supply chain risks and make changes so your business is leaner and more profitable, and you will be sailing into the sunrise, not the sunset.
Podium is powering the Australian automotive industry into the future. Australia’s leading text messaging platform is helping over 100,000 businesses communicate with customers, schedule services and collect payments – all through the power of two-way text.
"Podium is so good that we have cancelled our traditional eftpos machines. I’ve never been more impressed with a software provider, and can’t wait to see what features Podium releases next."
General Manager, Grant Walker Parts open rate compared to 18% from email of texts are opened within 3 minutes of consumers prefer to engage with a business via text
Justin Walker,
UK Retail Motor Industry visits VACC
EXECUTIVES from the UK Retail Motor Industry Federation (RMI) visited the Victorian Automotive Chamber of Commerce (VACC) to gain insight into the opportunities and challenges facing the Australian automotive trade.
Close links have been forged between RMI, VACC and the other state motor trade associations over many decades – and the recent visit was another example of the benefits of a global alliance between Australia and the UK motor industry associations.
In addition to attending the chamber’s 2023 President’s Gala Dinner and Automotive Industry Awards night, the UK team had an action-packed Australian visit – the itinerary designed to inform the group and allow them to reflect on industry changes and the implications for both countries.
VACC CEO Geoff Gwilym took the UK contingent to Shepparton in regional Victoria to visit member businesses at the forefront of major changes in the industry. On the agenda were VACC Executive Board member Paul Bertoli of Bertolis Agricultural and Industrial, and
the forefront of electric vehicle battery reuse and repair technology – before the group headed to Bartlett Integrated Towing Solutions. Allan Bartlett zoomed in from Queensland to provide background on the company and its prestigious heavy vehicle products.
Spending time in West Melbourne, the UK Retail Motor Industry Federation representatives were impressed by Savic Motorcycles’ electric motorcycle facility, a leading example of Australian ingenuity and motorcycle design and manufacturing capability. Next stop, North Melbourne VACC member, Prorepair, where the group welcomed a discussion on digital diagnostic technologies and RMI Chairman, Kevin Finn, talked about accessing the best possible repair information through digital tools.
Toward the end of their visit, the RMI executives joined over 40 member participants at a VACC Industry Policy Council meeting – a great forum for discussion around UK industry challenges and consideration of how global changes in car manufacture and sales will affect both VACC and RMI members.
Not only did the RMI team’s tour cement existing relationships in Australia, it gave the VACC Executive Board first-hand insight into the workings of the UK association, and their intention to deliver first-class, contemporary member service.
From left: VACC CEO Geoff Gwilym, Independent Garage Association Chairman Rob Collison, Chief Executive Independent Garage Association Stuart James, VACC President Chris Hummer and RMI President and Chairman of the UK Institute of the Motor Industry Kevin Finn
Top right: VACC CEO Geoff Gwilym, VACC Executive Board and UK Retail Motor Industry representatives. Above: VACC CEO Geoff Gwilym, UK Retail Motor Industry representatives and Savic Motorcycles CEO Dennis Savic
BIG HEAVY STUFF
Thailand may have established itself as a regional superpower in the manufacture of light and medium-duty utes but, when it comes to the full-size pickups, Melbourne has grown in stature to become the biggest remanufacturing hub outside of North America…
PARK a current model Toyota HiLux or Ford Ranger alongside the same nameplate from 10 or 15 years ago and you’ll come to an immediate and inescapable conclusion: utes are getting bigger. But while we may marvel at the bluff grille, towering ride height and beefy stance of models like the new T6 Ford Ranger, utes of this ilk are regarded as mere tiddlers or ‘compacts’ in the USA, where their fullsized big brothers have been the ‘pickup’ market mainstay for generations.
Australia’s new vehicle market in 2021 totalled 1,049,831 sales of every make, model and variant available, while in the States GM alone achieved combined sales of its sibling Chevrolet Silverado and GMC Sierra full-size trucks of 768,689 vehicles. Ford, meanwhile, notched up 726,004 F-Series pickup sales, meaning puchases of these three models alone eclipse the entire Australian market. Clearly, big trucks are big business in the Land of the Free but, until recently, most Aussies tended to see these full-size pickups as an American curiosity; too big, thirsty and expensive to make much sense in a country where vehicles tend to be smaller and our carpark dimensions aren’t designed to accommodate them. That all changed back in 2013 when the Walkinshaw Automotive Group, long established in the local automotive engineering and manufacturing space through its highly regarded Holden Special Vehicles business, turned its attention to the full-size pickup market. In Walkinshaw’s case, this meant planning for a future without its key partner Holden, who supplied the Commodore utes and sedans Walkinshaw turned into Australian performance car icons. At the end of 2013, when Holden announced it would cease vehicle and engine production by the end of 2017, the die was cast for the end of Walkinshaw’s lucrative HSV manufacturing business.
The need to diversify its business drove the Walkinshaw Group to investigate using its production lines, manufacturing and engineering skills to convert US-market RAM pickups to right-
hand-drive for the Australian market.
The first fruits of this new initiative landed in showrooms in late 2015 in the form of remanufactured RAM pickups produced in partnership with the Ateco Automotive group. The latter initially handled import, distribution, network, sales and marketing but subsequently rebranded and took over the operation as RAM Trucks Australia, retaining Walkinshaw to wrangle the reengineering. Walkinshaw had proven and improved its reengineering approach enough by 2018 to add the Chevrolet Silverado pickup to its line-up, the first examples of which were delivered to HSV dealers in April of that year. Much has happened with RAM Trucks. The sales, marketing and distribution for Silverado has since been incorporated under the umbrella of GMSV, the General Motors backed organisation that rose out of the ashes of Holden, leaving Walkinshaw to focus on remanufacturing.
Throughout, Australia’s appetite for full-size utes has grown consistently, to the extent that in recent months both RAM Trucks Australia (RTA) and GMSV have announced major enhancements to their local production capabilities.
The sales action has also prompted Ford Australia to confirm its US market giant, the F150, will be built here in RHD from next year by its partner RMA Automotive,
while Toyota has also announced its own partnership program with Walkinshaw to reengineer the US-market Tundra for RHD. This extraordinary growth in a segment that was once but a minor player here is a good news story for Victoria’s automotive industry, providing valuable jobs and opportunities in a sector many felt was destined to wither after Ford, Toyota and Holden shut down their local car making operations.
The lynch pin connecting all but one of these full-size ute remanufacturing operations is the Walkinshaw Group, which these days describes itself as “a global leader in the design, engineering, development and marketing of performance vehicles.”
