Australasian Automotive February 2022

HIGH VOLTAGE TESLA KICKS

UP A GEAR

SHANE JACOBSON YOUNG DRIVERS DESERVE SAFER CARS HYDROGEN

06 NEW ERA

What’s in a name? Eagle-eyed readers may have already noticed a subtle but important change to the magazine

08 BRIGHT IDEA

Drive tourism makes up 75 percent of tourism in regional areas – so connecting with the electric vehicle fleet is crucial

10 SUPPLY GAP

Australia has nine years to increase the number of electric vehicle technicians by 1578 percent, VACC research reveals

12 KEY ROLE

The Australian Competition and Consumer Commission’s role in the auto industry is often misunderstood

14 POLICY MATTERS

VACC’s Industry Policy team is hard at work bringing about meaningful changeread the latest updates

16 DRIVER’S SEAT

Bruce McIntosh has taken the top job at the Tasmanian Automotive Chamber of Commerce and talks tactics for 2022

18 YOUNG DRIVERS

Shane Jacobson puts Australia’s driver age limits into perspective, and has sage advice for those shopping for a youngster

24 CHART TOPPER

THE GRILLE has been recognised as one of the top Australian podcasts in 2021 and the crew shows no sign of slowing down

FE ATURES

26 ON SHOW

The Museum of Vehicle Evolution is putting Shepparton on the map and drawing in automotive fans far and wide

32 BIG CHAIR

Long time member, Past President, and all-round top bloke, Peter Savige adds VACC Life Member to a long list of accolades

36 BURNING QUESTION

Hydrogen as a fuel seems like it should be ideal for the internal combustion engine. So, what’s the problem?

42 OUTSIDE THE BOX

Tesla is criticised for its failure to generate profits from car sales . But is it just time the rest of us looked at the bigger picture?

48 IN THE KNOW

Technical delves into FG Falcon MKII and SZ Territory ICC unit failures, and recurring VW 1.4-litre TSI twin charger engine issues

54 SERVICE DIRECTORY

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

56 BUSINESS INDEX

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SPREADING OUR WINGS

THE eagle-eyed among you might have spotted something different about the magazine you’re now reading.

No? Take another look at the masthead. It’s subtle, I know, but meaningful.

VACC has taken a leap into a New World, and by that, I mean New Zealand.

Australian Automotive is now Australasian Automotive

The decision came about through VACC’s already strong relationship with the motor industry in New Zealand through its commercial arm, OurAuto.

Readership of Australasian Automotive is now 57,700, with about 5,000 in New Zealand.

That’s terrific news for our loyal advertisers, and for potential advertisers who want to reach our automotive colleagues across the ditch for no extra cost.

Until now, advertisers seeking to reach both markets had to book space in at least two publications, create two ads to spec, and be wary of two deadlines that may not have always suited their campaigns.

Now advertisers can reach almost 60,000 businesses and their thousands more employees - decision-makers like service managers, parts buyers, technicians, auto electricians, panel beaters and spray painters, windscreen and radiator specialists, tyre retailers, and new and used car, motorcycle, and commercial vehicle dealers.

It doesn’t end there. VACC has created solutions that enable advertisers to access the Chamber’s complete environment: publications, video, a podcast, social media, blogs, email marketing, SMS, and much more.

We can always help, too, when advertisers want something custom.

The 2022 Rate Card is the most comprehensive advertising package available in the automotive industry.

So, if you want to get your products and services seen by the automotive industries of Australia and New Zealand, get in touch.

Call Andrew Martin on 0425 773 234 or email amartin@ ourauto.com.au

David Dowsey – Editor

Australasian

MANAGING EDITOR

David Dowsey

03 9829 1247

editor@australasianautomotive.com

SUB-EDITOR

Pia-Therese Hams

DESIGNERS

Faith Perrett, Gavin van Langenberg

03 9829 1189

creative@australasianautomotive.com

CONTRIBUTORS

Steve Bletsos, John Caine, Geoff Gwilym, Rod Lofts, Imogen Reid, Paul Tuzson, Pia-Therese Hams

57, 700 READERSHIP

Andrew Martin, Manager Commercial Mobile: 0425 773 234

Email: amartin@ourauto.com.au PRESIDENT Mark Awramenko CHIEF EXECUTIVE OFFICER Geoff Gwilym

Official publication of the Victorian and Tasmanian Automotive Chambers of Commerce

and advertising agencies lodging material for publication in Australasian Automotive

the VACC, its directors, Board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. This publication is distributed with the understanding that 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 in Australasian Automotive is subject to the conditions set out in the Australasian Automotive rate card, available from editor@australasianautomotive.com

Connect with VACC

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IN the whirlwind of talk about electric vehicles (EVs) and the infrastructure needed to charge them, the Caravan Industry Association of Australia (CIAA) makes an excellent point.

The peak body of Australia’s large caravan industry highlighted the need to help regional tourism operators connect with EV users.

According to the body, 'drive' tourism accounts for 75 percent of all tourism in regional areas. This means charging infrastructure and stimulating the accommodation sector to install charging points will be crucial to aid the recovery of regional tourism.

CARAVAN CHARGE

The association has called for a matched grants scheme for caravan parks and other regional accommodation providers to invest in charging stations that are suitable for charging all EVs.

CIAA estimates a $3 million Federal Government investment would provide an additional 2,000 chargers across 1,000 caravan parks in regional Australia. It makes sense.

Caravan parks provide the ideal site for EV charging points for travellers who base their driving holidays on where they can charge their vehicle.

COVID-19 has left many caravan parks without capital to invest in infrastructure upgrades. Government incentives can

help rebuild regional tourism following a difficult two years and will ease the transition to EVs for regional communities dependent on drive tourism.

With 2,000 caravan parks around Australia with the space to add EV chargers, the Federal Government should capitalise on the opportunity to fast-track EV usage and give a much-needed boost to regional areas across the nation.

So, here’s hoping EV caravanning will be a realistic, affordable option for us in the not-too-distant future

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

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STEVE BLETSOS EV TECHNICIAN SHORTFALL

THE Federal Government has released its Future Fuels and Vehicles Strategy, which outlines how it will reduce emissions in the transport sector by supporting the uptake of zero and low emission vehicles (ZLEVs) in Australia.

As part of the strategy, the government aims to place 1.7 million ZLEVs on Australia’s roads by 2030 – a figure informed by the government’s modelling – and it is estimated more than 80 percent of Australians will have direct access to necessary fast charging infrastructure.

But, if 1.7 million pure electric vehicles – not including hybrids – exist on-road by 2030, this raises some interesting questions.

The assumption is EVs require little to no servicing, which is untrue. Most electric vehicle manufacturers stipulate annual service schedules that are tied to the vehicle warranty, similar to that of conventional petrol or diesel vehicles. Owners risk voiding their new vehicle warranty by not following the servicing schedule. While there are fewer labour hours involved and fewer parts to replace in the servicing of an electric vehicle, there is a higher skill requirement for EV technicians compared to traditional motor mechanics. These added skill requirements include:

Coding, reprogramming vehicle software and firmware updates

• Depowering and reinitialising battery electric vehicles

Diagnosing and repairing high-voltage rechargeable energy storage systems

Diagnosing and repairing high traction motors in battery electric motors

Diagnosing and repairing DC to DC converters in battery electric vehicles

Diagnosing and repairing auxiliary motors and associated components in battery electric vehicles

Diagnosing and repairing system instrumentation and safety interlocks in battery electric vehicles.

