VACC and TACC have launched a multi-media marketing campaign to promote a new job portal, AutoCareers
08 BIG ISSUE
Finding – and keeping staff – are big issues in auto right now. We must tackle these concerns from all angles
10 FUTURE FOCUS
2022 will soon be in the rear-view mirror. So, what are the big predictions for automotive globally in the year ahead?
14 FULLY CHARGED
The automotive industry reiterates key priorities for policy-makers, and outlines the latest advocacy news from VACC
16 ROAD SAFETY
TACC’s Bruce McIntosh supports a new call to spend Tassie traffic fine revenue on road safety initiatives
18 TRAINING UP
With EV sales cranking up, it’s crucial those working in automotive have the tools –in every sense of the word – to keep up
20 GLOBAL INSIGHTS
Fresh from an overseas EV study tour, VACC CEO Geoff Gwilym discusses policy and workshop changes in an EV world
26 PRETTY COOL
Dermott Brereton and Elise Elliott hit the road for a new TV show, visiting workshops and showcasing auto careers
27 INDUSTRY FIRST
TACC and TasTAFE have partnered up to deliver the first accredited battery electric vehicle training in Tasmania
32 BIG CHAIR
Bendix CEO, George Kyriakopoulos is in the Big Chair and shares keen insights as head of Australia’s leading brake manufacturer
36 DRIVERS DIVIDED
Left or right? It’s time to break down the world’s two traffic management systems in use for bidirectional roads
42 ELECTRIC DREAMS
Electric vehicles have a lot going for them, but it’s not all good news, so we delve into the negatives, just for balance
IN THE KNOW
Technical covers Ford Ranger and Mazda BT-50 gear stick installations, plus Holden VE Commodore bad earth
Find everything from the latest products to the best business services you need all in one place
Take
of
A SMALL STEP ON OUR PATH TO CHANGE
FROM 2021, ALL CASTROL PRODUCTS WE SELL IN AUSTRALIA AND NEW ZEALAND ARE COMMITTED TO CARBON NEUTRALITY IN ACCORDANCE WITH PAS 2060 ** A SMALL STEP TOWARDS A MORE SUSTAINABLE FUTURE
SO, let’s talk about jobs. Again. Hopefully by now, you have seen VACC’s AutoCareers marketing campaign featuring Bob, Bec, Sharn, and Jake – four bobbleheads representing different sectors of the automotive industry –who have appeared on Victorian and Tasmanian TV screens since October. It’s part of a wider campaign to support the industry and thrust our skills and labour shortage into the spotlight. VACC, and TACC in Tasmania, have undertaken a range of marketing initiatives to help put automotive careers in front of young prospective apprentices and their influencers –parents and teachers – along with skilled workers seeking a career change.
This includes an extensive social media campaign, along with editorial, interviews and lots more. All this is designed to drive jobseekers to members’ doors.
Underpinning the campaign is VACC/TACC’s new AutoCareers portal, which you can find at autocareers.com.au. It’s a service available to all members in Victoria and Tasmania. If you have a position to fill, simply go to the website or call 03 9829 1133 or email autoadvice@vacc.com.au and get your advertisement up today.
It’s a free service, so take advantage of it. Hopefully, through AutoCareers, you will find the labour you need. But what about the labour you already have? Retaining good staff is the best approach.
When people leave – to work for your competition! – you might find yourself in a world of pain trying to replace them.
So, look after your people.
Take an interest in them, pay them a decent wage, offer some flexibility, recognise their efforts – nominating them for Employee of the Year in the 2023 Automotive Industry Awards is a great place to start (check out the flyer that accompanies this issue) –and cultivate a good workplace culture where everyone feels welcome and safe. Finding labour and retaining staff are the big issues in automotive right now, and probably will be for a number of years to come. Let’s solve this problem together. Good luck and enjoy this issue of Australasian Automotive.
MANAGING
David Dowsey
03 9829 1247
editor@australasianautomotive.com
SUB-EDITOR
Pia-Therese Hams
DESIGNERS
Faith Perrett, Gavin van Langenberg 03 9829 1189
creative@australasianautomotive.com
CONTRIBUTORS
Geoff Gwilym, Steve Bletsos, John Caine, Rod Lofts, Imogen Reid, Bruce McIntosh, Paul Tuzson, Shane Jacobson
jeaton@ourauto.com.au
directors, board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. 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
Australasian
FINDING labour and retaining staff are the big issues in automotive right now.
Australia’s automotive industry currently has more than 38,000 unfilled job vacancies. The situation is crippling business owners who cannot meet market demand, which in turn impacts the consumer.
The Victorian Automotive Chamber of Commerce (VACC) and its Tasmanian counterpart, TACC, are tackling the skills concern from a number of angles. Firstly, there’s tireless advocacy work.
This effort led to a recent policy win, with the release by the National Skills Commission of its annual priority list – the Priority Skilled Migration Occupation List. It revealed what the automotive industry has known for years: trade positions across the sector, in particular mechanics and skilled technicians, are in critically short supply. Complementing the advocacy work is a more public-facing approach to the skills gap, with the launch of an AutoCareers multi-media marketing campaign.
The aim of this campaign is to thrust automotive careers in front of young people (prospective apprentices) and their influencers (parents and
teachers), along with skilled workers looking for a career change.
GEOFF GWILYM AUTO SKILLS
AutoCareers activities showcase the ‘faces of automotive’ – Bob, Bec, Sharn, and Jake – who represent various trades within the industry. They star in a major television campaign – playing across Victoria and Tassie now – and on a new AutoCareers website, designed to connect job seekers with business owners wanting labour. Supporting this advertising is extensive social media promotion, along with editorial and interviews.
Through AutoCareers, those wanting labour and those seeking jobs now have a place to ‘meet’, so we encourage all parties to connect and help solve the automotive industry labour crisis.
To learn more or to search for an automotive opportunity, go to autocareers.com.au.
Want to hear more from 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
Bendix Ultimate 4WD Big Brake Upgrade Kits are available for selected 4WD wagons and dual cab utes.
Featuring advanced brake pads, disc brake rotors, calipers, braided lines and a host of ancillary items, you can work, explore or tow knowing that you can stop safely with Bendix.
Front Kit Contents
2 × Ultimate 4WD Disc Brake Rotors
1 Set × Ultimate 4WD Brake Pads
2 × Bendix 6-Piston Monoblock Calipers
Bracket Mounting Kit
1 Front Set × Ultimate 4WD Brake Hoses
ULTIMATE 4WD BRAKE PADS
1 Litre Heavy Duty Brake Fluid ADR Certification
1 × Can Bendix Cleanup
1 × Tube Ceramasil Brake
Lubricant
FEATURES: BENEFITS:
Ceramic Material Low Dust, Low Noise, while providing high temperature stability and excellent fade resistance
Mechanical retention system backing plate MRS technology used in commercial vehicle brake pads, for improved pad attachment strength, for heavy duty operating conditions
Designed for Slotted Rotors Works best with slotted rotors, delivers confident stopping in all conditions
Icebox
Rear Kit Contents
2 × Ultimate 4WD Disc Brake Rotors
1 Set × Ultimate 4WD Brake Pads
2 × Bendix Calipers
Bracket Mounting Kit
Park Brake Mechanism
1 Rear Set × Ultimate 4WD Brake Hoses
1 Litre Heavy Duty Brake Fluid
ADR Certification
1 × Can Bendix Cleanup
1 × Tube Ceramasil
Brake Parts Lubricant
1 × 60L Icebox
NOTE: Images for illustration purposes only. Contents may vary.
ULTIMATE 4WD DISC BRAKE ROTORS
FEATURES: BENEFITS:
4WD Metallurgy G3000 disc brake rotor manufactured using SAE J431 material standards, robust, higher strength, wear resistance for durability in all conditions.
Diamond Tip Slot Allows gasses to escape in heavy duty driving, delivering consistent output and better self cleaning for off road conditions
SwiftFit Protective zinc coating which is ready to fit
Pillar Construction Improved thermal stability
ULTIMATE 4WD BRAKE HOSES
FEATURES: BENEFITS: Braided line with protection sleeve Delivers a firm brake pedal, that won’t over expand under high pressure
Meets SAE J1401
Compliant to international design standards, won’t affect warranty
Designed to fit Fits your application without any modification
WITH this year almost over, its always interesting to hear what’s being predicted globally for the automotive industry in 2023, and what this means for Australia. According to influential global commentator, The Economist, it will be a mixed year for the automotive industry.
New vehicle sales
Globally, new vehicle sales are expected to rise only marginally by 0.9 per cent to 79 million units in 2023, which is still short of pre-pandemic levels of 88 million units. New car sales in Western Europe and North America are expected to decline by close to three per cent, while sales are forecast to rise in Asia and Australasia, the Middle East, Africa and Latin America. These forecasts, however, remain vulnerable to considerable risks, including an escalation of the war in the Ukraine, possible energy shortages in Europe, and the chance the global economy may slip into recession.
Electric vehicles
Sales of electric vehicles (EVs) are seen as the only bright spot in 2023, growing by an expected 25 per cent year on year to 10.8 million vehicles (Chart 1). Governments are getting more innovative with their EV policies, seeking low-cost ways to boost EV sales, without benefitting high-income earners. The US will offer a US$7,500 EV tax credit from 1 January 2023, but only if the vehicles meet strict eligibility criteria, including final assembly in North America. China has extended tax
STEVE BLETSOS
2023 GLOBAL OUTLOOK
breaks and subsidies for new EV buyers until the end of 2023, and the French government is working on a subsidised EV leasing plan in a bid to make EVs more affordable for low-income earners. However, Germany will reduce incentives for EVs, depending on the price range, and remove subsidies for plug-in hybrids. Norway will also phase out tax breaks for expensive EVs from January 2023.
Battery swapping
Many countries are now observing problems with their recharging networks, with long queues at charging points becoming common. Next year, EV manufacturers such as Nio, are planning to invest in more battery swap stations, possibly including battery swaps for other car brands as well. India is also offering financial incentives to companies setting up swapping stations, as well as encouraging battery leasing. A key problem is regulators are yet to put in place uniform battery standards to make it easier to find appropriate charging points and swapping stations. End-of-life battery recycling is also lagging globally.
Weak supply chains
Supply chain constraints are expected to continue to affect vehicle production during 2023. Semi-conductors will remain in short supply until new capacity arrives in 2024. Escalating tensions between China and Taiwan will also pose another risk. Car manufacturers will also continue to face challenges in
acquiring metals such as lithium, cobalt, nickel, steel and aluminium, which will make it harder to assemble EV batteries.
To cope with these challenges, governments are increasing local sourcing of raw materials and components. The US will use the CHIPS Act, passed in 2022, to spur domestic semiconductor production and research. The US has also released a critical minerals strategy to increase local supply of rare earth minerals, thus reducing its reliance on China. India also seeks to allow private miners to extract lithium domestically. Europe’s biggest supply challenge will be the looming energy crisis this winter. Some vehicle and parts makers are having to cut production to reduce energy costs, as well as preparing for possible power cuts. This will have a knock-on effect globally, including for vehicle supply to Australia.
Level 3 vehicle autonomy
Autonomous vehicles are expected to take a leap in 2023, as level 3 cars hit the road. Mercedes-Benz will start offering its level 3 driving system, Drive Pilot, in the US in 2023. BMW will also offer level 3 autonomy in its Series 7 sedan. Tesla, General Motors, Lucid, Hyundai, Kia and Polestar are also expected to launch level 3 vehicles in 2023. With level 5 representing full autonomy, the jump to level 3 is a major step. It will take cars from what is effectively driver-assisted technology (such as Tesla’s Autopilot) to autonomy that does not require full-time driver attention. UN regulations will be amended to extend the speed limit for level 3 vehicles from 60km/h to 130km/h in 2023.