Headquartered in Clayton, Victoria, Walkinshaw now claims to produce more than 8,000 vehicles per year while employing more than 1,000 people, and has recently expanded its footprint further by inking the deal with Toyota to work on reengineering the Tundra.
RAM Trucks Australia
While Ford and Chevrolet might argue the toss over whether having the best-selling full-size ute range, or the biggest selling nameplate in the US gives them bragging
By way of comparison, British brand Land Rover sold 3,928 vehicles in the same 10-month period, and Porsche sold 4,791 units, so there’s no denying RAM is now a serious player with market share that outpoints many longer established and better-known brands.
As at September, RAM Trucks Australia said the total number of RAMs sold to Australian customers since production began was 17,115, while the total number of right-handdrive RAM trucks produced for both the Australian and New Zealand markets over the same period was 18,019 vehicles. These impressive sales figures coincided with a September announcement that RAM Trucks was growing in size and manufacturing capacity – with a third remanufacturing line added to increase production capacity to 20,000 units per year. To celebrate this milestone, Bob Graczyk, Head of RAM International, visited Melbourne to see the expanded production facility which runs 24 hours per day.
“Australia is a super important market for us outside of North America, and the growth that we’ve seen here over the last few years has been phenomenal,” said Mr Grazyk.
“With the expansion of our plant, this growth will continue. Outside of the US, we sell more full-size pick-up trucks than Ford and GM combined, and Australia representing a market share of more than 70 per cent, is a big contributor of that.”
The new 16,025-square metre MMF facility now has two dedicated lines for RAM DS and DT models, and a separate line for heavy duty models, all running 24/7 and capable of producing up to 20,000 vehicles per year, although the current production rate is 10,000 vehicles per annum. GMSV
In early November, exactly two years after GMSV launched in Australia, the 5,000th Chevrolet Silverado rolled off the company’s Melbourne assembly line. In October, the brand registered a combined 260 sales of its Silverado and Silverado HD models for a total of 1,971 vehicles year to date, representing an annualised sales increase of 14.5 per cent.
The milestone occurred just months after the opening of a brand-new dedicated Silverado remanufacturing facility at Dandenong, which saw the brand move its operations from Walkinshaw Automotive Group’s Clayton plant, where it shared floor space with the RAM Trucks operation, to its own facility.
“We’re excited to announce that the 5,000th Silverado has just emerged from the remanufacturing process,” said Joanne Stogiannis, Director of GMSV.
“This achievement coincides with GMSV’s second birthday, so this is a remarkable achievement for a new brand in Australia and New Zealand. It goes to show there is considerable desire amongst enthusiasts for the latest in a V8-powered full-size
pick-up truck with impressive towing ability and passenger comfort.”
The new, larger facility opened in August and, running as a dedicated line, is already delivering a more seamless operation, said Ms Stogiannis.
“The new dedicated remanufacturing facility will enable improved flexibility and capacity, with a significant increase in the number of Silverados coming off the line,” said Ms Stogiannis.
“It’s particularly timely to have this new facility up and running as we recently announced Australia and New Zealand will be receiving a new MY23 Silverado 1500 range due mid-2023, including Chevrolet’s new flagship off-road truck, the first-ever Silverado ZR2.”
Ford F-150
It’s as quintessentially American as baseball and apple pie and now Ford’s big, bold F-150 pickup is also heading Down Under thanks to a factory sanctioned remanufacturing deal that will see the US market leader on sale here by mid-2023.
Ford Australia announced a deal in March 2022 confirming local remanufacture of the F-150 to right-hand-drive will be handled by engineering specialist RMA Automotive, in a conversion process the company said “will meet all applicable Australian Design Rules and safety regulations”.
Ford describes RMA Automotive as one of the world’s leading suppliers of modified vehicles with more than 30 years of engineering expertise. RMA is in turn a Ford Qualified Vehicle Modifier (QVM), and its relationship with the Blue Oval dates to 1997, with more than 100,000 modified Ford vehicles delivered to date in multiple global markets.
Ford Australia said remanufacturing will take place in an RMA Automotive-leased facility at the Merrifield Business Park in Mickleham, north of Melbourne. The facility is in the same precinct as Ford’s new parts supply and logistics hub, and close to Ford’s engineering head office in Campbellfield.
Ford Australia and New Zealand President and CEO, Andrew Birkic said the company had listened to fans and dealers and found a way to bring F-150 to Australia, with the aim of giving customers more choice.
“F-150 has been part of F-Series, America’s best-selling vehicle line for the past 40 years, with more than 40 million F-Series trucks produced to date. With such a local fan base, and with full-size truck sales in Australia tripling in recent years, we just knew we had to find a way to bring it back to Australia.
“There are just so many passionate F-150 fans out there and we’re all thrilled to be able to bring this iconic truck to our roads with locally remanufactured righthand-drive models,” said Mr Birkic.
The locally remanufactured F-150 will be available in crew cab body style
only, in well specified XLT and Lariat versions, with both variants powered by a 3.5-litre EcoBoost petrol V6 pumping out 298kW/678Nm and driving all four wheels on demand through a 10-speed automatic transmission, endowing the F-150 with a healthy 4.5-tonne braked towing capacity.
Ford Australia confirmed the big ute will be sold and serviced through its nationwide dealer network and would come with a five-year, unlimited kilometre warranty.
Toyota Tundra
The rapid full-size ute category growth has also prompted industry giant and local market leader Toyota to get join the boom.
In August, the company, which has traditionally had the lion’s share of the ute category via its HiLux and LandCruiser 70 Series models, announced a program to re-engineer its US-market Tundra for RHD, with its manufacturing partner once again the Walkinshaw Automotive Group.
Prototype testing on public roads commenced in September 2022, with 300 vehicles to be deployed around Australia from quarter-four 2023 as part of the final validation stage of the RHD program.
A statement from Toyota said the company’s “extensive Australian development program for the Tundra would enable local development and evaluation experts to re-engineer Tundra in a RHD format while evaluating the vehicle against Australia’s severe local conditions and tough customer use”.
The company claims the program will set a new benchmark in Australia for the reengineering of a full-size pickup truck from LHD to RHD and will include the adoption of key components from Toyota’s global parts catalogue, including the steering column and rack, accelerator, brake pedals and shift lever from the LandCruiser 300 platform, said Toyota.
Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley said the company and its dealers were excited to be part of the program.