These higher order skill requirements will give rise to specialist electric vehicle technician job roles, whose function will be to work solely on electric vehicles. It is possible this job role may become a licensed occupation in future.

Currently, there are only 500 qualified EV technicians in Australia, servicing a fleet of around 25,000 electric vehicles on-road nationally. The growth in the number of electric vehicle technicians has been

minimal over the past few years, thereby keeping pace with the small number of electric vehicles on-road. If Australia witnesses an explosion in EV numbers from 25,000 to 1.7 million over the next eight years, as forecast by the government, how many specialist EV technicians will we need – and will we have enough?

To answer this question, the Victorian Automotive Chamber of Commerce (VACC) conducted modelling. VACC looked at the experience of Norway, a country far more advanced down the path of electric mobility and with the highest number of EVs per capita in the world. Data obtained from Norway showed both a reduction in workshop labour hours as well as revenue obtained on labour hours, in a study of over 100,000 battery electric vehicles compared to internal combustion vehicles. Adjusting for the increase in labour productivity for an electric vehicle technician, VACC extrapolated the growth in Australia’s EV fleet based on the Federal Government’s 2030 projections, in conjunction with the trend growth rate in labour force training numbers for electric vehicle technicians. The modelled estimates for the required and actual number of EV technicians are displayed in Chart 1.

Chart 1: Projected Electric Vehicle Technician Supply Gap, Australia, 2020-2030

maintain the fleet. However, based on trend growth in the actual number of EV technicians to date, we can anticipate a supply deficit of over 6,000 EV technicians. So, we can expect to reach only 17.5 percent of the required number of EV technicians by the end of the decade. This is an extraordinary statistic, and if the government’s estimate for the number of electric vehicles on-road is to be believed, we will have nowhere near the skilled trade labour resource with the technical capability to service this rapidly growing EV fleet. The uptake of electric vehicles should be supported and encouraged, but the policy focus needs to take into account the specialised training required for EV service and repair. Training providers will need to have the appropriate resources and capacity to deliver qualifications and skill sets for the service and repair of electric vehicles, including having the appropriate teaching expertise to deliver such training. With the skills profile of a future EV technician looking more akin to that of an IT professional or software engineer, this may entail a new class of educated individual not solely mechanically focused; more like a hybrid IT, diagnostic and mechanical technician. Where will we find these individuals? Regardless of how quickly Australia transitions to electric vehicles, unless

VACC’s industry modelling shows, based on the government’s projections of 1.7 million EVs on-road by 2030, Australia will need around 7,300 qualified electric vehicle technicians to service and

the government takes measures now to ensure we have the requisite skilled workforce in the future, then the planned sales boom in EVs will be met with a lack of people qualified to work on them.

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JOHN CAINE

ACCC'S ROLE IN AUTO INDUSTRY

A question which often arises when speaking with VACC members is “What is the ACCC & what does it do?”

Its key role is to promote, educate and enforce the Competition and Consumer Act 2010.

What is the ACCC’s primary aim? Compliance.

To achieve compliance objectives, the ACCC uses four flexible and integrated strategies: encouraging compliance with the law by educating and informing consumers and traders about their rights and responsibilities under the Act enforcement of the law, including resolution of contraventions both administratively and by litigation and other formal enforcement outcomes undertaking market studies, or reporting on emerging competition or consumer issues to identify any market failures and how to address

them, and to support and inform their compliance and enforcement measures and identify potential areas for policy consideration working with other agencies to implement these strategies, including through coordinated approaches.

For example, state consumer affairs.

The ACCC is selective in the matters in which it investigates and acts, and in the sectors in which it engages in education and market analysis. The ACCC uses this policy to inform its decision-making.

The ACCC uses a range of compliance and enforcement tools to encourage compliance with the Act.

In deciding which compliance or enforcement tool (or combination of such tools) to use, its stated first priority is always to achieve the best possible outcome for the community and to manage risk. Its enforcement actions seek to

maximise impact and leverage any outcomes across an industry sector.

For example, the ACCC uses the outcome of one court proceeding to encourage other industry participants in the sector to change their practices. See Australian Competition and Consumer Commission v Mazda Australia Pty Ltd [2021] FCA 1493

The ACCC does not pursue all matters brought to its attention.

Its role is to focus on those circumstances that will, or have the potential to, impact vulnerable consumers, harm the competitive process or result in widespread consumer or small business detriment.

The ACCC exercises discretion to direct resources to matters that provide the greatest overall benefit.

The ACCC has an industry specific publication titled Motor Vehicle Sales & Repairs available at accc.gov.au, which is recommended further reading.

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DR IMOGEN REID INDUSTRY POLICY MATTERS

AS the wheels start to turn for a new year, the Victorian Automotive Chamber of Commerce's (VACC) policy team is well prepared to continue its advocacy for the automotive industry throughout 2022.

Front of mind is the severe and very real skills shortages being experienced across the industry. From service stations to car dealers, light and heavy technicians, dismantlers and spray painters, there is not a sector across the automotive industry unaffected by the crippling shortages of skilled and unskilled labour.

VACC has prosecuted this message to state and federal politicians – sharing the urgency of the issue and the predicted repercussions to consumers should a solution not be quickly reached.

VACC has called for the inclusion of automotive trades on the Priority Skilled Migration Occupation List as a matter of urgency, along with expedited visa processes to ensure those already in the migration pipeline can enter the country sooner than the often months-long wait times.

VACC has worked with the Australian Chamber of Commerce and Industry

– VACC is a founding member – to put forward a plan to safely reopen Australia’s borders on a rolling basis, ensuring industry’s needs are met, and sooner rather than later.

VACC has publicly raised the alarm regarding predicted skills shortages for electric vehicle (EV) technicians, should the Federal Government’s EV expectations be realised.

According to the Future Fuels and Vehicle Strategy, there will be 1.7 million EVs –approximately 30 percent of the entire vehicle fleet – on the road by 2030.

VACC modelling shows a shortfall of 6,000 qualified EV technicians based on current growth rates. This means EV owners will experience substantial delays in car servicing, which also raises serious safety concerns.

VACC advocated for government to allocate funding to education providers to subsidise the training costs of small classes while EV uptake remains low. This will help prepare our future workforce as EV uptake continues to grow.

VACC’s newly established EV subcommittee will also assist industry

transition towards servicing zero and low emission vehicle technology by seeking to deliver repairer training in Victoria.

The VACC policy team thanks Nicolas Diban Awad, a Master of Entrepreneurship student from the University of Melbourne.

Nicolas worked with VACC for three months throughout 2021 as part of a course internship. His project examined the effect of the COVID-19 pandemic on automobile dealership supply chains in Victoria; a hot-button topic, as new and used car dealers report massive stock shortages in the wake of COVID-19 and its related lockdowns.

Such insights will be useful as VACC continues its work with both state and federal governments, and members, to address the supply chain pain points experienced by industry. I invite members to read the full report, which is available on the VACC website.

As always, please connect with the policy team to discuss any industry issues. We look forward to an exciting and engaging 2022 with members.

BRUCE McIntosh has taken the driver’s seat at the Tasmanian Automotive Chamber of Commerce (TACC), after stepping into the managerial role following long-standing General Manager, Malcolm Little’s retirement. It’s full steam ahead at the TACC offices, but Bruce took time out to introduce himself to Australasian Automotive Congratulations on your new role. Have you always worked in the industry?