Geopolitical tensions
Persistent global inflationary pressures caused by supply chain disruptions and the war in the Ukraine, could fuel social unrest if inflation rises much higher than wage increases. In an extreme scenario, protests could push workers in major economies to coordinate large scale strikes demanding higher salaries that match inflation. This could paralyse ports, freight services and railways exacerbating supply chain problems. Overall, 2023 promises to be an interesting year for the global automotive industry. While the industry will remain vulnerable to many threats and challenges, sales of EVs look like one of the few bright spots.
• One owner/operator in successful long-term business
• Highly sought-after location in centre of main street
• Currently servicing cars, 4x4s, motorbikes, boats, farm and garden machinery
• Only fuel station in the area
• Agent for Elgas, GreenWorks, Bushranger and Scag
• Tyre supply and repair
• Guaranteed year-round tourism traffic with two rivers, Lake Eildon and the surrounding mountains
• Business primed for new owner to take to the next level
• Additional land next door on separate title, available for sale of lease – currently used as storage yard
(plus
for sale $120,000 (includes all workshop equipment) with a 5x5x5 lease at $2,100 per month
597
WHEN a business sells goods to a consumer, the Australian Consumer Law (ACL), which came into force 1 January 2011, uses the term 'acceptable quality' as part of the consumer guarantees.
In order to comply with the law in relation to acceptable quality, it is necessary to consider the following points:
Goods are of acceptable quality where a reasonable consumer would find them fit for all purposes for which they are usually supplied. For example, a new car should not have serious paint defects or mechanical/electrical issues.
A used car should function reliably and not break down or become unsafe shortly after leaving the dealership. There is also the guarantee as to durability. This is how long the vehicle or other product purchased should be expected to last without breaking down or requiring expensive maintenance/repairs.
The law does take into account age, usage and price paid.
Terms such as 'as is', 'where is' and 'no guarantee' are generally void under the law and may also constitute an offence. However, it is lawful to make a consumer aware of a
defect prior to purchase and if they continue with the purchase, then that defect would not be covered under the guarantee of acceptable quality. This should be done in writing in the form of a defect notice and signed as acknowledgement by the purchaser, with all parties retaining copies. Other defects which subsequently appear would still be covered by the guarantee.
The law also says that defects that should have been obvious to a consumer having examined the goods prior to purchase are also not covered. This may be easy to apply to a leather lounge suite or a dining table, but is very difficult to apply to a car, motorcycle, ride on lawnmower sale due to the complex mechanical nature of the product. The above law does not apply to goods sold at public auction. Some further updated examples of how you must comply with the ACL include: If customers ask for an itemised invoice, you must provide it
If you sell goods or services worth more than $A75 (excluding GST), you must give your customer a receipt If you give invoices, they must identify you (the supplier), your ABN and/
ADVERTORIAL
JOHN CAINE ACL UPDATE
or ACN (if any), what was supplied, the date of supply and the price
If the goods or service does not meet a consumer guarantee (e.g. where goods are not of acceptable quality), your customer has the right to ask for a refund, replacement or repair where: the goods or service is under $100,000 (note that the amount has increased from the previous $40,000 ) the goods are over $100,000 and normally bought for personal or household use the goods are business vehicles or trailers mainly used to transport goods. If there is a problem with your good or service, your customer has the right to ask you for compensation if the supplier could have reasonably foreseen the problem. You cannot have a business policy and/or signs in store which seek to override consumer guarantee rights (for example ‘no refunds’ or ‘no refunds on sale items’). This is unlawful. For further reading, refer to ACCC publication, 'Consumer guarantees'. Specifically, section titled 'A guide for business and legal practitioners'. Available for download at accc.gov.au
Castrol launches new podcast series - Castrol on Mars
GLOBAL lubricants leader Castrol has launched Castrol on Mars, an entertaining and informative new podcast series taking listeners inside the minds’ of a diverse range of innovators and pioneers. Each tells their story about what it takes to perform in some of the most extreme conditions on the planet – and even in outer space.
Available on all major podcast platforms, the eight-episode series includes commentary from astronauts Sandra Magnus and Robert Thirsk who describe how they dealt with the extremes of outer space, while Sarah Cruddas, a space journalist, international TV host and award-winning author, discusses what NASA’s Mars Perseverance Rover is contending with during its extraordinary mission.
Castrol’s oils and lubricants are currently performing 250 million miles away in temperatures as low as minus 153 degrees Celsius on NASA’s Mars Perseverance Rover. These include Castrol’s specially developed Braycote greases and
Brayco oils which provide essential lubrication to scientific instruments, including a weather station, ultraviolet spectrometer and laser micro imager.
Closer to home, Formula E’s Sam Bird and World Rally’s Gus Green-Smith describe what it takes to claim victory behind the wheel in top-level racing, while David Eyton, bp’s former head of innovation
and engineering, gives his perspective on the challenges faced by engineers and scientists when developing products that need to stand-up to extreme pressures.
The Castrol on Mars series has already received the top award in the documentary and technology categories at the prestigious Communicator Awards.
“Our new podcast series highlights what’s required to perform in some of the most farflung, extreme environments,” said Elizabeth Jones, Castrol Global Communications.
“Through engaging and personal stories from some of the world’s adventurers and individuals, workshops can utilise these assets to build trust, win sales and enhance their connection with the wider Castrol brand.”
Whether chosen by NASA or workshops back here on Earth, Castrol’s products can always be trusted to deliver performance under even the most demanding conditions.
To learn more visit castrol.com.au
ON 26 November, Victoria elected a new State Government. At the time of writing, we did not yet know the outcome of this election, but campaign season was alive and well.
DR IMOGEN REID INDUSTRY POLICY MATTERS
In the lead up to the November date, VACC’s policy team had ensured the policy priorities for the Victorian automotive aftermarket were prosecuted to both major parties and cross-benchers.
Our recommendation on lifting the payroll threshold to a more competitive rate was adopted by the Victoria Coalition, with a promise to lift the annual payroll tax-free threshold from $700,000 to $1.6 million, which would place Victoria above New South Wales’ current baseline.
Zero and Low Emission Vehicle (ZLEV) policy has also featured heavily in our advocacy over the past weeks and months, with key recommendations outlined in our Fully Charged policy document launched in August.
Our central argument is that industry simply must be placed at the heart of any future ZLEV policy roadmap, with adequate consultation and consideration as to the impact future policies will have on the selling, servicing and recycling of said vehicles. We go so far as to recommend a ZLEV Commission be established, in partnership with industry, that would provide strategic oversight to the ZLEV transition process, with a view to limiting negative impacts on business practices, skills and employment.
This sentiment was echoed in our recent response to the Federal Government’s
National Electric Vehicle Strategy consultation paper (available on the VACC website: vacc.com.au). The development of this strategy has never been more important as the Commonwealth has enshrined in law a commitment to a 43 per cent reduction of emissions from 2005 levels by 2030, and net zero emissions by 2050. How the government achieves such ambitious targets remains to be seen, but we know for certain an increased uptake of ZLEVs will be part of that plan.
Following the ZLEV theme, the industry policy department hosted a successful member evening at VACC House with guest speakers Mark Awramenko (VACC President), Geoff Gwilym (VACC CEO) and Adam Pay (Managing Director, MyCar). Each speaker had recently returned from factfinding tours of Europe and the United Kingdom regarding their respective ZLEV uptake journeys. The evening’s panel discussed their key insights, which included a clear message that despite Australia’s current low ZLEV adoption rates, this is not cause for alarm. Australia is in a unique position to learn from other countries’ experiences – what has worked, what hasn’t – and implement more effective policy settings. A copy of Geoff’s post tour report is available on request.
Finally, in some good policy news, the Federal Government introduced legislation to enhance the protections against unfair contract terms (UCTs), which has now passed both Houses of Parliament. This is a significant policy win for industry given that, for years, the use of UCTs in standard
form contracts (SFC) has been an issue for small businesses. Without the threat of any meaningful penalties to offenders, UCTs have remained common in many SFCs.
In summary, the new legislation will: strengthen and clarify the existing unfair contract terms provisions (first introduced in 2010 for consumer contracts, and in 2016 for small business contracts) reduce the prevalence of unfair contract terms in consumer and small business standard form contracts introduce a civil penalty regime prohibiting the use of and reliance on unfair contract terms in standard form contracts
expand the class of contracts that are covered by the unfair contract terms provisions
• strengthen remedies available under the new unfair contract terms regime.
VACC will provide further explanatory materials in due course once the Bill becomes an Act of Parliament.
This outcome comes off the back of many years’ heavy advocacy by VACC, TACC and the Motor Trades Associations of Australia network.
My thanks is extended to VACC Industry Policy Advisor Kathy Zdravevski and MTAA CEO, Mr Richard Dudley for their tireless work on this issue.
On behalf of the VACC policy team, I wish you a safe and happy festive season and we look forward to working with and for members in 2023.
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."
Justin
Walker, General Manager, Grant Walker Parts
I back my RACT colleague Mark Mugnaioni, who commented recently in the Mercury that revenue from traffic fines should be spent on road safety initiatives.
The Legislative Council Committee (LCC) road safety recommendations work for the Tasmanian automotive industry as well.
Road users, emergency services personnel, crash investigators, and the retail auto industry is sick of reading about – or experiencing – ever more fatalities on Tasmania’s roads.
Procrastinating will only cost more lives so, when my CEO said it’s time TACC dedicated serious amounts of time and resources to assist the regulators to achieve the goals of the Road Safety Advisory Council and it’s Towards Zero Action plan, we hit the go button.
The first task is to lift the mechanical standard of Tasmania’s aging passenger vehicle fleet – embarrassingly, the oldest in Australia at 13.3 years.
Way back in 2014, TACC had a serious crack at this by submitting recommendations for the introduction of mandatory roadworthy inspections.
BRUCE MCINTOSH ROAD RESPONSIBILITIES
We failed then, but so did government. Now we’re wondering what difference that would have made in 2022, and where will we be in 2023 and beyond.
We can measure that in lives lost.
I’ve read further commentary referring to Norway’s low road toll (now at two deaths per 100,000 population).
Tasmania has eight deaths per 100,000, and the passenger vehicle fleet will only get older as the economy tightens.
Sure, Norway introduced road safety initiatives dealing with the main contributors, but it also has a modern electronically registered mandatory roadworthy inspection system.
We should too.
Well done Mark and RACT for going into bat for all Tasmanians.
Let’s go one step further by adding mandatory roadworthy inspections under the ‘Boost Compliance’ recommendation on your list, and talk to us about other vehicle safety standard measures we endorse.
Want to hear more from Bruce? Read his weekly column in the Mercury.
WITH zero and low-emission vehicle sales cranking up, the Aussie automotive industry is evolving at a rapid pace. So, it’s important those working in the industry have the tools – in every sense of the word – to keep up. Electric vehicles (EVs) have up to 800 volts, and the risk of injury is real.
Industry people – technicians, body repairers, towing operators – working on these vehicles need to know how to operate them safely, so they can service and repair them correctly and deliver them safely back to motorists.
That’s why VACC and their mates in Tassie (TACC) are working to deliver battery electric vehicle (BEV) training.