“This a dedicated re-engineering program, led by Toyota Australia and made possible by our global partners and is closely supported by our parent company and Toyota North America. It will utilise OE levels of design, development, testing and componentry rooted in Toyota’s deep commitment to quality, durability and reliability.”
Tundra will be equipped with a new hybrid system featuring a twin-turbo 3.5-litre petrol V6 coupled with a motor generator and 10-speed automatic transmission. The range topping i-FORCE MAX hybrid powertrain takes the place of a V8 in the US range and develops 320kW/790Nm, while delivering a combined cycle economy of 10.7L/100km.
The company cautioned the development program did not guarantee the Tundra would go on sale here and the Australian RHD Tundra “faces further checkpoints in Toyota’s global approval process before its retail introduction can be confirmed.”
An MBA for the auto industry
IN the exciting world of the automotive industry, it’s important to stay ahead and explore new career paths. For mechanics and other automotive workers who want to broaden their horizons and achieve more, pursuing an MBA can make a big difference. In this article, we’ll discuss the key benefits of this MBA program for automotive workers.
Enhanced business skills
While mechanical skills are essential, an MBA with automotive equips professionals with vital business knowledge for managerial roles. This comprehensive education covers finance, marketing, operations, and strategic planning, enabling informed decisionmaking, and budget management. Learned business acumen skills will empower automotive workers to excel in leadership positions.
Specialised knowledge
Automotive electives in the MBA program allow individuals to dive deeper into industry issues. Courses in management, project management, revenue management, and customer experience will provide specialized
knowledge directly applicable to their work. This expertise will enable you to implement innovative strategies, identify emerging trends, and overcome industry-specific challenges.
Expanded career opportunities
An MBA will open up new career paths for automotive professionals. The comprehensive skills gained paves the way for higher-level management positions in other automotive settings. With an MBA, you can transition to roles including general manager, operations director, or even an entrepreneur in the automotive industry. The broader skill set also offers opportunities beyond traditional automotive, such as consulting or working in automotive-focused start-ups.
Networking and industry connections
Pursuing an MBA provides invaluable opportunities to network with industry professionals. MBA programs bring together diverse individuals, including fellow automotive workers, executives, and entrepreneurs. Engaging with this network fosters knowledge-sharing, mentorship opportunities, and potential
collaborations. These connections not only facilitate career growth but also build a supportive community of like-minded professionals.
Personal and professional growth
Beyond immediate career benefits, an MBA offers personal and professional growth. The program challenges individuals to think critically, develop problem-solving skills, and enhance leadership abilities. Rigorous coursework and real-world case studies create a platform for continuous learning and personal development. Graduates emerge with improved decisionmaking capabilities, adaptability, and a broader perspective that goes beyond automotive expertise.
Pursuing an MBA is a strategic investment for automotive workers seeking career advancement and new opportunities. It equips professionals with a unique skill set that combines expertise with business acumen, enabling them to thrive in the competitive automotive industry. With enhanced leadership abilities, specialised knowledge, and expanded career prospects, those embarking on this educational journey position themselves as strong contenders in the industry.
Everybody starts somewhere
Congratulations to all the winners and finalists of the 2023
Spirit Super has been supporting the motor trades for over 30 years and, as a proud sponsor of the 2023 VACC and TACC Apprentice of the Year awards, would like to congratulate Zak Cretalla (Bundoora BMW) and Ben Bailey (Hobart Performance Autos) for taking out the President’s Award in their respective states.
Motor Vehicle Service & Repair Information Sharing Scheme
ALL service and repair information provided to automotive dealerships and preferred repairers must be made available to Australian aftermarket repairers. This includes technical service bulletins, wiring diagrams, repair methods, diagnostic software and hardware. Each car manufacturer or importer must publish their pricing (Scheme Offer) on the AASRA website (aasra.com.au).
The Australian Automotive Service & Repair Authority (AASRA) resulted from years of industry lobbying to secure right-to-repair legislation in Australia. AASRA is your gateway to genuine service and repair information for cars, SUVs, and light commercial vehicles manufactured on or after 1 January 2002, up to the most recent models.
Joining AASRA
After joining AASRA for $90 per year (excluding GST), you can register with any car company, and purchase access for a day, a month, or a year. Oneday access to popular brands costs approximately $18 to $35. A few brands marked ‘NPB’ allow direct registration.
Key-immobiliser codes
If you require security data, you must add Vehicle Security Professional to your account for $210 (excluding GST) per year. AASRA employs licenced software to request and return security codes in a secure manner. We have
automated the 60-second processes for Kia and Isuzu and are working to automate additional manufacturers.
EV and hybrid
If you operate on high voltage systems (EV, hybrid), you must possess an appropriate EV training certificate and submit it to AASRA (such as AURETH101). For example, changing the air-conditioning compressor on a hybrid vehicle requires access to the high voltage circuit. Currently, BMW, Jaguar, Land Rover, Mercedes-Benz, and Volvo block all access, regardless of model, unless you have an EV certificate. This is due to their inability to isolate information with high voltage.
Workshop efficiency
Decades have passed without genuine information in workshops, so what is the benefit now?
If effectively utilised, aftermarket workshops can complete more repairs, avoid sending work back to the dealer, and increase their efficiency. All of this impacts the company’s bottom line. If you save 30 minutes, you will be well ahead. Time saved on each task results in more tasks completed annually. Every additional task represents a profit you did not have before. With labour shortages, working smarter to get jobs completed quicker is how you will increase the workshop’s productivity.
Problem vehicles
Using a J2534 VCI to run the genuine software across the vehicle (health check), identify each DTC, its complete description, TSBs, and whether or not each controller’s software is up-to-date. This results in a quicker resolution for problem vehicles. Typically, this is a 10-to-15-minute procedure that identifies all issues.
Business growth
A workshop can service new fleets, increase their per-vehicle completion rate by checking for software updates, and expedite the diagnostic process by reviewing Technical Service Bulletins.
Genuine scan tools & software
If you specialise in specific brands, European or 4WD vehicles, you may want to purchase the original dealer scan tool and its software to perform a health check, identify and re-flash controllers with the most recent software versions. Genuine scan tool prices are on the AASRA website along with general access pricing for service manuals, repair procedures and more.
AASRA works with the ACCC, which promotes compliance with the legislation and takes enforcement action where appropriate. These fines can range from $135,000 to $10 million.
AASRA is a non-profit organisation set up under the legislation as the scheme adviser.
Go to aasra.com.au for more.