I have a long history working in automotive. I served 9,000 hours for my automotive engineering apprenticeship and attained a New Zealand trade certificate. From there, I worked as a mechanic in New Zealand and the UK during the early 1980s. I then moved to Australia in 1987 and was a founding partner in a business that nationally distributed Groeneveld Transport Efficiency products. I was the Groeneveld Business Development Manager for Australia and New Zealand for several years, before moving into the petroleum industry in 2009 and in

BRUCE MCINTOSH NEW ERA FOR TACC

more recent times the construction and forestry OEM supply sector. What are your areas of expertise?

My key areas of expertise are business development and general management. I have been able to gain experience in multiple sectors over the years. It has been a real eye-opener and has enabled me to grow my skill set. Now I’m excited to join TACC and see what I can bring to the table for the team and members.

What have been some career highlights or achievements so far?

Career-wise, playing an integral role in establishing a business and developing a previously untapped market for a new product concept in Australia is a highlight. I will draw on that experience and put my commercial learnings to good use at TACC. Personally, I would have to say fathering twin daughters and surviving an Outward Bound course have provided me with some solid life skills – which I regularly refer to for motivation and strength of character.

Where are you currently based?

I’m located in Sandy Bay, Hobart and have been there for nine years. It’s a fantastic base, I’m close to the sea and very accessible to Tasmania’s great outdoors. It’s a bonus as well to have TACC House located in New Town, not far away.

You’ve hit the ground running at TACC. What are your initial plans?

Firstly, spending some time with Malcolm Little late last year was invaluable. I learned a lot. It was humbling to see and feel that his 21-year tenure was both personally rewarding and commercially successful for TACC and its membership. I am looking forward to working with the wider TACC team in Tasmania, as well as building some great relationships at the Victorian Automotive Chamber of Commerce office in Melbourne. My main focuses now are the growth and development of the Group Training Scheme, as well as building a future strategy to bolster our strong and loyal membership base.

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IF you’re anything like me, you would have got your licence on your eighteenth birthday, am I right? Thought so.

SHANE JACOBSON

YOUNG DRIVERS: BIG PICTURE

on a motorcycle at 16 (under 400cc). In South Korea, it's motorbikes under 125cc.

than 130kW per tonne, or an engine that’s been modified to beef-up performance. V8s? Forget about it.

Across Australia, it varies from state to state, but in Victoria it’s generally accepted people must be 18 years old to hit the road alone.

So, how does Australia compare to those abroad?

In some US states, drivers can be as young as 14, albeit with supervision.

In Central America, you can drive with supervision at 15 in El Salvador, and at 16 with parent approval in Guatemala and Panama.

In Japan, riders can hit the road

Meanwhile, in South America, with parental approval, people can drive a car at 17 in Argentina and Chile. However, a driver cannot get behind the wheel until they’re 23 in the Republic of Niger, West Africa.

Have you got a young driver at home eager to explore the wide-open road?

Age limits and vehicle guidelines are important discussion topics.

In Victoria, for example, probationary drivers cannot drive a vehicle that has a power-to-mass ratio of more

So, it pays to do your homework and get your kids in the right vehicle.

Visit the VicRoads website for all the legal and regulatory stuff, and buy from a trusted Licensed Motor Car Trader when it comes time to get some wheels.

An while I’m at it, buy your children a decent vehicle – one with airbags and all the safety gear that will keep them alive if things go pear-shaped.

See ya on the road, folks!

What to hear more from Shane?

Visit: thegrillepodcast.com.au

NURTURING 'OLDER, WISER HEADS'

Words: Tim O’Brien, ADA Australia

LET’S talk about mature aged workers. It’s a global phenomenon, this ‘age of the older worker’. Older workers are evident in workplaces everywhere.

In tightening labour markets, keeping the skills, experience and capabilities of an older workforce is important to business and a competitive economy.

The population ‘bulge’ that came with the post-war baby-boomer generation has created a unique global demographic shift. Combined with falling fertility rates, we’re aging as communities at an unprecedented rate.

Look at your business and it’s likely your workplace – like workplaces everywhere – reflects that demographic shift. You too may also be part of the mature age demographic. After all, if you’re doing something you love, why retire?

By 2060, it’s predicted nearly one-half of Australians aged 64 or older will be employed, still working and productive.

So, to utilise their experience, knowledge and skills, the jobs they do – and workplace employment policies and practices – need to be redesigned to accommodate their needs.

An aging population means Australian businesses will rely on retaining, attracting and engaging older workers if they are to remain competitive.

In many small businesses, it’s difficult to replace the skills, capabilities and knowledge base held by older workers. Post-COVID-19, with immigration numbers stalled, it will only get harder.

Taking affirmative action to keep older workers engaged, happy and productive will not only benefit your

business and your younger workers, but it’s also crucial to the future wellbeing of the automotive sector and the Australian economy.

For any business looking to keep or recruit staff, creating flexible work options and redesigning roles for mature workers makes sense.

The benefits of ‘getting it right’

Sure, getting older is certain. But it doesn’t mean having a ‘use-by date’.

There is evidence to show older workers exhibit stronger loyalty and commitment, lower job-turnover, and have more positive work values than younger workers.

They are also more engaged and have less absenteeism. A 2021 survey of Australian organisations conducted by the Australian HR Institute (AHRI) showed respondents rated older workers as more loyal (75 percent), more reliable (62.3 percent) and having a greater level of awareness (57.3 percent).

It also highlighted the advantages of recruiting older workers, with experience (76.9 percent) and professional knowledge (64.4 percent) rated as important. Yet the report revealed nearly a quarter of Australian businesses don’t implement any recruitment practices to encourage age diversity.

“It’s simple. If you’re not nurturing older talent, you are missing out,” said AHRI CEO, Sarah McCann-Bartlett.

Nurturing your older worker cohort

There are a lot of upsides to getting your workplace policies, practices and culture right for older workers. However, in this case, 48.7 percent of surveyed organisations had not consulted with older workers ‘on issues of specific concern to their workplace’. That’s something easily addressed in any business striving to foster a mentally healthy culture.

Consultation can lead to important change. For example, flexible work options – some may wish to keep working but are keen, after a lifetime of work, for quality work/life balance. Some older workers want access to training and development, as being older doesn’t mean a person stops learning, developing their skills and knowledge. The workplace might also think about mobility and physical access concerns, such as lifting aids and layout considerations in the workshop. Talk about it, and you’ll get the picture. Older workers have a lifetime of knowledge, skills and experience behind them. There's a wealth of capability, judgement and good sense in experienced older workers that can benefit any business. Value this experience, listen to them and recognise their contribution. For the automotive sector, it’s more important than ever to recognise this wealth.

VACC Technical has changed

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

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

VACC MotorTech brings together VACC’s proven Tech Online, Times Guide, Tech Estimate, Tech Advisory Service and Tech Talk products with the might of Haynes’ international know-how, to provide an enormous (and evergrowing) amount of technical service and repair information to subscribers. Available now for subscription are four ‘solutions’: Maintenance, Service & Repair, Diagnostics and Commercials. These new products are positioned at an unbeatable price and VACC members receive generous discounts of up to 50 percent. Haynes is best known in Australia for its Haynes manuals that have been in print since 1965 and have sold over 200 million copies worldwide. However, they

also provide automotive service, repair and diagnostic information via different online products, designed for automotive professionals under the HaynesPro brand.

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

The HaynesPro products include:

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

• HaynesPro WorkshopData Tech contains extensive maintenance information like repair times, timing belt

and chain replacement procedures, capacities, wheel alignment, torque specification and over 100,000 high-quality technical drawings.

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

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

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

Visit: motortech.com.au

Facilitators will:

• assess current workplace practices

• suggest helpful improvements

• develop an easy-to-implement action plan

• provide resources and ongoing guidance.