VACC has designed a nationally accredited course to ensure the safety of automotive industry folk and is donating learning resources, vehicles, equipment, and safety gear to ensure it is current and relevant to industry needs.
SHANE JACOBSON ELECTRIC BLUES
The 'Automotive Electric Vehicle Training – Stage 1' course is for those working in the automotive industry, including service and repair sector workers, towing operators, and vehicle dismantlers.
Course content concentrates on BEV safety awareness training that includes workshop setup and disconnect/reconnect procedures, with training centres spread across Victoria and Tasmania.
VACC and TACC operate the largest automotive group training scheme in Australia and have long-running relationships with TAFE colleges and other training providers. It’s a union that just makes sense and one that will only get stronger as the Chamber gets further down the EV track.
The onset of electric vehicles means many automotive businesses will come into contact with potentially dangerous systems that require a
thorough knowledge of automotive mechanics, electrical systems, and safety precautions.
We must support the emerging needs of the automotive industry and ensure people have the skills they need as we transition to an electric vehicle fleet.
I just have one question: Do electric vehicles come with eight cylinders or six?
See ya on the road folks!
To find out about the latest EV skills and training opportunities available, contact VACC Skills Development Centre.
P: 03 9829 1130 E: info@vaccsdc.com.au
Want to hear more from Shane? Catch him – along with co-hosts Greg Rust and VACC CEO Geoff Gwilym – on THE GRILLE podcast each month.
There’s auto news and views, industry insights and trends, special guests, and plenty of laughs along the way.
Visit: thegrillepodcast.com.au
Zero and low-emission vehicles –policy and workshop change
IN August this year, VACC and four equivalent motor trades associations, NSW, SA/NT, WA and Queensland, embarked on an industry delegation to better understand the changing landscape that zero and low-emission vehicles (ZLEVs) are likely to bring to Australia’s automotive industry.
While plans for the delegation began in 2019, COVID-19 meant the main engagement with offshore counterparts took place primarily via Zoom, until recently.
The delegation visited automotive industry associations, individual repair shops, dealerships, manufacturers and policy-makers across Norway, Sweden, the Netherlands, Germany, and the UK. The level of engagement was great and detailed enough to provide a basis through which the motor trade associations could take an informed position to their members and government.
The urgency of this work had become even more pressing given the new national Labor Government’s assumption 89 per cent of all vehicles sold in Australia by 2030 will be electric. Following the passing of the Climate Change Bill in September this year, the Australian Government effectively has a mandate to help them towards meeting 2030 and 2050 CO2 emissions targets.
The Climate Change (Consequential Amendments) Bill 2022, outlines Australia’s greenhouse gas emissions reduction targets of a 43 per cent reduction from 2005 levels by 2030, and net zero by 2050. The Bill also requires the government to report annually on greenhouse gas emissions and reduction targets.
This position is a quantum shift from the previous Liberal/National Coalition government, which also understood the vehicle emissions challenge, but relied heavily on a longer-term technology transition program to help reduce vehicle CO2 emissions.
Adding to the importance of the work of VACC, MTAs and MTAA, is the
current development, by the Australian Government, of its centrepiece white paper on the country’s transition to a zero-emission fleet, the National Electric Vehicle Strategy consultation paper.
Released on 28 September 2022, the discussion paper raises a range of questions and scenarios through which government, industry and local communities can work collectively on a series of initiatives designed to lessen, and eventually remove, around 18 per cent of Australia’s CO2 emissions, created by the car, truck and transport fleet. For clarity, in this paper, zero and low-emission vehicles include the different combinations of hybrids that are available, including plug-in hybrids (PHEV) and pure electric vehicles (EVs). Zero-emission vehicles (ZEVs) is a term
an EV via a fuel cell. Hybrids that use any form of petrol or diesel power should not appear in ZEV figures, given they still have the capacity to generate CO2 emissions. Getting clarity in these definitions is important in Australia as there are still examples of organisations reporting hybrids as part of Australia’s EV figures, which is potentially confusing for consumers and regulators. While hybrids will play a very important part in the ZLEV transition in Australia, we can expect governments (state and national) to focus more on separating the reporting of internal combustion engine vehicles (ICE), hybrids and ZEVs.
Given Australia’s relatively slow start and low uptake of EVs and hybrid vehicles, it’s likely our transition will include ZLEVs for some time and after that, a transition into pure ZEVs.
in their ZLEV transitioning. Australia is probably around 10 years behind the leaders. However, more than one industry commentator engaged by the delegation suggested Australia had a great opportunity to leapfrog many of the transitional challenges faced by the early adopting countries and could be a leader in the Asia-Pacific region.
Examples of this faster transition can be found in the installation of higher output charging stations, at the very beginning of the rollout. In countries more advanced than Australia, older, lower-output charging stations are already being upgraded.
Another example is for government to make longer-term, up-front announcements on incentives, as opposed to having them reduced or shortened before enough EV momentum is established in the market.
The key countries visited, Norway, Sweden, Netherlands and the UK, all understood and supported the ethos and environmental benefits of decarbonising their vehicle fleets. However, at a more granular level, in industry or in the community, the actual journey to achieve ZLEV and ZEV status was more challenging.
In Norway, for example, where 74 per cent of all new vehicles sold are electric, many viewed the journey as necessary and supported the huge investment that government made in creating subsidies and incentives to leverage people out of their ICE vehicles and into something cleaner. Starting over 10 years ago, the Norwegian government undertook to fund this transition through the use of tens of billions of dollars from their sovereign wealth fund to ensure this program succeeded. Norway’s huge fund, derived largely from selling fossil fuels around the globe, enabled this great leap into the world of ZLEVs. Norway’s green power generation advantage – almost all from wind and water turbines – further supported this. So, what’s the problem?
There isn’t one, really, except policymakers around the world often look at Norway as the benchmark case without taking into consideration the huge advantages it has in terms of its topography and green energy generation. That is, lots of free waterfalls in high places, and much of it freezes. This means you have an ample supply of water, falling from high up, to turn water turbines all year round. Add to that consistent wind patterns and this is a great recipe for relatively cheap green power. So well that excess energy is often sold to adjoining countries. Even with these great natural power assets, and with very positive incentives for new car owners, less than 20 per cent of the Norwegian fleet is zero emission. That’s still not bad given it can take a long time to transition a whole ICE vehicle fleet into a zero-emission fleet – maybe around 25 years, or longer. The average age of the Norwegian vehicle fleet is around 13.5 years. That’s older than the Australian vehicle fleet, which is around 10.6 years old. However, without adequate incentives and buyer endorsement, the Australian vehicle fleet is also likely to age if people can’t afford to transition into a ZLEV vehicle.
In Norway and in Sweden, green power advantages were achieved from wind and hydropower, hydro being driven by water catchment. There was a consistent view in these countries that Australia’s solar power opportunities could, at a minimum, replicate the advantage they had achieved from their own natural resources.
EV incentives for car buyers in Norway are slowly being removed, as they are in Sweden and Germany, and this could lead to more drivers keeping their ICE cars longer. Adversely, this could lead to global car fleets getting older and dirtier while resisting the temptation to buy a ZLEV. That’s why serious and longerterm incentives are so important.
Vehicle carbon taxes are being used in some countries to pressure people out
of their internal combustion engine (ICE) vehicles, but there are challenges for those who can’t afford a zero and low-emission vehicle (ZLEV), and consequently have little choice other than to keep their old cars. This isn’t the worse possible outcome for the vehicle service and repair industry, given older vehicles generally need more maintenance and repair than newer ones. Car parts suppliers would also benefit in this market, given the relatively few moving parts in pure electric vehicles (EVs).
So, great care is required from policymakers in Australia to understand that transitioning to a zero-emissions vehicle fleet in one country does not mean the same journey can – or should be taken by another. Even though the unit or currency (electricity) is about as universal as it can get, the policies leveraged to create vehicle fleet transitions require thought.
Vehicle supply is also a key point that was raised in the EU, something that will be a major factor in the speed at which ZLEV uptake will be achieved in Australia. Europe has much better access to ZLEV vehicles than Australia. Currently, ZLEV vehicles transported to Australia are low in number and mainly at an unattractive price range. This major limitation will need to be overcome in Australia in order to achieve anything near Europe’s transitional ZLEV outcomes.
Government needs to recognise Australia doesn’t have its own passenger vehicle manufacturing capability. We rely on what manufacturers decide to send here. Consequently, we will need to find ways to attract ZLEVs that would ordinarily be destined for other countries.
Car manufacturers ship cars into markets where they will sell. If governments in other countries incentivise ZLEV vehicles or create cheaper running cost regimes, then these markets will be more attractive to car buyers and auto manufacturers. If Australia doesn’t recognise the relationship between incentivised markets and ZLEV uptake, targets will start to look very opaque.
Zero and low-emission vehicles – policy and workshop change
In the countries visited, the state of the national power grid was central to supporting any vehicle transition plan. Countries didn’t have to wait to start a transition until the power grid and EV connection points were in place, rather, they needed a coherent and funded plan to parallel ZLEV vehicle uptake with infrastructure developments. This was raised repeatedly as a key principle of any plan.
With this was a shared view that electricity and hydrogen power charge points should be near each other, and that hydrogen should also be made available to car drivers where they had hydrogen vehicles. It was understood that hydrogen was likely to be used in heavy freight scenarios, but on the basis that the future power sources were not locked in, and the infrastructure costs would be less if hydrogen and electricity were duplicated at hydrogen filling stations, then this should be done.
Using existing industry infrastructures was also consistently raised in discussions, even though most visited countries had overlooked the existing vehicle sales and repair network that could house public charging stations. While it appeared logical for service stations to have EV charging points, many other opportunities were overlooked, where facilities could have been funded by government to provide better charging infrastructure. Vehicle dealerships and vehicle repair shops are great examples.
In the home, there also exists an opportunity for government to look more closely at shared costs for infrastructure that could assist in the broader ZLEV uptake to support grid load balancing.
Bi-directional vehicle charging is a soonto-arrive vehicle capability for which government has time to prepare.
To support this action, however, any regulatory blockages for people wanting to upload and download power (bidirectional) from their car to their home should be overcome quickly and before these vehicles become available in 2024. It was considered that bi-directional power, transferring cars into mobile power plants, would be a game changer in transitioning drivers into ZLEVs given the capacity to charge cheaply where this was offered and then upload power into the home.
From a grid management perspective, this provides government with huge flexibility given it can contract car owners to upload and download power to the grid when needed. This truly reflects a vehicle node to the grid scenario.
Many EU countries found major challenges in ZLEV drivers gaining access to charging stations, even in Sweden. In counties like Norway, the Netherlands, Sweden, and Germany around 40 per cent of drivers have no capacity to charge their vehicle from their home. This is often due to
people living in apartments and in body corporates where the costs of facilitating charging points are not fully supported. Many tenants do not want to pay for this or have fears of EV fires in their buildings. To support a ZLEV rollout, it’s essential sufficient public charging stations are available to people from across the driving community, including those who cannot access a charge point from their home.
A leading industry group in the EU suggested a reliable arrangement of public charging stations for EVs would include at least one charging station for every 10 EVs and charging banks of between six to eight chargers every 50 to 75 kilometres along major highways. The cost of electricity has become more important to people considering buying an EV. This is largely due to the current energy shortages in Europe and sharp energy price rises. In some cases in Europe, gas and electricity prices were four times what they were last year. Many people fear winter in northern and central Europe. However, and counter to a sometimes metro-centric view of ZLEVs, Sweden had good examples of where consumers purchased ZLEVs in regional areas, where power provision was good and electricity prices were favourable. This is counter to often-held views that people in regional areas won’t buy EVs due to range and charge point anxiety.