Any individuals employed by Australian repairers or Registered Training Organisations.
What information can be accessed?
Service schedules, service manuals, service bulletins, repair procedures, wiring diagrams, diagnostic hardware, software etc. Key, immobiliser and radio codes require VSP* status.
The legislation covers vehicles (cars, SUVs, light commercial) from 1 January 2002 onwards.
Sayeed Aslam arrived in Australia in 2002 with a passion for learning and professional development and the oil and gas industry. He also developed an interest in project management, leadership, and entrepreneurship. In 2020, he combined his interests to start Eiffel Lubricants Australian division and became its director.
Eiffel Lubricants was founded in the UAE. Tell us about its origins. Eiffel Lubricants was founded in 2004 with a sole purpose to provide asset protection and reduce asset degradation caused by lubrication of asset owners across the world. Everything and anything we do is a step towards achieving this goal. We strive to build a life without friction. Eiffel Lubricants had very humble beginnings but with commitment to the very purpose it was established for, in less than two decades Eiffel has established itself as a leading lubricant and grease manufacturer, with presence in more than 55 countries across the globe. Australia is its new destination. We are a manufacturer whose strategy is driven by the purpose of our existence, the values that we stand for and the business ethos that we believe in. This continuous pursuit of reducing friction in the world wakes us up every day and keeps us going. We believe this can be achieved only with a continuous learning mindset, investing in research and development, associating with the right organisations, individuals and the willingness to keep challenging the norms and innovating. This has resulted in building our state-of-the-art R&D facility in UAE, a facility that is ISO 9001-2015 certified and complies with the best international standards to supply and test a multitude of categories of lubricants and grease variants. We know that in this journey we will not be able to win on our own. We need the expertise of OEM manufacturers, additives manufacturers, base oil refineries, researchers in the latest technology in chemical engineering, understanding the moving industry trends, industry bodies across the world, standardisation in manufacturing practices and hence we are very sensitive who we associate with. These associations have enriched us with an in-depth understanding of the
market, the pain points of asset owners, and the limitations of lubrication products available in the market. This has inspired us to create products which have the perfect blend and enhance engine performance across the world in every sector and domain where lubrication is needed. Every decision we make aligns to our purpose of existence and the result is we produce the best lubricants at the best price point. What is the Eiffel Lubricants philosophy? Our philosophy is to be fully committed to our purpose, invest in continuous learning, attract the best talent, foster a culture of innovation, and associate with the right people. The result is we deliver exceptional value to our customers by providing unique products and services in a highly competitive and dynamic market. Tell us about the Eiffel Lubricants’ portfolio of offerings.
Eiffel Lubricants manufactures more than 1,200 SKU of lubricants and greases providing innovative solutions to a variety of applications across industries and various sectors. Eiffel manufactures motorcycle lubricants, automotive lubricants, commercial engine oils, gear oils, transmission fluids, industrial lubricants, brake fluids, coolants, marine lubricants, agricultural lubricants, and specialty lubricants. Eiffel offers a comprehensive range of lubricants blended from the finest grade base stock procured from worldclass Exxon Mobil and European refineries, and technologically advanced and superior additives industry giants, Lubrizol and Afton. Our products meet the specification of major OEMs and the highest standards of API, MIL, European and Japanese manufacturers, which clearly indicates our commitment to adhere to the latest technological developments in the industry. Eiffel Lubricants has multiple state-of-the-art facilities for blending
and filling of lubricants and greases in the UAE, India and Kenya. The plant has an installed capacity of blending and filling more than 40,000 MT of lubricants, 16,000 MT of greases and 6,000 MT of viscosity improvers per annum. What is the point of difference for Eiffel Lubricants products?
Our values and our purpose of existence is what differentiates us. We exist with a single purpose to reduce friction in life. Every equipment, machine, and part that we lubricant; we take pride in protecting it and extending its performance and durability. We believe in pushing boundaries, improving performance, enhancing engine lives. We clearly understand the difference between a business decision and a technical decision and the importance of taking decisions based on the context in which the decision needs to be taken. We place very strong emphasis on educating our customers in differentiating between a business decision and technical decision. In a growing complex and very competitive world it is essential to understand value can only be created by taking responsible decisions and by truly understanding the context in which the decision needs to be taken to create value.
Eiffel Lubricants has several OEM approvals in Australia. Can you name the brands?
Eiffel has OEM approvals from Volvo, Mack Trucks, Renault, Daimler, MercedesBenz, Porsche and Volkswagen. Eiffel has submitted it products for approval from Cummins, which is currently under review. In the petrol engine category, Eiffel has OEM approvals from Daimler and Mercedes-Benz for four engine oil specifications (229.3, 229.31, 229.5 and 229.52), Porsche A40, Volkswagen 502/505. Eiffel Opera Ultimate SAE 5W40 API SN/CF for Mercedes-Benz 229.3
Eiffel Opera Mercedes-Benz 229.5
Eiffel Opera Ultimate C3 5W30 SN for Mercedes-Benz 229.31
Eiffel Opera Ultimate ESP for Mercedes-Benz 229.52
Eiffel Opera Ultimate SAE 5W40 API SN for Porsche A40
Tell us about your previous roles before joining Eiffel Lubricants.
Innovating is risky and not innovating is even more risky is the best piece of advice I received says Sayeed Aslam
Eiffel Opera Ultimate SN/CF SAE 5W-40 for VW 502 00 and 505 00. In the diesel engine category, Eiffel Lubricants is approved by Volvo, Mack Truck, Renault, Daimler, and Man Truck.
Eiffel Marvela Xtreme SAE 10W40 API CK4/SN is approved by Volvo VDS-4.5, Mack EOS-4.5 and Renault VI RLD-3
Eiffel Vista Xtreme SAE 15W40 API CK4/SN is approved by Volvo VDS-4.5, Mack EOS-4.5 and Renault VI RLD-3
Eiffel Vista Titanium SAE 15W40 API CI4/SL is approved by Volvo VDS-3, Mack EO-N and Renault VI RLD-2
Eiffel MARVELA TITANIUM SAE 10W40 API CI-4 is approved by Mercedes-Benz for 228.5
Eiffel Marvela Titanium CI4/SL 10W40 is approved by MAN for M3277. The size of the Australian lubricant market is approximately 500 million litres per annum, with roughly 180 brands available. It is astonishing to see only 10 local manufacturers are registered with API. The local market is driven by, meets and exceeds statements on products. Eiffel manufactures only API licensed engine oils.