THE GRILLE tops Aussie podcast list

VACC’s THE GRILLE has been recognised as one of the top Australian podcasts in 2021. Released by Great Australian Pods, engagement numbers and website views were analysed in order to reveal the year’s fan favourites. Published monthly, each episode of THE GRILLE – an automotive industry podcast –features news and views about the state of Australia’s automotive industry, as well as an interview with a famous motoring personality such as Jeremy Clarkson, Daniel Ricciardo and Molly Taylor.

He is joined by Shane Jacobson, an immediately identifiable and well-loved actor, presenter, and knowledgeable automotive enthusiast with fuel coursing through his veins. Bringing

rigour and a business perspective, VACC CEO Geoff Gwilym is a respected automotive professional with decades of industry experience.

guy for industry comment. What he doesn’t know isn’t worth knowing. I’m really geared up for THE GRILLE. Talking all things automotive? Try to stop me,” said Shane Jacobson. In the midst of all the noise out there, THE GRILLE is proudly different. Boasting the best and most knowledgeable hosts, with quality content and high production values, the show has become a favourite among automotive professionals, motoring enthusiasts, and motorsport fans.

The crew includes Greg Rust – one of Australia’s best-known motorsport journalists and commentators with years of experience behind the microphone and in front of the camera – in the driver’s seat.

“It’s such a rare thrill to be working with the best in the business, and THE GRILLE team really is the best. Greg Rust is so knowledgeable and wellconnected within the automotive world, and Geoff Gwilym is the go-to

Subscribe to THE GRILLE now. Visit: thegrillepodcast.com.au or listen via your favourite hosting platform. Don’t forget to rate and review!

Special thanks to THE GRILLE naming rights sponsor, Bendix and advertising partner, DENSO.

Shane Jacobson, left, leading the conversation with VACC CEO Geoff Gwilym, centre, and VACC President Mark Awramenko

Auto Aftermarket Expo provides ticket to future success

THE 2022 Australian Auto Aftermarket Expo (AAAExpo) will feature a new Workshop of the Future Pavilion designed to show attendees how to prepare their business for the future.

The AAA Expo, co-located with the Collision Repair Expo at the Melbourne Convention and Exhibition Centre, is owned and organised by the Australian Automotive Aftermarket Association (AAAA) and will be held across 7-9 April 2022.

The Workshop of the Future Pavilion is one of many new developments set to provide great value for Expo participants and visitors.

The AAAA will deliver workshop owners, managers, and staff with the knowledge they need to make the right decisions for the future of their business and auto aftermarket career.

Across 225 square metres, the pavilion will be fully enclosed with a layout replicating a futuristic workshop, bringing together state-of-the-art equipment and technology with regular presentations from industry experts across four key zones: Workshop Management Systems; EV/Alternative Fuel Repair Techniques and Workshop Equipment; ADAS Calibration Equipment; and Diagnostics and Tooling including J2534 Pass Through Technology.

“The theme for this year’s show is ‘the future is here’ and that is what we truly believe – the future is here now,” said AAAA CEO, Stuart Charity.

“The vehicles being sold in showrooms and those which have been on the road for the last couple of years are changing what customers need across both mechanical and collision repair for a whole range of reasons. We are seeing technology moving ahead at break-neck speed.

“To address this, we have developed the Workshop of the Future concept to target key technology areas, and bring in subject matter experts to provide impartial information about what is going to be required in automotive and repair businesses. We will provide the information needed to make educated decisions on what to potentially specialise in, how to evolve, and what is needed to make positive business changes to keep meeting customer needs.

“This will all be delivered free of charge to Expo visitors in an impressively appointed demonstration and presentation pavilion in the heart of the 2022 Auto Aftermarket Expo. Attendees will be able to ask questions, and can come back through the pavilion at various times across the three days to enjoy presentations on the different key topics.

“This approach is a bit of a game changer for our Expo. It has always been about showcasing the very best companies and their equipment, and now we’re adding what our research tells us are the areas that workshops specifically want to better understand, and we will deliver this in a very objective environment.”

The Workshop of the Future Pavilion is just one initiative at the Expo that seeks to bring educational opportunities onto the show floor.

For the first time, the Expo – sponsored by Repco – will incorporate a standalone seminar stage on the show floor, which will deliver a free comprehensive training and education program and enable exhibitors to showcase their latest products, technology and service offerings to a targeted trade audience. Other exciting components of the 2022 Auto Aftermarket Expo include a modified and classic vehicle display area in the show concourse, celebrity appearances, interactive displays and competitions, the allnew 4WD Innovation Zone, and an expansive range of exhibitors.

For more information and to register to attend, head to autoaftermarketexpo.com.au

GET A MOVE ON

THE Museum of Vehicle Evolution (MOVE) in Shepparton has undergone an impressive upgrade over the past year and is now open to the public.

Victorian Automotive Chamber of Commerce (VACC) President Mark Awramenko; farm machinery dealer and VACC Executive Board director Paul Bertoli; along with VACC CEO Geoff Gwilym, were among the attendees at the official opening in November 2021.

VACC is a major sponsor of the museum, the Chamber unveiling a permanent history wall within the exhibition space as part of the partnership.

“The connection between VACC and MOVE is obvious. Of course, VACC is all things automotive. What is less well known is the Chamber’s long and dear association with regional Victoria,” said Mr Gwilym.

“MOVE is a huge credit to all those who have helped shape and grow the centre. It is magnificent and has to be the best combined motor and museum collection in Australia.”

Mr Bertolli went on to speak highly of Jim Andreadis – a philanthropic contributor

and driving force behind the centre’s expansion – and the MOVE board’s efforts.

“Jim has taken a small, specialist car museum and made it into a major drawcard for Shepparton and surrounding areas. I have the greatest respect for him, and his wife Angela, who have funded and largely constructed large parts of the project. Jim, the MOVE board and volunteers, should all feel a great sense of pride in pulling this great project together.”

In conversation with Mr Awramenko, Mr Andreadis insisted, “It’s not over yet. Every time we finish one stage, I can’t help but think about what we can do next. I can see more space being created and an even bigger expansion of the facility.”

MOVE houses more than 60 cars, a notable collection of motorcycles, and fans of big rigs will love the Kenworth Dealer Truck Pavilion that includes tributes to transport industry legends. Depending on the time of year, attendees are likely to see Chevies, Mustangs, MGs and Jaguar cars, Harley-Davidson and Triumph motorcycles, and Mack, Kenworth, and other trucks.

“The quality of the restoration work is world class. The fact the majority of cars and trucks in the museum have been restored in regional Victoria is a credit to the owners and the tradespeople who worked to carefully bring these magnificent machines to life,” said Mr Gwilym, a one time City and Guilds body maker.

In addition to motoring gems, there’s a terrific assortment of gramophones, telephones, and radios – and it wouldn’t be Shepparton without a display of iconic Furphy water tanks.

The VACC representatives caught up with Adam Furphy to congratulate him on the Furphy exhibit. It highlights the company’s regional roots and manufacturing history in Australia, which is still going strong today.

Visitors can also browse the Loel Thomson Clothing Collection, a fascinating showcase of 200 years of Australian fashion, and the Farren Bicycle Collection, one of the world’s most important two-wheel displays.

The Museum Of Vehicle Evolution is located at 7723 Goulburn Valley Highway, Kialla. Open seven days, 10am – 4pm. Visit: moveshepparton.com.au

VACC President Mark Awramenko, left, CEO Geoff Gwilym, centre, and Executive Board director Paul Bertoli in front of the VACC history wall at the MOVE opening night (left)

New value proposition now available for new Bosch Car Service members!