In Sweden, the Netherlands, Germany and the UK, there was an underlying concern that power provisions to the grid would not be sufficient to meet the needs of a growing ZLEV fleet. While annual new-car ZLEV uptakes in these countries were between 10 and 20 per cent, the trajectories from government, in terms of the electrification of their car fleets, would put multiple times the pressure on current electricity needs in the community. Many believed it impossible to meet ZLEV targets without
significant grid and power expansions. All visited countries suggested the drive to an electrified transport fleet needed more than one solution, with hydrogen for heavy haulage being an example of multiple solutions for this challenge. E-bicycles, e-scooters and biofuel vehicles are part of a multi-pronged solution.
Incentivisation for consumers was a major factor in ZLEV uptake in all countries visited. It became clear that the degree of incentivisation for people buying a ZLEV had a direct correlation to the speed at which consumers purchased these vehicles. The length of time a financial incentive was available also played a key role in ZLEV uptake. Longer-term regimes, say five to eight years, would provide ZLEV purchasers with the confidence to time out their existing ICE vehicles and arrange the finances to transition into a new or used ZLEV.
Looking more closely at the Australian situation, where government debt is at its highest since WWII, government should consider dropping all the major vehicle purchasing taxes as a means of accelerating ZLEV uptake.
This includes the removal of GST, stamp duties and luxury car tax on ICE drivers converting to a zero or low-emission vehicle. While these duties and taxes may already be included in budgeting forward estimates, at a state and national level, they are currently uncollected future taxes that have more flexibility to adjust. For automotive workshops, there is much change ahead. However, it’s likely to be slower than government policymakers would like. It’s broadly reported – and no secret to the Australian automotive industry – that EVs have fewer service and maintenance requirements than ICE vehicles. In regions where ZLEV fleets were large, dealerships reported the need to cycle
more vehicles through their service areas. With less service and repair work on an EV, vehicles would often spend less than an hour in the dealership, with vehicle owners timetabled to strict time slots to reduce storage back-ups and the cost of continually moving cars around parking bays.
The speed of ZLEV turnaround, and the constant moving of ZLEVs in and out of workshops, have deeper ramifications for the independent repair market where smaller workshops in built-up areas often already have clashes with local councils regarding parking challenges.
In a ZLEV market, there is less work and less margin in the service and maintenance process. Dealerships and independent repairers are already looking to either bring back outsourced work into their workshops or to value-add where possible. An independent workshop in Sweden, which serviced ZLEVs, reported they had ceased offering free help or advice and that, in a market where a change of technology meant thinner margins, they would need to account for everything. The business owner reported that “(they needed) to become more like dentists and doctors, billing for every minute.”
Many repairers said they needed to service EVs to keep the older ICE work that came from other cars in the same family. This dilemma would compound as a family moved towards a total EV fleet, with less maintenance needed.
and, in the majority of cases, automotive business owners would not get involved in the repair of high-voltage components or batteries. Repairers suggested there were opportunities in this technological change and the indications are it would be in the repair and repurposing of vehicle batteries. In markets where ZLEV uptakes were significant, there was already the emergence of businesses engaging in the changeover, diagnostics, and repair of batteries. Given the space, equipment and safety requirements required to undertake this work, it should be no surprise that specialist enterprises have emerged to capitalise on an area of automotive that didn’t exist a few years ago. So, what is a realistic time to transition an entire vehicle fleet from fossil fuels to a zero-emission fleet?
Governments have been very optimistic in this area and it’s hard to blame them for setting aspirational targets. Having a new Climate Bill in Australia with reporting requirements can also get policymakers in a lather. Irrespective of targets set by governments around the world, many of the organisations and associations visited by the delegation felt the targets for clean vehicle fleets were not achievable in the timelines set by the government. This doesn’t mean they don’t support the decarbonisation of vehicle fleets. They just believed it would take longer than planned. Issues of EV costs and the supply of the right vehicles to the right markets were major points that many felt would hamper the meeting of targets. Second to this was a major concern for people who couldn’t afford a new or used EV, but would ultimately be squeezed out of their ICE vehicle by CO2 charges, running and maintenance costs. There was huge empathy and concern for this group, which may form part of the great car divide. Let’s hope the policymakers have a plan for this as well.
The observations of the tour showed body repairers would be less affected by the growth of the ZLEV fleet than other sectors. Vehicle body repairs would continue and the level of technical capability in panel shops would probably increase. Not only to keep abreast of modern repair methods but to become more emerged in vehicle computer scanning, fault diagnosis and camera and sensor calibration. Batteries dominated every discussion,
The delegation visited the BMW Head Office in Munich (left); Medium sized fuel retailer with charging stations in Stockholm (top); BMW electric motorbike (middle); Medium sized fuel retailer with charging stations in Stockholm (above)
2022 ATRA AUS technical seminar
SURROUNDED by the impressive array of vehicles at the Fox Classic Car Museum – a collection spanning almost a century of automotive technology and design – transmission re-builders from across Australia and New Zealand attended the 2022 ATRA-Australasian Chapter (ATRA AUS) technical seminar. It was a jam-packed two days, with training units primarily led by ATRA USA Technical Director, Keith Clark. With 25 years of industry experience, Mr Clark has worked as a transmission builder, production supervisor, diagnostician, and trainer. He covered a broad range of transmissions including 10R80, 10L90, 9T45/50/60/65, 8L45/90, 8HP/845RE, 6F55, and common issues on the Hyundai six and seven speeds DSG, Mercedes CVT and the Kia eight speed. Additionally, Innovative Mechatronics Group’s Adrian McKenzie presented a session on TCM failures.
After more than two years, transmission re-builders once again enjoyed the opportunity to attend an inperson event. Along with training, it was an opportunity to network with like-minded specialists. Attendees took home a seminar pack which included notes and presentations on the key transmissions and topics covered. “It was a fantastic weekend. Attendees were transfixed by the breadth of transmission rebuilding techniques, tips, and storytelling. We look forward to seeing everyone again next year,” said ATRA AUS Secretariat, John Khoury. For those unable to attend the event, the 2022 ATRA AUS technical seminar pack is available to order. P: 03 9829 1111 E: jkhoury@vacc.com.au
The event would not have been possible without the support of ATRA AUS sponsors and exhibitors, Spirit Super, VACC MotorTech, OurAuto, AllTranz, Driveline and Podium.
Aaron
AUS Committee and guests in attendance. From
Kallie
John
Automatic
Bob
A collaboration between ATRA USA (the world’s largest trade organisation for transmission re-builders, specialists and parts suppliers) and VACC, ATRA-Australasian Chapter (ATRA AUS) is an association for transmission professionals in Australia and New Zealand. ATRA USA is trusted by over 2,000 members internationally, and, through ATRA AUS, now Australasian transmission specialists can access its leading resources – as well as local benefits from VACC. ATRA AUS membership opportunities are available on different levels including VACC member, non-VACC members and trade supplier rates. To learn more, visit atraaus.com.au
ATRA
left:
Tate,
Transmission Service;
Stewart (Vice Chair), Rowell & Searle Auto Transmissions;
Maddex, DTM Automatics;
Traynor (Chair), Cohuna Automatics; David Clark, Omega Transmissions; Keith Clark, ATRA USA Technical Director; Chris Philp, Exedy; Richard Keown, Ringwood Automatics; John Khoury, VACC Industry Policy Advisor and ATRA AUS Secretariat.
• Fast and simple upgrade pathway for assets currently or recently under finance
• No additional business financial information required1
At Commonwealth Bank, you can be rewarded for your good payment history if you are looking to update your financed business cars or equipment.
Regardless of who your current finance provider is, our Replacement Pathway can help you upgrade or replace your financed vehicles and equipment.
• Simply provide proof of 12 months good payment history
• Allowance to increase your new finance repayment to 125% of what you are currently paying
• No upfront deposits or monthly fees
FINDING labour is a big issue in automotive at present, so VACC and TACC are getting creative in order to put auto skills in the spotlight. Shortly, the chambers will hit the road with Cool Cars with Dermott and Elise, a brand-new television show (set to air in March 2023) starring Dermott Brereton and Elise Elliott. Both self-confessed rev heads, the duo have started visiting members across Victoria and Tasmania, sitting down with business owners and their apprentices to talk all things automotive, with a particular focus on skills and career pathways. Participating businesses have been selected from different industry sectors to showcase the various opportunities available in automotive – such as light vehicle, heavy vehicle, motorcycle, paint and panel, restoration, and farm machinery. Look out for Geelong Harley-Davidson, Geelong Isuzu, Bendigo Mazda, Zagame Tullamarine, Dale Paterson Motorsports, Maskells Customs & Classics, Blackmans Bay and Agpower – coming soon to a screen near you.
In addition, VACC and TACC have launched AutoCareers, a new campaign to thrust automotive careers in front of young people and their influencers, along with skilled workers looking for a career change. Do you – or someone you know – want to kick-off a career in automotive? Whether you’re a skilled worker looking for a change, or just starting out and keen to explore apprentice opportunities with VACC or TACC Automotive Apprenticeships, AutoCareers is the place to start. Search or list a job today! AutoCareers autocareers.com.au 03 9829 1133 autoadvice@vacc.com.au
Clockwise, from left: Dermott chats with Geelong Isuzu apprentice, Oliver Rudd; Elise explores the Bendigo Mazda showroom; Dermott gets a taste of two-wheeler life at Geelong Harley-Davidson with mature-aged apprentice, Shylo Webster; Bendigo Mazda Dealer Principal Richard Opie and third-year apprentice Dion Symons were interviewed, before Elise took a brand-new Mazda MX-5 for a test drive
TACC and TasTAFE working for electric vehicle technician and motorist safety
THE Tasmanian Automotive Chamber of Commerce (TACC) is working with TasTAFE to deliver battery electric vehicle (BEV) training in Tasmania.
TACC has designed the nationally accredited course content to ensure the safety of automotive industry personnel and is donating learning resources, vehicles, equipment, and safety gear to ensure it is current and relevant to industry needs.
For the first round of training, TasTAFE hosted courses at its Alanvale Campus in Launceston and the Southern Central Trade Training centre at Bridgewater. Designed for those working in the automotive industry – including service and repair sector workers, towing operators, and
vehicle dismantlers – the one-day courses ran from 17 October until mid-November.
The next round of training will be announced shortly.
The courses concentrate on BEV safety awareness training that includes workshop setup and disconnect/reconnect procedures.
The onset of electric vehicles means many automotive businesses will come into contact with potentially dangerous systems that require a thorough knowledge of automotive mechanics, electrical systems, and safety precautions.
“It’s great to be working with TasTAFE on this important project. TACC operates the largest automotive group training scheme in Tasmania and has had a
“With electric cars having up to 800 volts, the risk of injury is very real. It’s imperative all automotive industry trades and personnel working on these vehicles know how to operate safely, so they can service and repair these vehicles correctly and deliver them safely back to motorists who, in turn, can trust in their own safety,” said Mr McIntosh. TasTAFE CEO, Grant Dreher, said TasTAFE was pleased to be working with TACC to provide electric vehicle training.
“With digitisation and the increased popularity and demand for electric vehicles in recent years, the industry is moving at a rapid pace. This training is a great way for TasTAFE and TACC to support the emerging needs of the automotive industry and ensure people have the skills they need as the transition to electric vehicles increases,” Mr Dreher said.