I came to Australia in 2002 as a student to pursue my master’s degree in engineering. I did my bachelor’s degree in instrumentation engineering and worked in the Middle East for a few years before coming to Australia for higher studies. I have always been passionate about learning and continuous professional development. I worked on some of the iconic projects in the Australian oil and gas industry. I completed my master’s in project management from RMIT in 2012 and moved from engineering to project and commissioning management roles. In 2020, with Covid, everything changed. This gave me an opportunity to start my entrepreneurial journey while pursing my studies. I started Eiffel Lubricants simultaneously while studying for a Senior Executive MBA from Melbourne Business School. I was lucky to implement my learnings from my business school in my business. What’s the best piece of advice you have received?
Innovating is risky and not innovating is even more risky is the best piece of advice I received. As part of my MBA from Melbourne Business School, I did a module in Building Strategic Innovation Capability from Berkeley University of California, in Silicon Valley. In a discussion I had with Dr Peter C Wilton, he mentioned to me that not innovating is actually far riskier than innovating. I have learnt that
embracing change is essential in today’s business and life context. The industry we are in is changing at a very rapid pace with the invent of electric vehicles and, with governments setting targets that are very difficult to achieve, we want to be an enabler in this change and innovation, both in technology and business models. What is the future of Eiffel Lubricants? Eiffel Lubricants’ vision is to be an enabler of the biggest disruption the mobility industry is going through in its history. Eiffel recognises the importance of climate change and envisions to take responsible steps in enabling and complementing the initiatives taken by governments, OEM manufacturers, industry bodies, and responsible citizens of the world in adapting renewable and alternate energy sources. Eiffel will strive to achieve the Net Zero deadlines and targets set by governments across the world to convert from internal combustion engines to environmentally friendly technologies by heavily investing in research and development to find the best lubrication solutions to these emerging future technologies. Eiffel believes in pushing the limits by fostering a culture of innovation. As long as mobility exists, lubrication is required, although the form and shape might change. With approximately 25 million vehicles currently in Australia that run on internal combustion engines, it will be a mammoth task to convert these into alternate energy vehicles.
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Crow Cams has grown enormously
WORDS Paul Tuzson
CROW Cams is a name synonymous with the Australian automotive industry in both the aftermarket and as a Tier 1 supplier to Ford and Holden. And the names Ray Hudson and Ron Spencer are synonymous with Crow Cams – they’re the founders. The story starts back in 1964 when Ray and Ron started as apprentice engine machinists at Repco, at the city branch.
Repco was an amazing company and the training they received was about as good as it gets.
After Repco, Ray went to work at Owen Holmes Motors for a few years and all the time he was there he and Ron bought engine reconditioning machines of all types like boring bars and valve refacers. They started machining and building engines from home but, as their reputation grew, they devoted themselves to it full time. Their first premises was a tin shed, but as the business grew they needed more space, so they built the Campbellfield factory. This was the first real home of the company and it remained so for about 30 years. It was also the first tilt-slab factory in the area. Everyone said they should build in brick, but history has certainly proven that advice wrong. Investing in the latest technology has always been a strong foundation of the company.
for cams and eventually, they ended up with 10 Berko machines. Some of them still run today because of modifications Ray made to them, which brings up the division of duties within the business.
Grinding cams is a technical business and Ray is particularly well suited to it. However, there’s a lot more to a successful engineering business than just the engineering. Organisation and
The logo has changed a little but the Crow still has attitude. Crow Cams has never neglected its aftermarket customers, despite pressure from car companies (below left). Top, L-R: Unground lobes compared with ground versions.Grinding a lobe on an old (modified) machine running a so-called stone grinding wheel. An old Berco grinder showing the digitally driven belts Ray added to bring these machines into the modern manufacturing age. The big wheel follows the masters (below)
administration are vital. In fact, it doesn’t matter how good the engineering is, without a solid administrative/sales base, it will fail. It turned out Ron was well suited to this side of the business and, because he’s a fully qualified and well experienced machinist, he was able to handle that side of the business more effectively than an ordinary administrator. Ray says he could never have done it without Ron and that Ron couldn’t have done it without Ray. An ideal partnership. What about the name. Is it some sort of bird-based response to Crane Cams? No, says Ray. He explained the brand was first registered as a business name back in the 1970s. He doesn’t remember exactly when. Why Crow? Well, Ray says that often, when they’d done some performance work on an engine, the owner would squawk out a surprised crow call – with the Graham Kennedy pronunciation. So, Crow. By the end of the 1990s demand for cams became so great they stopped engine machining/assembling to concentrate on them exclusively. Ray says they couldn’t grind enough cams for Holden Reds and 250 Fords and, of course, they did hundreds of Chev V8s and Ford Clevelands. In 1989, Ford developed the EA Falcon with its single overhead cam engine. However,
The business had grown to about five employees and a crank grinder was the next obvious choice in the equipment line-up. They didn’t get one. They’d always done performance work at Repco so they bought the last cam grinder Repco made because it made more sense from the performance perspective. As it turned out, that was a seminal choice. At that stage, Ray says they couldn’t make masters so they just copied profiles from other cams, many of which came from the US. That would change. Though they’d started working on cams, the engine building business continued to grow. Eventually, they ended up employing 30 people but, by about 1998, Ray says engine reconditioning wasn’t the lucrative business it had been. Meanwhile, the demand for cams was increasing. They bought a Berko cam grinder, which was superior to the older Repco unit they had. More and more people came to them
Ford had retained the Crossflow for utes and panel vans. The Geelong production line converted to the overhead cam engine and Ford didn’t have the capacity to keep manufacturing crossflow cams, so they farmed it out and Crow got some of the work. Ford wanted 50 cams a day from Crow but they could only turn out about 12. They moved to two shifts per day but it still wasn’t enough. Ford was pressuring them to drop their other work but they weren’t about to do that because they knew crossflow production would end. They just did what they could for Ford. Ray says grinding a cam is one thing, but grinding a cam for a car company is another thing entirely. They are exacting in their requirements. He says they ran into a couple of problems in production and that Ford called them down to Geelong to show what they wanted. As part of the process of constant improvement, Crow bought an Adcole measuring machine from GM to measure cams with the greatest possible precision. It takes 3,600 measurements around a lobe with each one accurate to just one micron, or one thousandth of a millimetre.
Apart from sensors, the main feature of an Adcole machine is the great big slab of granite used as a stable base for the measurements. Crow’s machine was manual, but Ray attached a computer and converted it to a digital unit with a program he wrote in Power Basic, a new language that was first available in 1989. If anything is off specification, the Adcole will find it.