AFTER celebrating their milestone 100th year in 2021, the Bosch Car Service network is stronger than ever! Throughout the past century, the network has grown year on year and now boasts over 15,000 workshops who are all proud to leverage off the very familiar and trusted Bosch brand. There is no stopping the growth of the largest network of independent workshops around the globe!

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features that may come as a surprise to most independent workshops!

Just to name a few, Bosch provides full branding support inclusive of internal and external signage, workwear, workshop and customer consumables. Each year, a full calendar of national marketing activities is organised for the network. This national marketing program is supported by digital marketing campaigns that actively attracts customers across Australia and New Zealand through to individual workshop locations hosted on the dedicated national Bosch Car Service website. New techniques and

strategies are taught through the Bosch Service Excellence business program and once implemented into the workshop’s daily practices, have proven time after time to achieve extra growth within the network. There are also dedicated Bosch consultants always on hand to guide each Bosch Car Service workshop through their growth process.

The Bosch Autmotive Technical Training Program, comprising of face-to-face and online courses ensure Bosch Car Service technicians are fully competent in the work they do. This is a key attribute to keeping the network’s customers safe and happy. Only qualified technicians become true experts at fast fault-finding and confident repair work, ensuring vehicles don’t sit idle in the workshop for too long, costing the workshop time and money. To assist further, a range of diagnostic equipment is available, direct access to Autodata and support from many other industry partners, such as Mechanic Desk and AAAA, all bringing great value to being part of the Bosch Car Service network. Throughout the year, members are also treated to many social networking events, where not only industry ideas, issues and solutions are bounced off one another, but most importantly relationships are formed giving members a circle of friends that all speak the same language. The Bosch Car Service family is one that many members remain with until they’re ready to retire. It’s now time to welcome new members into the network and on offer is a newly developed value proposition joining package.

For one special priced start-up fee, new members will receive everything required to transition into a Bosch Car Service workshop. The new value proposition joining package includes the following:

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PETER SAVIGE

VACC LIFE MEMBER

Peter Savige has been involved in the automotive industry for almost 50 years, as owner and operator of Hilton Motor Company since 1978. He joined the Victorian Automotive Chamber of Commerce (VACC) in 1985 and has played important roles in representing used-car traders in his long-standing role of Victorian Used Car Traders Division Chairman, and members more broadly through his work with the VACC Executive Board. He served as VACC President between 2014 – 2016 and became a VACC Life Member in November 2021. He spoke to DavidDowsey...

What was your interest in cars and automotive growing up?

Anything that had wheels, flew, or floated that took you anywhere, I loved them all. But cars were the easiest and I always had an interest in them.

Were you one of those people who got their licence on their 18th birthday?

Yes, I got it on the day after the police reminded me I’d already been driving around for two years. In those days you’d just go to the police station to get your licence and they’d write it out for you. Were you handy mechanically?

Not really, but everyone fiddled with cars in those days, because it was relatively easy and we didn’t have any money. How did you get involved in the automotive industry?

My first job was working at a bank in trade finance. Before used car trade licencing was bought in, my friends and I used to go to Sydney to buy used taxis and bring them down to Melbourne and convert them into regular cars, then we would sell them. I lived in the UK from 1972 to 1975 and found the cost of vehicles was less there than in Australia, and the Australian dollar was strong, so I started sending vehicles to Australia. When I returned home, there was political turmoil, so importing cars was no longer viable. Licencing came in and I had a stock of vehicles, so in 1978 I opened my first car yard in Bayswater. Can passion and professionalism exist together?

I think it must. When things are in demand, it’s easier to sell, but if you want to be

successful in business, it helps to have a passion, but you also must be professional. Unfortunately, I’ve seen good salespeople who aren’t good businesspeople, not just in the used car business but in any business. It’s important to have some business skills to run a business, because there are two sides to the ledger – the income and the expenses. You’ve combined passion and professionalism to raise money for charity with your friend Martin Stone. Through the motor industry and some contacts, I met Martin Stone, who owns a chain of smash repairer shops (Sheen Panel Service), who was interested in giving back to the community. We came up with the Variety Bash, which was an enjoyable way to drive old cars around the bush and raise money. How much money have you raised? It was a team effort, but over $2 million has been raised. Why did you join VACC?

As a small business you can feel isolated, but I’ve always believed in association. The used car industry always makes money, but I thought the industry didn’t have an effective voice and I felt VACC would be that voice and it has proven to be.

When you joined the association, you put your money where your mouth is and became involved in committees and rose to become President. Yes, for me it was no good just being a member. I had ideas, so I started first by joining the Used Car Traders Division committee. I believed I could contribute.

There were things that needed to be done. I was eventually elected to be the Chair of that committee and have ended up being the longest-running Chair. I felt it was worthwhile and a good forum for promoting discussion. I’m also a believer if you are in a regulated industry, you need to interact with the regulator, so they can hear your point of view and I felt the best way to do this was through VACC. I was also interested in seeing a strong, financially well-governed association and was elected to the Board of Management - as it was known in those days - and that eventually led to the Executive Board. Through my association with VACC, I was also a Motor Industry Representative on the Motor Car Traders Guarantee Fund, a statutory body, for 13 years. This gave me the opportunity to interact with traders, understanding their point of view so I could represent the industry. I found my experience was valuable for other committee members and for the Chair and for a good functioning of the licensing system. It gives credibility to the used car industry and gave consumers more confidence that they’re dealing with professionals. I was also the VACC representative to MTAA Limited for 12 years. I believe MTAA does have an important role to play in putting the automotive industry voice to the federal space. Then there was the Finance and Audit Committee.

When I was on the Executive Board, I chaired the Finance and Audit Committee, and was also on the Investment Committee (Special Capital Fund). My finance industry experience helped

and I thought I could offer some assistance there. I was also Chair of the Building Development Committee, having been previously involved in the construction of a hospitality venue. Then you rose to become President. What did this mean to you, to be President of VACC?

I was very proud to be President of what I consider the peak automotive body, not just in Victoria, but in Australia as well. VACC is a worthwhile organisation and I want to see it remain in a strong financial position and I’m also passionate about associations. There was a lot of change during your presidency. What were the highlights?

When I became President, a change of CEO at VACC occurred at the same

time, which also involved changes at executive level. There were also constitutional changes, which were initiated during my time and completed recently, to make the association relevant to current times. Two boards became one, making it more democratic and increasing its strength. Also under my presidency, we moved away from our static technical library, which was one of our strengths, to form a partnership with Haynes, which is more sustainable and dynamic. Commercial activities were ramped up, with OurAuto being formed, which allowed us to supplement our funds and not just rely on member subscriptions, or the Special Capital Fund.  What is your legacy as President? We made changes for the better and this benefitted the members and the industry generally.

Now there is the new building, I know you’re passionate about it. The new building in North Melbourne gives members a sense of ownership and it has a heart. VACC has occupied St Kilda Road for 60 years. I love that building, however, it needed substantial refurbishment to make it fit-for-purpose for the next 60 years. The cost to maintain St Kilda Road was too expensive, so the Board decided it was better to sell and build a new fit-for-purpose building. I’m happy with the decision and I like the new North Melbourne location. Will the new building bring cultural changes?

The current St Kilda Road building is outdated, with its wooden panels, and the new building will show VACC is a forward-thinking association. The next decade will be a fascinating one for

the industry because there is no doubt we will be moving to electric vehicles and VACC must move with the times.