Skills acquisition campaign
THE Victorian Automotive Chamber of Commerce (VACC) and Tasmanian Automotive Chamber of Commerce (TACC) have launched a new marketing campaign designed to tackle the automotive industry’s critical labour crisis.
“Australia’s automotive industry currently has 38,000 unfilled job vacancies. This situation cripples business owners who cannot meet market demand, which then impacts consumers. So we are doing something about it,” said VACC CEO, Geoff Gwilym.
“Labour and retaining staff are the big issues in automotive right now, so VACC has designed a marketing campaign to address the skills concern
from a number of angles, including the launch of an AutoCareers television campaign – and a new website designed to connect job seekers with business owners wanting labour.
“The project encompasses a range of initiatives to thrust automotive careers in front of young people – prospective apprentices – and their influencers – parents and teachers – along with skilled workers looking for a career change,” said Mr Gwilym.
AutoCareers campaign activities include the television advert – featuring Bob, Bec, Sharn, and Jake who represent various trades within the industry –extensive social media promotion, along with editorial and interviews.
Supporting this advertising is a new AutoCareers website.
“VACC members told us skills and labour were the top priorities this year. VACC has reacted and invested heavily in the AutoCareers campaign. Those wanting labour and those seeking jobs now have a place to ‘meet’, so we encourage all parties to connect and help solve the automotive industry labour crisis,” said Mr Gwilym. To list or search for an automotive opportunity for free go to AutoCareers. AutoCareers autocareers.com.au 03 9829 1133 autoadvice@vacc.com.au
Above: EV training kicks off at Buckby Motors in Launceston. Below: TasTAFE CEO Grant Dreher (left) and TACC State Manager Bruce McIntosh are driving EV training in Tasmania
New research shows sales stress for Australian used car parc
Words: Steven Bragg, Partner –Motor Services Industry Lead, Pitcher Partners Sydney
OVER time, we have seen the impact of supply chain constraints and COVID-19 on new and used car sales. The ‘new normal’ sees increased used car values, increased sales prices for new cars and long wait times for new vehicle deliveries. Recent research* conducted by Pitcher Partners Sydney demonstrates the impact from the pandemic and current stock shortages will flow through used car sales and service for years to come.
The research, led by Steve Bragg and Aidan Cousin, states the decreased new car sales would cause a ‘black hole’ of ongoing used car sales and service opportunities that will affect car retailers for the next five years.
franchise dealers’ sweet spot but by 2022-2024 the report predicts a fifth of the market will be missing due to supply effects driven by COVID-19.
Furthermore, the report findings detail that dealers can expect a squeeze on three-to-five-year supply coming in 2023 and 2024, which will lead to material P&L pressure that will last until 2027. By then, the one-to-threeyear-old used car parc will likely return to pre-pandemic volumes, dependant on assumed significant increases in new car sales, increasing supply chain availability and that demand remains consistent despite current cost of living increases.
Based on reporting analysis, over the same time frame, the average age of passenger vehicles is expected to increase by one year (from 9.9 years to 11.1 years) to compensate.
This ‘black hole’ is representative of up to 500,000 cars between 2019-2022 that dealers have or will have lost the opportunity to buy, sell or service.
Key findings in the report demonstrate the losses will be felt as a lasting impact, with fewer cars flowing through the parc causing supply constraints at different car age bands.
Historically the one-to-five-yearold used car market has been the
Challenges for dealers and what to do next
To offset the predicted impact, dealers need to develop strategies to retain the customers with oneto-five-year-old vehicles throughout their purchase or resell lifecycle. The service department can act as a key mechanism for retention of customers during this period.
Service personnel can identify customers that have a full-service history at the dealership, allowing
them to track any trade-in the dealer can market as a certified used car. These staff then know the history of the car and can provide added comfort to the buyer.
Also, dealers should be structuring warranties and service plans to ensure new customers pass through the pipeline to return for regular service, cementing custom and building rapport for future engagements.
Dealers can also look to hold older used vehicles and be open to parallel imports to keep the sales yard stock levels stable, being mindful to optimise yard space by avoiding holding undesirable vehicles and ensuring steady turnover of stock.
It will be critical for dealers to optimise their service experience to compete against independents servicing the one-to-five-plus-yearold vehicles market band, as the rate of competition increases alongside decreasing stock availability.
To read the full report or discuss how you can strategically manage your business to navigate market impact factors, reach out to Steve Bragg or Aidan Cousin of Pitcher Partners Sydney.
*Pitcher Partners research combined an analysis of VFACTs new car sales data from 1992–2022, applying historical attrition rates to provide a breakdown of Australia’s car parc by age cohort. The stratified age cohort was crossed referenced to ABS data on the Australian car parc to verify the breakdown provided.
The analysis excludes heavy commercial and motorcycles, focusing on passenger and LD commercial vehicles. The forecasted new vehicle sales from 2023 to 2027 assumes the following growth rates (YoY): 2023 – five per cent increase (due to supply returning); 2024 – three per cent increase (remaining supply return); 2025 to 2027 – two per cent increase (in line with historical averages).
The analysis does not include the impact of EVs as it would muddy the waters and merits its own analysis.
Asta McCormack
Your Superannuation Adviser
GEORGE KYRIAKOPOULOS
CHIEF EXECUTIVE OFFICER, BENDIX
George Kyriakopoulos is the CEO of Bendix, a brand synonymous with braking products in Australia. He has an extensive background in leadership roles. He started with Bendix 16 years ago as CFO and was promoted to CEO in 2018. George spoke with Australasian Automotive about the past, present and future of Bendix.
The FMP Group originated as Mintex in Australia in 1955. How has the organisation grown during this time?
Yes, it was founded in 1955, two years after the launch of Australia’s FJ Holden. We have been making brakes in Australia for 67 years, from a period that had one million cars on the road to 20 million cars and trucks today. Can you explain the difference between the FMP Group and Bendix?
FMP stands for Friction Materials Pacific. It refers to the name of our company, but our brand is Bendix. The Bendix brand name came into use when the Bendix Corporation acquired 51 per cent of the company in 1963. Since that time we have made Bendix uniquely Australian from the moment the first Original Equipment contract was won in 1965. Our product was original equipment fit on the last and the best Holden that finished Australian production in 2017. Over the years, we were original equipment fit for most Australian built cars, as well as some special overseas vehicles such as the Chevrolet Camaro. It hasn’t just been GM programs of course, FMP has been an OEM supplier for the Falcon range, Magna range, Camry – even Protons and SsangYongs.
Tell us about Bendix’s portfolio of offerings.
Bendix offers braking products for the majority of vehicles in Australia. We have brakes for sedans, 4WDs, SUVs, vans, utes, European cars, performance cars and, of course, electric vehicles (EVs). We have something for all cars and drivers. That’s the unique difference –we design, make and test the brakes for Australian roads and conditions. We now have upgrade kits that transform your 4WD vehicle. The ability to put a
package together that has been fully tested, on the road as well as on the dynos is unique in this country. As Australia’s leading brake brand, Bendix has been at the forefront of road user safety. Bendix is now taking its stopping expertise to the two-wheeled category. We are excited about the product launch of Bendix Moto as it blends technology and safety in a package that enables riders to ride with confidence
Bendix proudly promotes its production located in Ballarat. What association does the organisation have with the community?
Our Ballarat employees are the backbone of our business. I am very proud of their passion and connection to the business and our products. You could say Ballarat and Bendix are intertwined. Many Ballarat families have a member who has worked at FMP at some point in their lives. We are continuing with tradition, employing young trainees to create the next generation of Bendix products.
Bendix recently teamed up with Outback Cleanups Australia. Tell us more about this partnership. Bendix is as much a 4WD brand as a braking brand now. We have our Ultimate4WD range that helps 4WDs stop better. Considering many of our customers have upgraded their 4WDs with Bendix, we felt we could give back more to the community and Outback Cleanups are doing an amazing job helping clean up camp sites. We also have an association with Planet Ark and Green Fleet. We are committed to sustainable manufacturing. Whilst we love 4WDs, we adore and embrace EVs. We launched our EV/hybrid range this year. Not only is the product greener but so is the packaging. It’s a holistic approach.
Bendix supports Australian racing. What events is the brand associated with?
Yes, we are big fans. We are supporters of Repco’s Supercars events and we featured at the recent Bathurst 1000.
George on track to ensure Bendix remains the brake brand of choice – whether it be for 4WDs, sedans, SUVs or EVs
Eagle-eyed race fans would have spotted Bendix on the Supercheap Holden Commodore driven by Craig Lowndes. We also supported Burson in the TCR category with the Peugeot 308 driven by the Bargwannas. We love racing but we also love our footy with Bendix Big Moments being synonymous with SEN’s calls at AFL and NRL games.
Bendix is the naming rights sponsor of THE GRILLE. It’s very popular and getting bigger all the time. What is the secret of its success?
From the moment we heard about the THE GRILLE podcast we wanted to be a part of it. Shane, Rusty and Geoff all share a passion for cars and the Australian automotive industry. It’s funny, informative and they have excellent special guests on each show.
Several employees have worked with Bendix for over 20 years. Tell us about some of them?
Twenty years? More like 40-plus. We have Jo Richards who has been with us for 48 years, Graeme Mathes 46 years, Craig Spark 37 years, Andrew Simpson 36 years, Greg Leishman 35 years, Jon Grinstead 35 years. I can go on!
Many Bendix employees are car enthusiasts. What are some of the vehicles they own?
Bendix employees love their cars, that’s for sure. Andrew, our Product Engineering Manager, has a stunning restomod 1965 Mustang Fastback. David our Maintenance Electrician has beautiful ’68 GTS 327 Monaro. Andrea our HSEQ Manager has two amazing FJ Holdens. We have a Chevrolet Bel
Air, EH Holdens, HQ Monaros, Jag XJ6s. We put a 2022 Cars of Bendix Calendar out featuring the cars and employees. They are wonderful to see.
When did you join the FMP Group and what role did you have with the organisation before becoming CEO?
Prior to becoming the CEO (in 2018), I was the CFO of the business (from November 2006 to May 2018).
What is the future for Bendix?
Bendix will continue to be the goto brand for brakes in Australia. Our testing, our innovation and, most of all, our passion for braking will ensure Bendix remains the brand that will stop your car – whether it be a 4WD, a sedan, a SUV or an EV.
Bendix goods on display at the Ballarat HQ (above). Bendix has been based in Ballarat since 1955. The facility is the regional technical centre of excellence in advanced research and development for Asia Pacific (below)
Which is right, driving on the left or driving on the right?
WORDS Paul Tuzson
THERE are two traffic management systems in use around the world for bidirectional roads. There’s LHD (left-hand drive) in which drivers sit on the left and the car is driven on the right-hand side of the road. This is also known as RHT (right-hand traffic) and it is the most widely used system in the world, today. Obviously, RHD (righthand drive) is the opposite with drivers seated on the right in cars driven on the left (LHT), as in Australia. Why is it so?
In Australia, the answer is simple; the UK drives on the left and we were a British colony, so we drive on the left. It’s pretty much the same story with all ex-British colonies. Fine, but what about Canada?
Well, Canada is in a unique position. Its entire southern border extends right across the northern US border. Nearly threequarters of Canada’s trade is with the US and a significant amount of that trade is automotive. It’s also reciprocal trade with large volumes of cars both imported and exported in both countries. It makes sense, therefore, to drive on the same side of the road as the US (RHT) and the change from LHT to RHT in Canada was made in the 1920s with the rise of the automobile.