This proved so successful Crow still uses it. In fact, a number of machines Ray modified are still used by the new owners.
Ray explained the relationship with Ford was extremely beneficial. Crow ground the 200kW AU cams and Ray even designed the 220kW version. Crow delivered three versions of this cam to Ford which they tested and from which they chose the version that best suited their needs.
Ford’s research program had also identified a ‘wave lapping’ pattern as beneficial to cam durability in service. They tested a lot of engines and found those with wave lapped cams lasted at
The new home of Crow Cams is much more spacious and comfortable. There’s also a lot of room for expansion. Eventually, these older machines will all be replaced with CBN digital machines (above left). More digitisation at the hand of Ray. Even though he’s been retired for a dozen years, his handiwork is everywhere. Now, a new team of talented engineers has taken up where Ray left off (above). This is just one of the measuring machines in the comprehensive metrology department (below left). A sectioned supercharger and intercooler tucked away in a corner. Basically, don’t leave anything lying around or someone will cut it up to see what’s going on inside it (below centre and right)
Just a small selection of masters that Crow has on hand (above). A standard, so-called stone wheel. It might take an hour and 10 minutes to do a steel V8 cam with one of these wheels and it needs much more dressing (top right). A Cubic Boron Nitride wheel. It will grind a steel cam in as little as 20 minutes. It is, of course, much more expensive than a stone wheel but the increased speed more than compensates (bottom right)
least two or even three times longer than those with un-lapped lobes. However, at that stage, Crow didn’t have lapping equipment so Ford allowed Crow to grind them without lapping. However, about five motors with these cams had a faint howl, which couldn’t be heard on performance cars because of heavier springs and more noise in general. But it was there. They pulled the cams out, lapped them and the noise went away. Crow was immediately convinced it needed lapping equipment (and Ford was insistent) because they wanted to apply this finish to virtually everything they ground. There was a machine available from the US but it was specialised and did all lobes at the one time in about three minutes. It was also $200,000. Ray simply built one that did one lobe at a time for a total of around 10 minutes a
cam. However, Ray’s version was digital and could lap any cam that Crow produced. It took him about three months from scratch but they ended up making two of them. Now, virtually every cam Crow grinds has this surface finish applied. The Berko machines were manual units, however Ray converted them to CNC controlled units. Some still serve on the floor but, in the push towards digitisation, the company purchased a Shigiya NC grinder specifically suited to the Ford quad-cam project. This is not the one shown in the shots, which is a later model. Crow ground cams for the quad-cam BA GT, but in the BF and BG they also did the XR8 models, which was a much larger volume. They had four conventional machines grinding quad-cam lobes along
A customer can give Crow the numbers they want and Crow can analyse them and see if it will be any good. Any cam can be copied with great accuracy and analysed and checked. Eventually, a bank of Shigiya machines will replace all the older machines (above left, centre, right). Bottom, L-R: These days, Crow can make its own masters for the older machines.The Adcole can measure to about a micron. It finds everything. The Shigiya doesn’t need masters. It’s entirely digital. These days, any card you get with a cam isn’t generic (for a particular application) it’s the actual measurement of the lobes
with the Shigiya, which did the journals. However, this arrangement couldn’t turn out as many quad-cams as needed, partially because the Shigiya needed an autoloader. The Shigiya itself cost about $400,000, but the loader was going to cost another $250-300,000. There was
also a six-month wait and two Japanese technicians had to come out and set it up. Because of the cost and difficulties in getting the Shigiya loader, Ray designed and built a loader for the Shigiya in two weeks at a cost of about $7,000 in parts. They’d load the 48 cams it held in the morning and then about seven hours later they’d load another 48 and go home. As a nice touch, Ray designed it so it turned off the Shigiya and the compressor when it finished the second batch of cams. And again, because Crow was able to utilise technology to increase output, they never had to compromise the aftermarket side of their business to supply the car industry. We haven’t covered half of the inventions and technical solutions Ray came up with to build Crow Cams. There is, however, another name associated with the business and its success that’s not as well-known but still vital to the story and that’s Robert Henty, who looked after marketing.
Robert was a rep with Repco and called on Crow in the earlier engine building days. Eventually he became the youngest marketing manager Repco ever had. However, Robert had ideas of his own and ended up guiding the marketing of a selected group of automotive businesses, which included Crow Cams. Despite their great talents Ray and Ron realised they weren’t much good at marketing. Ray said the difference before and after Robert was like chalk and cheese. Robert had a clear vision of where the company should go and how to get there.
As time passed, Ray and Ron started thinking about retirement. Robert had
involvement with a toolmaker/pressed metal company called Metal Form Group, which had supplied the car companies and white goods manufacturers with various pressed components. Obviously, those customers went by the wayside as the car companies closed local production and other manufacturing moved offshore. Metal Form Group looked for a new opportunity and Ray and Ron looked to retire. An ideal match, and there was Robert right in the middle. So 12 years ago they cut a deal that made everyone happy and Crow Cams had new owners. Metal Form Group had been a successful company and had retained a strong engineering staff in a large factory complex in Knoxfield. The Balassone family that owned it also had the resources to take Crow Cams to the next level. That’s where the company has gone. For instance, the new Shigiya machine allows complete customisation and new original designs. A customer rang and said he wanted a stock profile, but with 0.020” more lift and slightly tighter lobe separation. Crow had it designed and checked in about 25 minutes and ground in another half an hour. It was on the customer’s dyno the next morning. He rang Crow and asked them to make it a part number for him. The aftermarket in Australia has never had that kind of service before.
You’d think demand for classic car parts would have diminished but that’s not so; it’s actually growing. It’s not for us to relate the exact sales figures but they’re impressive. The monthly Crossflow sales figures are considerable and cams for
Holden Grey motors are strong. Crow even does Valiant Slant-Six cams regularly. And who’d have thought the RB30-powered VL would become a classic? Robert says they brought in 200 RB30 billets last November and they were ground and sold by the end of January. Their next RB30 order is for 1,000 blanks. Those unfamiliar with the industry may not know cast blanks all come from a few specialised overseas sources. No cam grinders anywhere in the world actually make their own cast blanks, although some make their own steel blanks. Crow has also moved beyond cams. The company supplied parts to GM and saw the potential in the association. When the LS took off Crow developed a stronger relationship with GM and now Crow supplies virtually all components needed to build that entire motor, because a lot of LS specialists want much more than just camshafts, pushrods and springs. Crow keeps 100 LS cranks and 50 blocks on the shelf at any time and also supplies roller rockers. We asked how COVID effected Crow and Robert explained it was great. People were stuck at home with nothing to do so they all worked on their cars. In general, Crow Cams now keeps millions of dollars’ worth of stock on hand and has expanded far beyond the original operation. Crow Cams has always been a foundational part of the Australian automotive industry and seems set to remain so.