What about your role on the board of Spirit Super?

Spirit Super was formerly known as MTAA Super. It ran in conjunction MTAA Limited and was a motor industry fund based in Canberra, which contained employer and limited union representatives. I am a trustee director on the investment committee and the risk committee; I like to be involved. The secret of any association is to do the hard work at committee level and then present it for the board to implement. We realised through government that if MTAA Super was to be successful, it needed to merge

become a $26 billion fund. It’s a niche fund, which still retains a link with the motor industry. I believe it’s important for Spirit Super to target young people entering the industry early, as they are unlikely to shift over to other funds. What’s next?

I love the motor industry. I have no intention of retiring. I’m very interested in where the industry goes in the next 10 years. I believe VACC will become more important when internal combustion engines end. There will be tightening of regulations, and I want to make sure VACC members are not penalised. I want to show members, despite the changes, there will be opportunities. Super funds will become a more

From far left: Peter Savige presiding over the VACC Industry Awards (VIA); presenting a VIA trophy in 2016; attending the Australian Motoring Festival with VACC Ambassador Shane Jacobson, in 2015; engaging with members has always been important; Peter with wife Janet (left).

Discussing tactics with VACC CEO Geoff Gwilym, left, and Executive Board member and Past President John Buskes (below left)

investors and will be active participants in new industries: infrastructure and agriculture, heavy moving, and transport vehicles will also be a part of this. Will you return to the board in the future?

No, I don’t believe in coming back and VACC will benefit from new people joining the board. I believe nine to 10 years on a board is enough. We need younger members with new ideas to step up and maintain vitality. I enjoyed my time interacting with board members and staff, but you do need to renew or you will become static. I’m 73 years old and it’s time to hand over the baton to the younger members. But I am happy still on the Industry Policy Council as

Hydrogen is wonderful stuff, why can’t we just burn it?

WORDS Paul Tuzson

HYDROGEN as a fuel seems like it should be ideal for the internal combustion engine, but it’s not. At this point, some people will insist hydrogen isn’t really a fuel, that it’s simply a medium for storing energy. However, hydrogen is oxidised by oxygen, so it burns, and that makes it a fuel. It’s true energy has to be expended to obtain it in pure form but the same is true of petrol. Considerable energy is needed to drill for it, extract it and refine it to create petrol, but it’s still a fuel. The full argument has greater detail, but that’s not what we’re discussing here.

Most people know when hydrogen and oxygen are burned together in an internal combustion engine, the only tailpipe emission is water vapor, theoretically. It’s an attractive idea. Hydrogen is eminently flammable, so what’s the problem? Why not burn it?

Even before we consider how hydrogen behaves in an internal combustion engine, there’s the matter of liberating it from the other elements to which it’s bound. Water,

The other problem with hydrogen as an automotive fuel, though, is infrastructure. Again, we’ve covered this before but liquefying, compressing and transporting hydrogen in the bulk amounts needed to fuel the vehicle fleet is still uneconomical. In fact, it’s just plain unrealistic. Transporting it in ammonia is an interesting idea but would still take significant changes to infrastructure. We also covered that in great detail. There are fledgling examples of hydrogen availability programs but it’s a slow start. In Australia, there are just two hydrogen refilling stations with a third set to open shortly. Not really the revolution for which we hoped. And aside from all this, there’s still the matter of how to use the gas.

Fuel cell technology using hydrogen (hydrocarbons can also be used) is an excellent proposition, and Toyota is a champion of the practical application of it to vehicles. Despite Toyota’s commitment to hydrogen fuel cell-powered vehicles, and the Japanese government’s support

for the technology, sales of its Mirai are minuscule. Also, although there are about 200 filling stations in Japan and about the same in Europe, it’s a comparatively small number. Still, everything needs a beginning and the Japanese government remains committed to increasing hydrogen infrastructure in accordance with its mission for conversion to a hydrogen economy. Whether it will meet its stated targets remains to be seen. It hasn’t so far. Aside from fuel cells, there’s the notion of directly burning hydrogen in internal combustion engines. As we said, it seems like a good idea when you say it quickly. As usual, though, the devil is in the details. Some of the positive features of hydrogen also have negative side effects.

Hydrogen as a fuel for internal combustion engines has a low ignition temperature and an extremely wide flammability range. The energy needed to ignite hydrogen is only about one tenth that required for methane or petrol.

as an example, contains massive amounts of hydrogen. The problem is that decoupling the hydrogen bound up in it takes more energy than can be obtained by burning it. We’ve covered all this before in previous articles, but to recap: The two main processes for getting hydrogen are electrolysis and steam reformation. The latter works by means of heat, which is usually obtained by burning fossil fuel with the accompanying problem of CO2 and other emissions. Electrolysis has the same problem if the electricity used in the process is generated by burning fossil fuels. However, green hydrogen split from water molecules using electricity from renewable sources is an acceptable production method. Fine. Australia is blessed with plenty of sunshine for solar installations. By the same token, the world uses enormous amounts of hydrogen. Creating enough to fuel the vehicle fleet would suck up huge amounts of solar farm capacity.

Toyota has great faith in hydrogen. It’s currently developing a Yaris-based race engine capable of burning it directly (left). We may end up buying hydrogen at the pump, the question is what will we put it into? (below)

So, it’s easy to get it burning. Good? Yes and no. The ease with which it will burn is great for getting a cold engine running, but it also means an engine powered by hydrogen is very susceptible to preignition and detonation.

Any hot spot can set it off, as can hot gasses. One study we looked at said other studies – we looked at a lot of studies –suggested excessive valve overlap can also cause pre-ignition.

Hydrogen also has what’s known as a small quenching distance. This is basically a measure of how close the flame-front will get to the cylinder wall before it is extinguished. This means the flame can get through the narrow gap of a partially closed inlet valve. In a system that uses port injection, a backfire can burn straight back up through the mixture in the runner. That’s one reason most serious attempts at hydrogen fueled IC engines these days use direct injection technology, as with the Toyota racing engine shown.

A hydrogen IC engine can have a higher compression ratio than a petrol fueled engine. Good for efficiency, but the advantage is limited by the auto-ignition temperature of the gas. If compression pressure is too high, it can cause self-ignition.

Hydrogen can have A/F ratios all the way from stoichiometric at ambient, which is 34:1 to an extremely lean 180:1. It has the widest flammability range of all fuels for IC engines. That seems promising but it also brings problems. The first is that, because hydrogen is a gas at ambient temperatures, the amount required for combustion occupies a greater volume of the cylinder compared with petrol. The correct A/F ratio for petrol is 14.7:1 but, because it’s a liquid on entering the cylinder, it doesn’t occupy as much of the space.

The reduced air in a cylinder, because of the greater volume of gaseous hydrogen, means there’s less air available to make power. Consequently, the power rating

The hydrogen burning Yaris three-cylinder engine has powered the company’s race Corolla briskly around Japanese circuits (above). The car/engine package even survived a 24-hour endurance race (below). This is a plant for producing hydrogen from solar power. Small plants like these dispersed widely might be the answer to the problem of hydrogen supply (above right). If it’s to have any benefit for the environment, hydrogen has to be green. This is a geothermally powered production plant (right). It may be quicker to refuel a hydrogen-powered car, but that won’t be such an advantage if queues are long because of sparsity of refueling stations (below right). Infrastructure is going to be the problem in establishing the viability of hydrogen (below far right)

of a hydrogen-fueled IC engine will only reach about 85 percent of an identically sized and configured petrol fueled engine. Hardly what we’re looking for. Making the engine bigger to compensate is one approach, but the trade-offs in doing so are obvious. However, it’s not all bad. The above mentioned condition is true for a naturally aspirated engine with hydrogen

The fundamental differences between hydrogen, methane and petrol. This puts some of the things mentioned in the text into numbers (left)

and air pre-mixed prior to entering the cylinder. If, on the other hand, direct cylinder injection of high pressure gaseous hydrogen is used, the power rating can increase to as much as 120 percent of an identically sized petrol engine.