On the other hand, Japan was never a British colony so why is the Japanese road system LHT/RHD? Well, the Brits are still the cause. It’s because the British had a lot to do with designing and creating the early Japanese rail system. Trains on bidirectional rail routes in Britain are LHT, in general. However, rail directionality in that country followed road handedness rather than vice versa.
So, while the sides on which trains run on bidirectional lines might have been an early influence on the handedness of road use by cars, at best it could only have been a very limited influence. For instance, Indonesia mandates LHT/RHD on its roads but its rail network specifies RHT. Additionally, while rail lines in particular countries might be predominantly either LHT or RHT there is often considerable variation within some countries among different regions and even within the same region.
It’s true trains preceded cars, however, horses and wagons preceded trains, so these influenced trains in the first place, despite Japanese history. Consideration of this fact takes us further into the past and introduces a number of historical notions for the handedness of road law. Again, these don’t necessarily explain everything because different countries have different preferences. Even so, it all seems to get back to animals, particularly horses. Most people are right-handed, so animals are generally led by holding reins or leads in the stronger right hand. Under such conditions, it’s reasonable to assume one would rather be on the left side of the road rather than directly next to an animal (and owner) passing in the other direction. It seems to us that this arrangement would be safer than being sandwiched between two powerful and possibly skittish animals. Of course, we can’t be sure. There is ancient art that shows this, but there is also an Egyptian painting depicting left-handed leading. Again, there’s always an exception. Also, in considering the historical use of roads, it is important to remember that finding good ground was likely more important
We know who’s right, don’t we? (above). Horses and other animals are generally led with the right hand (below). This historical illustration shows that the driver rode on the left rear animal (bottom)
than travelling according to custom, and early roads were often in poor repair.
In early times, there were probably more animals led than ridden. After all, why carry a rider when an animal could carry extra freight instead? The imperative to carry more was satisfied by bigger wagons pulled by larger teams of animals.
A large team of animals requires special techniques not possible by leading a team on foot. Turns with large teams require particular handling skills and coordination. Again, wagon space was at a premium, so the driver of a team sat on one of the animals, most usually the left rear animal. This position is said to have been preferred because people are righthanded, and this allowed the driver to use his whip more skillfully with his right hand. It required a deft touch to apply signals to individual animals in a team, so this seems reasonable. It also seems that such an arrangement might favour RHT so drivers could better judge the position of other teams passing the other way, yet early traffic did not favour RHT.
The retention of LHT might have been because of the greater importance of those who were armed, rode horses and preferred that arrangement. It’s known knights weren’t always the chivalrous pillars of decency depicted in legend. It’s not a stretch to imagine that some of them were probably dangerous to argue with, especially for lowly peasants driving wagons. It’s said that knights and earlier men of sword rode on the left so that they could draw their weapons and engage with other warriors passing in the opposite direction on the right and, even more likely, with bandits. There were plenty of those about. Drawing a sword out of its scabbard across one’s body is the most fluid way
Traffic over the Old London Bridge was a factor in the handedness of roads (above). Long swords hanging on the left are why horses are mounted from the left (below). Pre-war Vienna. Everyone drove on the left (bottom)
of engaging in trouble. This means for a right-handed person the sword is worn on the left. Some swords were long, and their scabbards dangled from the belt loosely, which made throwing one’s left leg over a horse while mounting from the right awkward. Such swords worn on the left are the reason why mounting horses from the left became customary. There’s also an idea that mounting from the left and riding on the left is safer because it keeps the rider out of traffic while mounting and doesn’t require an immediate turn to get going in the correct direction. Maybe. Jousting with lances held in the right hand is also cited as a reason for travelling on the left side of the road. The problem with this idea is that while medieval paintings always show knights with lances held in the right hand, they sometimes show horses passing each other left side to left side but sometimes on the right. Also, some art from the period shows lances being used off the right side of each horse for a more direct engagement, or off the left side across the necks of horses. Modern jousting (yes, it exists) seems to have settled on passing left to left with the lance across the horse, which equates to
RHT. If this were the pattern of old and it influenced road handedness, England would drive on the right. So, jousting can probably be discounted as an influence. When delving into the early foundations of LHT or RHT it’s important to remember such requirements weren’t always codified in the Middle Ages and more ancient times. Much of it was custom and also sorted out on the spot by common sense. Examples of this laissez-faire approach can still be witnessed in some Asian cities. It’s true road handedness is legally defined in such places, but an instinctively moderated melee remains part of ad hoc traffic management. Often there aren’t even any lines marked on the roads. It’s amazing to watch traffic snarls untangle themselves at uncontrolled intersections in such places. Of course, the appropriate degree of regulation still has benefits, and always has.
The need to control traffic over Old London Bridge is another popular reason suggested for the adoption of LHT in England. The carriageway across the bridge was less than four metres wide and very congested. Sometimes it could take up to an hour to get across. Ironically, it was often quicker to use a ferry. In 1670, attempts were made to establish RHT. They seem to have failed because, in 1722, an ordinance mandated a change to LHT. This change to LHT over the bridge is important because something about RHT wasn’t working and obviously LHT was a practical improvement. There must have been something about conditions on
Prior to 1967, Sweden drove on the left, however, cars were LHD. Consequently, there were too many accidents while overtaking (top left). The day of the change. It went smoothly due to months of planning. Accidents dropped initially, but they soon climbed back to pre-swap numbers (top right). There’s a lot going on under the dash of modern cars. Converting them is complex (above). Mixing LHD and RHD drive cars on an assembly line is challenging. Sales must justify the effort (below left). The same components from the same model can differ with LHD and RHD models, even though they may look the same (below right)
the bridge, or at its approach, underlying this decision. Accordingly, you would think bridge users would have aligned themselves with the LHT rule for some distance before the bridge. It seems entirely reasonable this practice might have spread, as the bridge was one of the most important roads in the nation. In 1772 the
rule was extended to Scottish towns and in 1835 it became law throughout Britain. LHT was also the norm for Europe, however, peasants walked on the right for the common sense reason it was better to have a head-on view of on-coming traffic. This holds true today. So, in France, it was LHT for nobles and the moneyed and RHT for peasant pedestrians trying to dodge their arrogance. It’s said around the time of the French Revolution in 1789 it became safer for aristocrats to appear a bit humbler, so they adopted driving on the right. This is a nice story but it’s hard to imagine this wouldn’t have annoyed the peasantry even more. Still, it can be shown that Robespierre codified this in 1794. Napoleon’s conquests subsequently spread RHT across the continent, but only to countries he conquered. The others
retained LHT and converted later. Austria was only partially conquered by Napoleon so the area he controlled adopted RHT while the part of the country that resisted him retained LHT. Other European countries that Napoleon didn’t reach also retained LHT. Of course, when Hitler invaded that was the end of that and all of Europe became RHD. Sweden was neutral in the war but eventually converted to RHT in 1967 to better fit in with Europe.
The United States was also LHT originally because it had been a British colony but did not remain that way for long. With encouragement from the French, who helped the Americans in the Revolutionary War against the British, the country adopted RHT. By the Civil War, the whole country had converted. Still, the first
see the edge of the road. It’s important to remember roads weren’t well defined and there were often ditches on the sides. Still, by the introduction of the Model T, American cars had become LHD. So, which is best? Well, LHT/RHD seems to be the natural inclination of the world. It’s only a couple of tyrants who forced RHT/LHD on the world. As far as motoring practicality is concerned, LHT/ RHD or RHT/LHD does not make much difference. It’s usually custom that dictates, with changes only made for practical reasons. At this time, by our count, there
are 77 countries that have retained LHT, but it must be said some of them are small islands in the Commonwealth. Of course, India is pretty big. Still, about 70 per cent of the world is RHT/LHD. Australia misses out on models because we’re LHT/RHD. There is some flexibility on automotive production lines, which is why models can have options. However, making both LHD and RHD versions on the same line is challenging and high sales are needed to justify the trouble. Having a separate line for each is even more expensive so that would call for even higher sales. For instance, Ford didn’t plan to offer a RHD version of the new F-150 to Australia. It’s only the fact local company RMA Automotive Holdings Pty Ltd can handle the conversions that’s allowing this iconic model to come to our shores in 2023. As the Indian auto industry continues to expand, we will probably find more models from that country arriving on our shores, unless India changes to RHT/LHD. It’s not such a wild proposition. Indian drivers could probably handle the change without too much trouble given the frenetic daily adaptation that’s often displayed on their road network. So, will the pressure to conform ever become so great Australia adopts RHT/LHD? We say no, but then so did 83 per cent of all Swedes in 1967. Still, all Australians know left is right. What’s more, history is on our side.
You can register a LHD car in Victoria, but it has to be more than 25 years old. In other parts of the world, there is more tolerance to variation of seat position (top). The first Fords were RHD like this but changed to LHD with the introduction of the Model T (above left).The McLaren F1 is a centre drive car and can’t be registered in Australia. However, one was. We’re not sure how but we’re guessing the seat was shifted slightly to the right (above). The new F-150 is coming to Australia but it has to be converted locally (left)
The easy-to-use diagnostic tool comes softwareenabled, providing auto-detection, top-range health reports, monthly updates and more.
Seamlessly integrates with VACC MotorTech, saving time diagnosing many technical issues.
Flexible payment plans, available inhouse with no interest or fees.
OurAuto Diagnostic Tool
Are we looking at EVs through rose coloured glasses?
WORDS Paul Tuzson
VACC supports electric vehicles. They will contribute to a cleaner, greener future for the world. But electric vehicles do not constitute a perfect technology and not everyone shares our enthusiasm. So, let’s look at some of the less positive views about these vehicles.
People purchase EVs for at least a couple of reasons. First, they hope to help reduce emissions and play a role in a greener future. Second, they want to reduce the amount of money they spend on transport by eliminating the cost of liquid fuels. There can be other reasons but these seem to be the major ones. On the matter of reducing pollution generally and carbon emissions specifically, it’s important to note so-called ‘zero emissions’ vehicles aren’t necessarily emissions free. It all depends on how the electricity powering them is generated. If it’s from green sources like solar or wind then they could be described as zero emissions. If, however, the electricity pumped into a car comes from burning fossil fuels, like coal, then it can’t be described as zero emissions. An EV fueled by a coal burning power station simply shifts the emissions from the tailpipe to the power station. In fairness, it must be said a coal powered EV isn’t all bad. Shifting emissions (other than carbon) away from car-dense urban areas and cities still has benefits for air quality in such areas despite the relatively low (non-carbon) emissions of modern internal combustion engines compared with older types. Still, the ideal is true zero emissions. As more and more of the grid carries electrons from renewables we’re getting closer to that ideal, although there’s still a long way to go. As we mentioned in a fairly recent article, we’re decommissioning Loy Yang A 10 years ahead of schedule because of the adoption of renewables. That constitutes a fairly big step in the reduction of carbon emissions.
However, smaller steps also add up. While burning fossil fuels in a power plant (to power EVs) creates emissions, it isn’t as bad as burning fossil fuels in internal combustion engines. This is because combustion in power plants is much more efficient than combustion in lots of small engines with constantly changing loads and speeds.