Above L-R: LS cams ready to go onto the Shigiya.Call us pessimistic but we don’t think it will fit. A nitriding machine Ray designed and made. There’s all kinds of stock everywhere at the new premises and the warehousing/ ordering system is a model of efficiency (below)
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PSA FAP/DPF SYSTEM: FUEL BORNE CATALYSTS
PSA Peugeot Citroën was the first company to introduce Diesel Particle Filters (DPFs) into passenger vehicles with the Peugeot 607 in 2000. In French, they are called ‘Filtre à Particules’ and abbreviated to FAP, which is how PSA refers to the system. The PSA FAP/DPF system has caused some confusion in the trade as it requires a special fluid to operate (commonly called Eolys Fluid). Many believe it is a variant of AdBlue and a part of a Selective Catalytic Reduction (SCR) system. This is not the case, and this article will give you the basics of the system operation.
THE PSA FAP/DPF system works in a similar way to other DPF systems, as they trap soot particles in the exhaust (see Tech Talk April 2015, page 3964 for an overview of DPF operation). The difference is in how they regenerate, and this is where the mysterious fluid comes in.
The soot produced in non-FAP systems will have an ignition temperature of 550600˚C and the engine will have to inject extra fuel after the combustion stroke, to raise the temperature of the DPF so it can regenerate. The PSA FAP/DPF system uses a Fuel Borne Catalyst (FBC), which is a fuel additive containing the metal element cerium. FBC is injected into the fuel tank and mixes with the diesel. When diesel with this additive is burnt in the combustion chamber it produces soot (particulate matter) which has an ignition temperature of 380-450˚C. This soot with a lower ignition point allows the normal exhaust temperature to regenerate the DPF (when operating at highway speeds) without the emissions of injecting extra fuel.
The system consists of a tank for the FBC, a dosing pump and an injector in the fuel tank. Most of these components will be mounted on or around the fuel tank.
There have been many different system layouts and recipes of FBC across the different models. Early models have a dedicated tank that can be refilled, and later models have a plastic bag that is replaced as a unit and cannot be refilled.
The differently coloured quick release fittings on the bags can identify the different FBC types.
Green: Eolys 176 and Infineum F7995
Blue: Rhodia Powerflex
White: Rhodia DPX42
WARNING: You cannot mix different types of FBC and it is NOT AdBlue. Use the VIN to order the correct fluid.
This system is designed to be relatively maintenance free with a refill scheduled in some cases at 120,000km or when the system indicates it is required (check the service schedule for the vehicle to be sure).
PSA FAP/DPF System
There are many different layouts of the FAP systems. Some have tanks and others have plastic bags in a housing near the fuel tank.
This is an example of a bag of Fuel Borne Catalyst (FBC). The green quick release indicates it is ‘Eolys Fluid’
If the system indicates that the FBC requires changing, depending on the type of system it will need either refilling with the correct fluid or the replacement of the bag. Then the system will need to be reset with a compatible scan tool. If this is not completed, the engine will produce high ignition temperature soot that the DPF will never be able to burn off, which will block the DPF.
These FAP systems suffer from the same problems as other DPFs, such as the stop/start driving around town does not allow the system to get hot enough to regenerate, thereby blocking the filter. You must encourage your customers to get out on the highway every couple of weeks and drive for at least 30 minutes. This should allow the DPF to burn out the soot.
The FAP system has been fitted to many Peugeot and Citroën passenger and light commercial vehicles with HDi diesel engines, and some Ford, Volvo and MINI models that share this engine. However, it is hard to say if any of these made it to Australia. For more information, log on to VACC MotorTech or call the VACC TechAdvisory Service.
FBC bag
Dosing pump
Assembly housing
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HILUX, PRADO & GX460 HORN PROBLEMS
2005 – 2015 Toyota HiLux GGN15, KUN16, GGN25 & KUN26
2005 – 2015 Toyota Prado 120 & 150 Series
2002 – 2015 Lexus GX460 120 & 150 Series
One of the regular calls we receive from our members is for information on the horn operation on the Toyota HiLux, Prado, and Lexus GX460 (which is a fancy Prado). This article will give you the system operation, parts locations and testing for this system.
THE main reason for the calls is because the horn is not working. The technicians have checked the fuse, which is OK, and next they ask for the location of the horn relay. This is where the fun starts. On these vehicles, the horn relay is part of a relay and fuse module called ‘Unit B’ in a HiLux or ‘Unit K’ in the Prado and GX460. This unit has four relays all built together in one assembly
in the engine bay junction box. This can be bought as a replacement part, however, it is unlikely to be the cause of the horn fault. See Diagram 2
The most common point of failure in the horn system is the clock spring behind the steering wheel. The quick way to test them is to try the horn with the wheel aligned straight ahead. If the horn does not work, turn the steering wheel a quarter of a turn either way and try again. If the horn works, it is most likely the clock spring that has a faulty connection.
Clock Spring
The clock spring is used to give a reliable electrical connection to the airbag mounted to the steering wheel. They are commonly made of a flat multi-core cable wound in a spiral shape like a spring found in old wind-up clocks, hence the name. As the steering wheel is turned, the clock spring will wind up in one
The horn relay is integrated into this replaceable sub-unit of the junction box. It rarely causes trouble.
You will see an orange or yellow part when aligned. Locking pin. Leave in place until fitted.
Alignment marks. Two arrows must align.
direction or unwind in the other. For these models, it will allow 2.5 turns each way from centre, more than this and the clock spring will be damaged.
Diagram 1
Window.
SRS wiring to airbag.
Diagram 2 Horn fuse and relay
Engine bay junction box
Horn fuse 10A
Relay Unit B in a HiLux, Unit K in a Prado and GX460.
Wiring connectors
Recall: Clock Spring
Toyota has issued a recall for the HiLux clock springs as they may prevent the airbag from deploying reliably. They have stated that the clock springs could fail from repeated rotation. The affected vehicles were produced from July 2004 to December 2009 with the model codes TGN16, GGN15, KUN16, GGN25 & KUN26.