One of the main reasons burning hydrogen in an IC engine seems like a good idea is it emits nothing but water – no carbon dioxide. However, it still emits oxides of nitrogen (NOx). It’s better than burning fossil fuels, but still not good enough. While the wide flammability range of hydrogen allows lean mixtures, excess air increases NOx emissions. Then again, any plot of NOx will show that, while it increases under lean conditions, under further leanness it rapidly drops off. Again, the wide flammability range of hydrogen allows this, but excessive air reduces power, though there’s yet another trade off.

At stoichiometric, the flame speed of hydrogen is about 10 times faster than that of petrol. This is good, but the excess air also means high NOx emissions. As we mentioned, running even leaner mixtures can cure this, but doing so reduces flame speed markedly and negates the potential advantage. Actually, there are other emissions from hydrogen-fueled engines. As with any engine, some oil gets up past the rings and burns, which creates a tiny amount of CO2. Indeed, compared with carbon emissions from burning hydrocarbons, the amount is minuscule. Also, if combustion is less than ideal, there can still be unburned fuel. Hydrogen can also get past the rings and into the sump. Having a sump full of this gas could cause an explosion. Good crankcase ventilation is necessary to avoid this.

EGR is utilised for temperature control in hydrogen IC engines to help avoid NOx and pre-ignition. Charge dilution of as much as 30 percent can be used and it is effective. Unfortunately, the cost is reduced power. Water injection can also be used

Racing, particularly 24hour endurance racing, is a harsh environment for testing a concept, as challenging as hydrogen internal combustion (left). Many refueling stops were needed for the 24-hour race and all sorts of refueling strategies were tried across the three events. This is all because of hydrogen’s low density (below). The large square represents the volume occupied by hydrogen while the smaller one shows the volume occupied by petrol. Traditionalists will recognise this as a 308. Old school it may be, but it still illustrates the point (right). Hydrogen is a safe fuel. The Hindenburg was a special case that wouldn’t happen to the fuel tank of a vehicle (below right)

to control temperatures, but this adds manufacturing and running complexity and can also lead to oil contamination. Another characteristic of hydrogen is high diffusivity in air. This means it mixes evenly in a charge very quickly, which is an advantage in the chamber. It’s also one thing that makes hydrogen safe. If there is a leak, the escaping hydrogen diffuses into the atmosphere so quickly it doesn’t reach a concentration that supports combustion. What about the Hindenburg?

Filling a zeppelin with hydrogen is a different thing. The only way for the big bag(s) of hydrogen to diffuse was through the flame front. It actually did so pretty quickly, which was a function of flame speed. It also diffused upwards, certainly because of heat, but also because that’s what hydrogen does. It’s lighter than air, so it doesn’t become concentrated in low areas like other gasses. Leaving aside the unique conditions of that disaster, hydrogen is safe. In one test a .50-calibre round was fired into a tank. The only consequence was a rapid escape of the gas with no burning or explosion. It’s considered as safe as petrol in a vehicle.

Despite the many drawbacks of hydrogen as a fuel for IC engines, Toyota is committed to finding out if it can be successfully utilised for this purpose. This is the impetus behind the company’s hydrogen ICE racing program. Interestingly, Toyota is investigating the idea of converting current engine technology to run on hydrogen. The car raced in the three events is a Corolla fitted with a modified three-cylinder production engine from a GR Yaris.

But, getting an ICE to run on hydrogen is a challenge. A Toyota engineer says early attempts utilised a 50/50 hydrogen/petrol mix. When they first moved from that to a full hydrogen, he says the engine only ran for about five minutes before failing. Perseverance paid off and eventually the technology was fit for the track, well, almost. In the first 24-hour endurance race of the triple series, the Corolla barely finished because of the technical challenges involved in keeping the car running. However, when Toyota makes a commitment, things tend to happen. By the second event, power had been increased from 180kW to 200kW. The engine now has similar torque and power characteristics to the petrol-powered version.

Collectively, Toyota refers to some issues detailed above as abnormal combustion. The company says its efforts have been directed towards controlling combustion by determining how air and hydrogen enter the chamber and mix, where abnormal combustion begins and the pressure and amount of the hydrogen. Much improvement has come from gradually increasing the injection pressure

and listening intently for detonation. Much like tuning any performance car. DENSO had been working on hydrogen gas injector technology for years and this was used in the racing Corolla. Toyota says getting the injectors right was essential. The company suggests the eventual aim is to surpass petrol engines in power and torque. That’s a pretty big statement, but then again, it’s Toyota.

To summarise, the efficiency of an ICE running on hydrogen isn’t as good as a hydrogen-powered fuel cell vehicle. So, if the hydrogen refueling network in Japan and elsewhere does eventually grow to where it can service much of the vehicle fleet, it’s more likely it will fill fuel cell vehicles, and this laudable attempt to eke out the existence of the internal combustion engine will draw to a close.

We researched many papers for this article. The Academia website had deep technical papers on hydrogen combustion and many other subjects. Registration for downloading individual documents is free.

Thinking small is the path to obscurity. Tesla doesn’t think small

TESLA has long been criticised over its failure to generate profits from car sales. However, such criticisms are short sighted and fail to consider factors relevant to automotive manufacturing in general, and Tesla in particular. Suggestions the company will expire and allow us to go back to normal with the big names at the top are spurious. Normal is changing. The reality of decreasing main brand sales (in the US) and plant closures has foisted acknowledgment of that fact upon us. However, few are using that knowledge to plot a path to a prosperous future. Tesla is one of the few.

One of the most effective ways Telsa could have assured its demise in the longer term would have been to focus on short-term profits. Doing so would certainly have induced purring among conventional analysts with traditional views on how things should be done. Such prognosticators would have been able to call the race by analysing things with which they are familiar. Tesla has confounded them. The impression seems to be that the company’s unwillingness to go broke on schedule is positively ill-mannered, not to mention inconvenient and embarrassing.

Critics of Tesla’s success so far suggest it has been easy for the company because it’s had no competition. No one much has been building electric vehicles (EVs).

Well, apart from the fact designing, building and mass manufacturing any car is the furthest thing from easy, they are correct. They are also correct when they say competition is coming for Tesla. GM, Ford, Chrysler (Stellantis) and others are all gearing up to build EVs. However, they’re not really the problem for Tesla. The most serious competition for Tesla, and for GM, Ford and Chrysler are Chinese brands like Great Wall, Kandi, SAIC, Wuling, Haval and other companies like TATA from India. These companies produce some strange little EVs but they are very cheap. Also, these companies make some models that perform well and are good looking. Increasingly, they’re styled by Europeans. But what about quality?

Chinese manufacturers have been making all sorts of cars and components for conventional car companies around the world. They’ve also been acquiring traditional brands like MG, Lotus and Volvo. They know how to make good cars and they certainly know how to manufacture them at scale. Chinese, indeed Asian, EVs have been improving and will continue to do so. There’s also Hyundai and Kia from Korea. These are efficient and feature styling the West already finds acceptable. Indonesia also

produces cars for its own market and for other major manufacturers like Toyota, Honda, BMW, VW and others. The only hope of competing with this slew of Chinese/Asian EVs is mass manufacturing. Where does Tesla sit in all this?