The foregoing considers emissions from use but emissions from manufacturing are also important. It’s easy to find sources that say carbon emissions from making electric vehicles are greater than those from manufacturing ICE vehicles. This is correct, although qualification is needed. Predictive theorising about these things is all well and good but gathering real data in a real world production environment trumps theory every time. Volvo has done just that and released the results in a couple of reports called the Carbon footprint report Volvo C40 Recharge and Carbon footprint of Polestar 2 variants. These reports are in keeping with Volvo’s commitment to a fully electric product line by 2035. The company has also committed to progressively communicating its progress toward carbon neutrality. These reports are a laudable expression of that commitment. Volvo manufactures the C40 Recharge, the XC40 Recharge and the XC40 ICE which are all similar apart from the propulsion units. They are directly comparable. These reports have been seized upon by opponents of EVs because they state electric vehicles have a greater carbon footprint in manufacturing than conventional ICE powered vehicles. Once again, this is correct but qualification is necessary.
The reports cover the full life-cycle assessment (LCA) of the cars and say that production emissions of a C40 Recharge are 70 per cent higher than for a petrolpowered XC40. This statement is often
quoted by opponents of EVs but this is a selective interpretation of the data.
The increased carbon footprint for the electric models is mainly due to the carbon intensity of battery production, as well as from the increased share of aluminum and steel in the car related to the battery. When the full LCA is considered, the electric versions of the cars have a lower carbon footprint than the ICE versions.
That’s to say an on-going comparison of electric and petrol powered models shows carbon disparity reduces until, eventually, the carbon footprint of the ICE XC40 overtakes that of the electric version.
The exact point at which this crossover occurs varies depending on how power for the electric version is sourced. Obviously, the greater the fossil fuel content of the electricity used for charging, the longer it takes for the crossover to occur.
So, despite the greater carbon footprint in manufacturing for the electric versions of the C-40, over the entire life of the vehicle the XC-40 petrol has the higher carbon footprint. The data are summarised in the following cumulative tonne measures of CO2: C-40 Recharge on the Global electricity mix – 50 tonnes, on the EU28 electricity mix – 42 tonnes and on wind generated power – 27 tonnes. The petrol powered XC40 come in at 59 tonnes. So, the petrol powered XC40 has a considerably higher carbon footprint although, depending on the mix of power generation it does take considerable time to reach the break-even point. On the Global mix it takes about 110,000km to break-even but on EU-28 the break-even distance reduces to just over 77,000km. When we speak of emissions our concern is generally with the affect they have on humans. Applying that concern to battery production means examining the source of the materials used in Li-Ion batteries for electric vehicles.
We know that lithium in a battery is the element that becomes ionised by having its electrons stripped off during charging. When this happens the matrix in which the lithium was stored would become unstable, making discharge difficult. The presence of cobalt stops that from happening. Therefore, cobalt is an essential element in most Li-Ion battery chemistries. Well, where does cobalt come from?
About two thirds of the world’s cobalt comes from the Democratic Republic of the Congo. It’s mined in large scale commercial operations but also manually by means of what’s called artisanal mining. The latter sounds quaint, like artisanal bread, or whatever, but it most certainly is not. Artisanal mining involves having poor local people digging about under the most difficult (one might say miserable) and dangerous conditions to extract the ore needed for conversion into metal. It’s an equal opportunity endeavor with men, women and children trapped in the poverty cycle that forces locals into this poorly paid toil. Forget school, the future for many children in these places is in the bottom of a hole. There are five main companies with commercial scale operations. All of them face allegations of human rights violations. Only one of them, Livent Corporation from America has a human rights policy. Battery manufacturers know about this but cobalt is cobalt and they’ll source it wherever they can get it.
There are other battery materials of concern, too. Now, it must be said there are lithium battery chemistries that don’t use cobalt like the lithiumiron-phosphate batteries to which Tesla is converting. Other researchers around the world are also trying to develop alternative technologies and there is some progress on this front. However, cobalt is just one component.
Lithium is a major material in a LiIon battery. Most of it is located
in Chile, Argentina and Bolivia – the socalled lithium triangle. However, Australia is the world’s largest source of lithium, producing almost half of the world’s supply. Local lithium production is a conventional rock mining operation like any other mining concerns. However, in the lithium triangle, lithium is extracted from salt water in large evaporation ponds tended by poor locals. It’s an environmentally damaging activity that’s poorly regulated and water intensive in regions with notoriously scant water reserves. It must be said, however, that it’s not as environmentally damaging as oil production.
At this point, purchasing an EV contributes to these environmental problems and the associated human misery. The industry is trying to change but these things take time. Meanwhile local people, particularly children, suffer. On a lighter note, let’s talk range anxiety. Everyone understands this. Just about all of us have been in a situation when we’ve been running low on petrol and wondering if we’ll make it to the next service station, despite the fact that they’re everywhere. This can happen for a range of reasons but regardless, it’s a mild taste of EV related range anxiety.
Without considering the battery, an EV and ICE car can have somewhat similar manufacturing carbon footprints. However, when the carbon cost of the battery is included, EVs can have a carbon footprint up to 70 per cent higher than an ICE version of the same vehicle
Above L-R: If an electric vehicle is powered by electricity from a coal burning power station it isn’t zero emissions. Vast piles of coal need to be replaced by vast swathes of solar panels. Of course such solar farms will occupy far more space. Far left: Renewables are the only path to zero emissions, however this only applies to vehicle use, not manufacturing. Pumped hydro is another good source of carbon free power (left). The conditions under which some of the materials for EV batteries are mined are just atrocious. Steps are being taken to alleviate this and progress is being made but it’s still a miserable existence for many (below). The Volvo carbon footprint report is an illuminating account of the carbon footprint of manufacturing electric and petrol versions of the XC40 Recharge (shown) and the XC40 petrol (bottom)
Range anxiety isn’t the concern that it was when EVs first appeared. There are more charging stations available and the number will continue to grow, although not fast enough. Also, EV owners have learned to manage their charging requirements. Having done so, they get along quite nicely, particularly in urban locations where charger density is reasonable and trips are relatively short. If a moderately sized EV is used over a relatively short commute that doesn’t drain the battery completely. An overnight charge from a residential charge point may keep it topped up and ready to go. If a workplace or destination has charging points, a car can be charged while it’s parked, which is convenient. Charging under these scenarios is actually more convenient than visiting a petrol station in an ICE powered vehicle because even filling a petrol tank
takes time. Destination or home charging uses dead time to get the job done. Longer trips that require recharging from public chargers can be much less convenient. Certainly, charging from a public charger can be much faster than a simple home socket but it can still take a considerable amount of time, particularly on a long trip that’s draining most of the power from the battery between charges. Of course, careful planning can compensate for this. Still, the best laid plans…
If a trip is going to drain considerable capacity from a battery between charges it is frustrating to arrive at a planned charging point only to find that the charger(s) is out of service. It’s almost as frustrating to find a queue waiting for an available charger. Having to charge a heavily drained battery is bad enough but then having to wait to do so only increases frustration. If time is of the essence it may be tempting to push only a part charge into the battery. But if it isn’t enough then another stop will be required, which means more time. Again, the next charger may not be working and perhaps there will be more queues. Charging infrastructure needs to improve, although it is doing so as outlined in the Government’s Future Fuels and Vehicle Strategy paper.
At the moment charging is inexpensive but that will change. Off-peak electricity is off peak because power stations have to run continuously. At night, when power isn’t being used, off-peak electricity encourages customers to soak up some of what would otherwise be excess power. As more EVs enter the market and everyone is charging them at home overnight, off-peak rates will eventually disappear. Also, as electric
While electric commercial vehicles can be shown to tow decent loads (like the Ford F150), the range can be dismal. Also, the batteries in large commercial long-haul trucks are going to need high capacity. That means high capacity chargers or long charge times or both (top). We look forward to standardised charging plugs (right). Chargers can be found all over the place in urban and city areas. Some have high charging rates, others are only so-called destination chargers (below left). Even though there may be plenty of chargers at a charging location, sometimes they’ll all be full which will increase time lost. Apps like PlugShare are excellent for finding chargers (below). High capacity superchargers like these are the way to go. Tesla has started making its destination chargers available to other makes (bottom)
cars gradually (very gradually) exceed petrol powered units, the Victorian government’s ZLEV charge will surely increase. That is, if the ZLEV hasn’t been superseded by a Commonwealth tax. It will be interesting to watch the progress of Vanderstock & Anor vs. The State of Victoria.
Given all of this, should you avoid owning an electric car? For shorter commutes around town, definitely not. EVs are still a good choice. For longer trips through country areas, it depends on charger availability, the range of the EV you’re considering, and where you want to drive. Along well serviced routes you might be fine but, if you like to get off the beaten track, an EV might not be for you.
Stop stalling. Pay smarter.
Openpay’s flexible payment options will get your customers hitting the road sooner. Add it to your online and instore checkout today. No interest. None. Plans up to $5,000. Boost your average transaction value.
Easy integrations so you can process plans in seconds.
Receive full payment* the following business day while customers spread the cost over 2 - 6 months. Get started
To apply scan the QR code or email auto@openpay.com.au
RANGER AND BT-50 GEAR STICK INSTALLATION
The VACC Technical Advisory Service receives calls from members having trouble with the gear sticks fitted to the Ford Ranger and Mazda BT-50. There are two different systems used with different adjustment methods to ensure smooth shifting. This article provides a system overview and adjustment methods.
THIS article is based on the Ford Ranger workshop manual, and a Mazda BT-50 Technical Bulletin. These vehicles share many major components, although differences will be highlighted as required. As stated, there are two different gear selection systems used. From 2011 to 16 August 2015 there was a mechanical linkage used. After this date, the OEMs swapped to a cable system. The systems used are the same for the 2WD and 4WD options within the date range. The adjustment procedures in this article should be carried out if the vehicle is having difficulty in shifting into first or second gears.
Removal: Early models
Apply hand brake
Disconnect battery, as there are SRS system components in gear stick area
With a screwdriver, gently pry around gear stick outer boot to release it from console upper cover
With a screwdriver, gently pry around console upper cover and remove. Unplug any wiring connectors as required
Remove centre console box (it contains cigarette lighter)
With a screwdriver, carefully pry top cap from gear stick. See Diagram 1
Remove Torx head bolt
The knob should now slide off
The spring and collar for reverse should now slide off gear stick
With a screwdriver, gently pry second gear stick boot from inner part of centre console
Pull boot up over gear stick. You should see locking tags on each side of stick and four locking tabs where inner boot attaches to floor pan. Release these locking tabs, and upper part of gear stick should come away from lower half. See Diagram 2
Remove single Torx head bolt/pin at rear of gear stick which goes through a mount in floor pan. See Diagram 6
Note: If removing gearbox, the lower part of the gear stick can remain on the gearbox. As the gearbox is lowered, the gear stick should clear the floor.
Removal: Later models
Complete steps 1 to 8, which is the same as the early models.
You should now be able to see the black plastic mounting plate for the gear stick. See Diagram 8
Remove the bolts at each corner and the three in the middle.
You should now be able to lift the shifter assembly up slightly.
Gently pry the shifter ball joints out of their sockets in the cable assembly. See Diagram 7
Note: The cable assembly should be able to be removed with the gearbox.
Adjustment procedures
If the earlier model shifter mechanism or the later model cables have been
Diagram 1 – Gear stick knob removal Lever off the cap then remove the Torx bolt
Early models
Later models
Diagram 2 – Early model gear stick removal
Press in on the two locking tabs on each side of the gear stick then pull the stick up to remove
Diagram 3 –Access hole in floor
This access hole will have a rubber grommet fitted. Through this hole you will be able to access the shaft locking bolt. You should be able to access this hole without removing the console
Diagram 4 – Shaft locking bolt
removed from the transmission, adjustments are required for correct operation.
Early models: Ranger
Note: This may be done with the transmission in or out of the vehicle. The following procedure is for the transmission fitted to the vehicle.