PRA No.2014/14058
Date published: 14 April 2014
Over time the wires or connections in the flat multicore cable fail. If it is related to the airbag circuit, it will log a fault code and turn on the SRS light. If the circuit is for any other switches in the steering wheel, it may not record a code, like the horn which is not a monitored circuit. Most of these vehicles will have VSC (Vehicle Stability Control), so if you are ordering parts ensure you order a clock spring with the steering angle sensor, which is mounted on the rear of the assembly. See Diagram 3
SRS Disable Procedure
As the clock spring is mounted behind the steering wheel, you must first disable the SRS system. But before this, you must allow sometime after the ignition has been turned off if the
Diagram 3
Rear view of clock spring
Locking tabs
Steering angle sensor
vehicle has a navigation or ‘Safety Connect System’. If it has one of these systems, wait for at least six minutes for it to store its data to memory.
Once this time has passed, you can now disconnect the negative battery terminal and then wait at least 90 seconds for the SRS system to be disabled. You can now proceed safely.
Disassembly
Ensure the front wheels are in the straight-ahead position.
There could be covers behind the steering wheel or two holes which allow access to two Torx head bolts which attach the air bag. Remove these bolts. See Diagram 5 Gently remove the air bag and then disconnect the wiring connectors.
Diagram 5
Air bag bolts In some cases, you may have to remove a cover to get to the bolts.
NOTE: You must pull up on the locking tabs in the middle of the connectors to remove them without damage. See Diagram 4
WARNING: Handle the air bag with care and store in a safe place with the air bag facing up.
Disconnect any other wiring connectors for the steering wheel. Remove the steering wheel nut. See Diagram 4
Mark the steering wheel relative to the steering shaft.
Attach an appropriate puller to the steering wheel to separate the wheel from the column. See Diagram 4
NOTE: Only screw in the puller bolts about five turns into the steering wheel. Anymore and they may go through the steering wheel and into the clock spring and damage it if you are not replacing it.
WARNING: Never strike the end of the steering shaft with a hammer. You will damage the collapsible steering column.
Remove the screws from the upper and lower steering column covers and remove the covers.
Disconnect the wiring harness connectors from the clock spring. There may be up to three connectors depending on the vehicle options. There will be three tabs which attach the clock spring to the outer steering column. Release these and the clock spring should slide off. See Diagram 3
Diagram 4
Airbag and steering wheel removal
Airbag and connector
Puller mounting holes
Mark steering wheel alignment
Diagram 8 Relay Unit B/K Connectors
Diagram 6 HiLux Wiring Diagram
Diagram 7 Prado and GX460 Wiring Diagram
Installation
The new unit should come with a locking pin in place and alignment marks. There is also a window which will show orange when aligned correctly. See Diagram 1
Remove the locking pin and fit the unit to the steering column and ensure that the three locking tabs engage. See Diagram 3
Reconnect all wiring connectors. Refit the steering column covers.
Refit the steering wheel ensuring to align the marks and reconnecting all wiring. Tighten the nut to 50Nm. Refit the air bag ensuring that the wiring connectors and the lock tabs have engaged correctly. Tighten the Torx bolts to 8.8Nm. See Diagram 5
Reconnect the battery. Check for the operation of the horn and all other switches on the steering wheel.
Check for any warning lights on the dash that stay on, then check for codes and repair or clear as required. If there are other faults, use the wiring diagrams above to assist you in diagnosing the issue.
For more information on these models, login to VACC MotorTech or call the VACC TechAdvisory Service. Thanks to the team from TOYLEX R Us for their assistance with this article. toylexrus.com.au | 03 9311 3737
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Preferential Merchant Service Fee of 0.24%1 available to members of VACC.
Wherever and whenever you trade, Commonwealth Bank brings together more of the solutions you need, giving you more control, time and security. With 24/7 Australian call centre support, local business specialists nationwide and a range of flexible business solutions, Commonwealth Bank is available to help you focus on what really matters, your business.
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With Commonwealth Bank, VACC members can receive special discounts on our Smart terminal range of EFTPOS solutions.
We can also offer a customised comparison2 of your current merchant service to Commonwealth Bank’s merchant solutions, to help you discover which product is right for you. We have flexible terminal and pricing options to suit your needs today and that can change with you in the future.
To find out how much you could save with Commonwealth Bank, contact VACC on 1300 013 341 or email membership@vacc.com.au and they’ll put you in touch with a Commonwealth Bank Relationship Manager..
Things you should know: As this advice has been prepared without considering your objectives, financial situation or needs, you should, before acting on the information, consider its appropriateness to your circumstances.
10.24% is the merchant service fee rate which does not include the Mastercard and Visa Interchange rates. Interchange fees are set by card schemes such as Mastercard and Visa for processing transactions between Commonwealth Bank and the cardholder’s bank and is subject to change, therefore, savings may vary.
2Commonwealth Bank merchant cost comparison is available to compare all fee types & competitors. Different assumptions and estimates could result in materially different results. On this basis, no representation or warranty, expressed or implied, is made as to the accuracy of the information or projections contained in this example. Fees, charges, terms and conditions apply. Please view our Merchant Agreement, Financial Services Guide and Operator and User Guides at commbank.com.au/ merchantsupport
VACC may receive a referral fee from Commonwealth Bank for each successful referral (excludes existing customers) on eligible Business Banking products and services. Commonwealth Bank of Australia ABN 48 123 123 124 AFSL and Australian credit licence 234945.
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.
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.
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
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. 1300 013 341 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
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.
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
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
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
AutoCareers
The AutoCareers jobs portal connects jobseekers with employers wanting skills and labour. VACC and TACC member businesses can advertise qualified and apprenticeship vacancies free of charge.
03 9829 1133
autoadvice@vacc.com.au autocareers.com.au
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. officeworks.com.au/campaigns/vacc
Zembl
Zembl is the leading energy price comparison service for Australian businesses. VACC and TACC members have access to a free energy bill review. Then Zembl works with leading retailers to find a competitive deal.
1300 915 162
https://zembl-dev.webflow.io/ partner/vacc
VACC Accreditation
VACC Accreditation is here to help drive your business forward. Achieving accreditation means a business can demonstrate it is meeting a higher standard that is valued by customers.
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
contact@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 0407 344 433 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
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
Property Risks
• Business interruption
• Fire & storm
• Machinery breakdown
• Theft & money
• Glass
Cyber Risk
• Data breaches
• Cyber attacks
• Contingent business interruption
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