With the console covers removed, remove the rubber grommet from the floor pan in front of the selector. See Diagram 3
Looking through the hole you should see a selector shaft with a type of universal joint. See Diagram 4
Select first gear.
Loosen the small Torx bolt that is on the side of the shaft. See Diagram 4
Move the gear stick towards the alloy lug or protrusion on the lefthand side of the selector, until 12 mm clearance is achieved.
Note: Many technicians use a 12mm drill bit or some 12 mm spacers in between the lug and gear stick for a more accurate setting. See Diagram 5
With the gear stick held at 12 mm, tighten the Torx bolt to 30Nm, which will clamp the shaft in position. See Diagram 4
Early models: BT-50
Mazda released a technical bulletin in 2012 advising how to adjust the gear selector, as customers had trouble selecting first and second gears. This procedure is like the Ranger, but also different.
Complete steps 1 to 3 in the early Ranger adjustment procedure. The BT-50 will have the same alloy lug or protrusion on the left-hand side of the selector. However, under the rubber boot at the base of the gear stick is a white plastic ‘shift blocker’. With the Torx bolt loosened on the shaft, move the gear stick over so the shift blocker contacts the alloy lug.
Note: Make sure there is no gap or overlap. See Diagram 10
When correctly aligned, tighten the small Torx bolt to 30Nm.
Note: The Ranger’s system works the same. The only difference is the shift blocker is black instead of white.
Later models
The following procedure is based on the Ranger workshop manual and should apply to the BT-50. With the gear stick assembly fitted into the cable assembly and bolted in place, move the gearbox into neutral. Under the vehicle, on top of the gearbox are two shifter cables. The one which is more towards the front of the vehicle has a yellow clip which clamps onto the metal end of the cable. Pull or lever the clip up to disengage it from the cable. See Diagram 7 Ensure the cable is disengaged. Check by moving the gear stick. The selector on the gearbox should not move. See Diagram 7 The gear stick should be placed in the third–neutral-fourth gate or plane.
assembly to the selector shaft of the gearbox. This must be loosened for adjustment if there are problems with selecting gears. See Diagram 3 and 10 Re-tighten to 30 Nm
Diagram 5 – Adjustment measurements
Use a 12mm drill bit as a distance gauge Alloy lug
The correct distance between the gear-stick and the alloy lug should be 12 mm
Diagram 7 – Late model cable gear selector assembly
Use a screwdriver to carefully pry the ball joints apart
When the three bolts are removed from the mounting plate the gearstick can be separated from the cables. See Diagram 8
Use a screwdriver to pry up at the edges of this yellow clip to release the ball joint from the cable.
Diagram 6 – Torx bolt
This bolt is located in the rear of the selector
Diagram 10 –BT50 adjustments
For correct adjustment the shift blocker should be hard against the alloy protrusion
There should be no gap between the shift blocker and the protrusion
The shift blocker should not be on top of the protrusion
Install a 6 mm drill bit into the shifter assembly to lock the gear stick in the 3rd–N– 4th plane
The three bolts closest to the gear-stick are the ones which attach the cable assembly to the gear-stick
The four bolts at each corner attach the cable assembly to the floor
Install a 6mm drill bit into the shifter assembly to lock the gear stick in the third–neutralfourth plane. See Diagram 9
Note: The rest of the centre console might have to be removed for access to the RH side of the shifter assembly to insert the drill bit, or you could try the rightangle part of a 6mm Allen key.
Select fourth gear.
Under the vehicle, you can now relock the cable by pressing down on the locking clip. See Diagram 7
Remove the drill bit.
The cables should now be adjusted correctly.
Reassemble in reverse order.
For more information on the Ford Ranger and BT-50, log on to VACC MotorTech or call the VACC Technical Advisory Service.
Diagram 8 – Late model cable mounting plate
Diagram 9 –
Late model locking hole
HOLDEN VE COMMODORE
BAD EARTH AT G104
VACC MotorTech subscriber
Alan Blackwell from Northside Transmission Centre & Just Mechanics in Perth sent in the following details of a 2013 Holden Commodore with an overheating problem and strange behaviour from the various electrical circuits. This article covers the symptoms, and the solution to the problem.
THE symptoms the vehicle arrived with were engine overheating and electrical problems, such as the windscreen washer pump running when the indicators were turned on. Also, the bonnet open light on the dash would come on when high beam was selected, which would also dim the dash lights.
The overheating problem was investigated first, and the top and bottom hoses were found to be soft and could have been collapsing, so they were replaced. The engine was then allowed to reach operating temperature to inspect the cooling fan operation. As the fans cut in, their speed was slow and the windscreen washers would run, and headlights on the car would come on dimly.
These symptoms indicated a possible BCM related problem, so the unit was
Ensure both bolts are tight and there is a clean contact to the body
removed and sent away for testing and possible repair. A phone call from the repairer informed them the internals of the BCM were fried from high current and was beyond repair. A new reprogrammed BCM was on the way, but they suggested further investigation was required as there seems to be a fault in the vehicle which had caused the BCM to be damaged.
Wiring diagrams were sourced from VACC’s Technical Advisory Service, and the affected circuits checked with no faults found, so attention turned to the vehicle earth points. The wiring diagrams for the cooling fans, headlights, windscreen washer pump, and the immobiliser (bonnet switch) were compared and as it turns out they all share the same earth point. It is numbered as G104, and it is the negative jump-starting connection on the LH inner guard near the air filter.
Upon inspection, the bolt for this earth point was loose and causing a high resistance. This caused the circuits to find another way to earth via other paths. The cooling fans, which have the highest current draw, could now only earth through the bonnet switch that leads to the BCM. This circuit is not designed for high current, which is what damaged the BCM. The G104 earth point was cleaned and tightened. With the new BCM fitted, the vehicle was back to normal. Time taken to diagnose and repair the fault was approximately 2.5 hours.
This is a good example of how a bad earth can cause multiple problems in seemingly unconnected systems. However, with access to wiring diagrams for the affected systems, the common cause was discovered and repaired.
For more information, log on to VACC MotorTech or call VACC’s Technical Advisory Service.
Note: Voltage drop checks are a good technique for finding high resistances at earth points.
See ‘How to check Voltage Drop’ in Tech Talk September 2015, page 4046.
2006 - 2013 Holden VE Commodore
This earth point (G104), which is located next to the air filter, is also designed to be the negative connection to safely jump start the car. See Tech Talk Jan/Feb 2014 page 3755.
Á
Á
Á
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.
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.
03 9829 1152 vacc.com.au
Training & Education
Members can access automotive industryspecific training programs in business management, industrial relations/human resource management, technical and OHS & Environment. Skills Development Centre also facilitates short courses, online programs and diploma and degree qualifications.
03 9829 1130 info@vaccsdc.com.au vaccsdc.com.au
Freight Services
VACC and TACC members receive discounted rates and benefits, including trace and track capabilities, one number to call, one easy-to-understand invoice, and online job quoting, booking and tracking. Contact VACC for an application form.
03 9829 1152 vacc.com.au
OurAuto Diagnostic Tool
Easy-to-use diagnostic tool with class leading automotive fault technology, including seamless integration with VACC MotorTech, providing auto-detection, top range health reports and monthly updates. The Diagnostic Tool is available on a convenient monthly subscription plan.
1300 687 288 ourautoscantool.com.au
JobFinder Services
VACC Helpline provides a free job advertising service on the JobFinder website. VACC and TACC member businesses can advertise qualified and apprenticeship vacancies. All enquiries go direct to you for screening. 03 9829 1133 autoadvice@vacc.com.au | vacc.com.au
Environmental Advice
VACC members can benefit from environmental compliance advice, briefings, training and on-site assessments. Green Stamp is an accreditation program that recognises and promotes businesses which have implemented sound environmental practices.
Spirit Super is a multi-industry super fund with over 321,000 members and $26 billion in funds under management. We work hard for members through low fees, excellent service, and a focus on competitive investment returns.
1800 005 166 spiritsuper.com.au
Make it Cheaper
MiC is the leading energy price comparison service for Australian businesses. VACC and TACC members have access to a free energy bill review. Then MiC works with leading retailers to find a competitive deal.
1300 915 162 compare.makeitcheaper.com.au/vacc
OH&S Services
Members can access consultation and advice on OHS issues, including incident management, policies, workers’ compensation and more. OHS specialists provide workplace assessments and training, and administer the HazCheck management system.
03 9829 1138 ohs@vacc.com.au vacc.com.au
Officeworks
Officeworks is here to support VACC and TACC members with over 40,000 products, business services and specialist advice. Members can sign up for an Officeworks 30 Day Business Account, and enjoy exclusive business pricing and flexible delivery options.
VACC Helpline provides apprentices and businesses a free automotive apprenticeship sign-up and advisory service to assist all parties at any time. With years of experience and knowledge, it’s well worth a quick phone call to put you in the right direction.
03 9829 1133
autoadvice@vacc.com.au | vacc.com.au
THE GRILLE
Podcast for automotive professionals and motoring enthusiasts. Join Greg Rust, Shane Jacobson and VACC CEO, Geoff Gwilym for industry news, a special guest from the automotive world and plenty of laughs along the way. info@thegrillepodcast.com.au thegrillepodcast.com.au
Auto Workplace Assist
A convenient go-to solution for supporting automotive workplace compliance needs. Health and Safety can be a complex, high risk and costly area for workplaces. AWA offers readymade, industry-specific compliance products, so that business owners can get on with the job at hand.
1300 585 136 autoworkplaceassist.com.au
TACC
Founded in 1930, TACC serves the automotive industry in Tasmania and amalgamated with VACC in 1999. TACC members gain access to all of the same products and services as VACC members, however TACC also has a number of additional services for its membership.
03 6278 1611 | tacc.com.au
Insurance
Automotive business owners can access competitive solutions through OurAuto Insurance. Specifically designed to meet to the unique risk profile of the automotive industry, OurAuto Insurance can help your business access the best cover at an affordable rate.
1300 441 474 ourautoinsurance.com.au
Graphic Design
VACC’S Marketing department can assist members with their graphic design requirements at a subsidised rate. Services include business cards, logo re-designs, corporate image overhauls, brochures and advertisements.
03 9829 1189 creativeservices@vacc.com.au
Workplace Update
All VACC and TACC members receive Workplace Update on a monthly basis via email, with issues also available on the VACC website. The publication provides the latest news and information regarding workplace and industrial relations, OHS and environment, business obligations and training opportunities.
03 9829 1123 vacc.com.au
Advertising
Members receive Australasian Automotive magazine as a member benefit and have access to preferential advertising rates. The VACC marketing department can help members by designing advertisements at a heavily subsidised rate.
John Eaton 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
Property Risks
• Business interruption
• Fire & storm
• Machinery breakdown
• Theft & money
• Glass Management Risks
• Breaches in employment
• Unfair or wrongful dismissal
• Harassment or discrimination
• Wrongful acts as an owner/director
• Statutory fines & penalties e.g. OH&S breaches
Cyber Risk
• Data breaches
• Cyber attacks
• Contingent business interruption
With over 20-plus years of experience, OurAuto Insurance are proud to be trusted by automotive businesses across Australia. Contact us today to arrange a hassle-free insurance quote for your business.
The auto industry podcast brought to you by the best in the business
Join journalist Greg Rust, motoring enthusiast Shane Jacobson, and industry authority Geoff Gwilym as we dig deep into automotive. There’ll be news and views, industry insights and trends, special guests, and plenty of laughs along the way.