Tesla understands it has to make a lot of cars to have any hope of competing with this onslaught. First there was the 2016 Nevada Gigafactory, the New York Gigafactory in 2017, Giga Shanghai in 2019, and Giga Berlin and Giga Texas both set to start delivering cars this year. These are just the Gigafactories. There are another nine factories within the group. Most are considerably smaller than the Gigafactories except the original Fremont Factory in California, which is bigger than any other. This is an ex-General Motors/ Toyota plant. It should be noted Giga New York doesn’t build cars. The focus there is solar panels but it also has to be considered part of the automotive group because it makes superchargers, which are vital for supporting the Tesla fleet. That the company produces the cars it does is impressive enough but it also had the foresight to realise none of it would work without charging infrastructure.

Tesla Fremont is where mass manufacturing began for the company. GM first opened it in 1968. While other car manufacturers have been closing plants, Tesla has expanded and continues to do so. It snapped up the Fremont site for the bargain price of US$42 million in 2010. Tesla didn’t need anywhere near the space at the facility but it was thinking ahead. It always does

Tesla isn’t finished building manufacturing capacity and doubtless there will be more Gigafactories. Everyone seems to want one. The UK has expressed interest in having one, as have a number of Asian countries. The latter region is probably the most likely recipient. Candidates include Japan, South Korea and India. In fact, it’s known Tesla is focusing on the Indian market. We also wouldn’t be surprised to see one in Indonesia. Indeed, we think eventually we’ll see Gigafactories in all these locations. The fact Tesla’s profits haven’t been what many analysts say they should have been is short sighted. In any case, Tesla has been turning a profit in recent quarters. Now, for most of the company’s existence it has shown an operating loss. However, for 10 quarters overall, and consecutively for the last seven, it’s logged a profit. By Elon Musk’s own admission these profits have been slim. Critics of the company point out sales of emissions credits have significantly contributed to these profits. They’re correct, although company CFO, Zachary Kirkhorn says sales of emissions credits do not figure significantly in future business plans. Looking at the company’s operations shows this to be true. This year, revenue from emissions credits has dropped each quarter, although it’s still US$279 million in Q3. Subtracting emissions credits still leaves a profit, albeit a slenderer one. Regulatory credits are designed to compel auto manufacturers to produce zero emissions vehicles. There are a number of schemes operating around the world,

although the detailed differences between them isn’t our subject here. As a simple summary, governments mandate that a certain percentage of a manufacturer’s fleet has to have zero emissions. If a manufacturer doesn’t meet its targets it faces significant fines. Because all of Tesla’s vehicles are zero emissions types it always has excess credits. It sells these to other manufacturers. It must irk them to have to contribute to Tesla’s growth.

Tesla has also received criticism for failing to meet production targets. Ironically, that’s the cost of expanding infrastructure to assure future production levels will meet demand. However, production has risen year on year and when the new production facilities come on stream they will contribute significant additional capacity. Tesla

The Model S (2012) was first into mass production and it changed everything. There had never been anything like it. Musk’s stated aim for the car was to encourage other manufacturers to follow suit. It’s worth noting the founders of Tesla, Eberhard and Tarpenning, had this view before Musk joined. It was common ground between the three of them (above right). Tesla has constantly refined its manufacturing and design processes since the Model S. One piece pressure castings at the front and rear have replaced sections made from multiple components joined with conventional methods (centre). The battery tray provides considerable rigidity for the cars. Musk says even more advances are coming in this area (right)

Again, thinking ahead, Tesla built Giga Nevada in 2016 to make the batteries it was going to need for at least some of its future vehicles. Giga New York doesn’t manufacture cars but it does make Superchargers. Tesla knew infrastructure would be vital if its EVs were to succeed. The Shanghai Gigafactory established in 2019 represents Tesla’s first major foray into international manufacturing. Tesla has been concentrating on expansion now and future – rather than immediate – profits. The Berlin Gigafactory is almost ready. Unfortunately, it’s suffered from red tape restrictions and environmental concerns. Much of the red tape, it must be said, is to ensure everything is in order so there can be no obstacles in the future. Giga Texas has also had some hold ups but it will be online soon (top, left to right). Tesla introduced its Supercharger network back in 2012. There were just six stations. Now there are 1,100 in the US, 592 in Europe and 498 in Asia/Pacific. They are specific to Tesla plugs but adapters can be used (above left).

doesn’t suffer from lack of demand. Preorders for its yet to be released Cybertruck stand at about 1.5 million. The Ford F150 has been the best selling vehicle in America. An electric version is coming yet pre-orders for that are only about 150,000 at this point. Customers will wait for a Tesla. Tesla has no difficulties selling all the cars it produces. Recently, Hertz placed an order for 100,000 cars and expected, as you would, a discount. Most companies would salivate over such an order. Tesla did not and said they would be willing to fill the order but Hertz would have to pay full price. There’s no contract as we write and Tesla is unlikely to do anything to discourage its very patient customer base.

It has to be said Tesla has suffered from quality issues in the past. Musk acknowledges this in an interview with Sandy Munro. Munro is an automotive expert who worked on tooling for GM in the 1970s and went to Ford in 1978, where he achieved significant manufacturing reform for Windsor production. Ten years later, he started his own consultancy. His team disassembles vehicles right down to their basic components and advises companies on how to improve their manufacturing processes. He really knows what he’s talking about and Musk respects him. An interview link is provided at the end of this article.

In the interview Musk said achieving high build quality at any static production level is easiest, but when ramping up production things become much more difficult. He gave the example of paint. When Tesla increased the production line speed for the Model 3, it effectively shortened the time available for the paint to dry. Only by a minute or two but that was enough to create problems with quality.

Tesla’s production methods are not fixed. The company is innovative and open to new ideas and methods. Probably the best example is the Gigapress. Musk said a couple of the biggest production difficulties are joining dissimilar metals and seam sealing. As with virtually all cars, various areas of earlier models were made from multiple pieces joined by spot welding, rivets, adhesives or a combination of both. The decision was taken to manufacture both the front and rear lower sections of the Model Y as single piece pressure castings out of a Gigapress. This eliminated the

need for joining individual pressings and sealing them. It also allowed a reduction in the number of robots needed for building the body. Musk said there were originally a thousand robots in this section of the factory but moving to single piece castings for just the rear section of the Model Y reduced the number of robots needed by about 300. The total reduction of robots in this area is going to be about 600.

He explained the structure of a car is indicative of organisational structure. The reason earlier models used such a diverse range of assembly techniques was due, in part, to the company’s material science department, which Musk describes as the best in the world. The most suitable materials were chosen for every component. This resulted in a wide range of materials, each with different requirements. Although the individual components were excellent, these materials didn’t create the best results overall. Musk shouldn’t be misinterpreted on this. The cars were still extremely good, just not as good as they could be. The company had to develop its own alloy for use in the Gigapress. This was necessary because aluminium castings often need to be heat treated to achieve the qualities required in service. Such heat treatment often causes considerable distortion and would have done in the front and rear castings for the Model Y. The alloy developed doesn’t need heat treating. This is also beneficial in reducing manufacturing processes.

Musk is probably one of the most unusual car company CEOs. He understands the intricacies of the various Tesla models and the manufacturing processes that produce them in ready terms. Munro

question. However, Musk answered that lines of code was not the best metric to define program capability, and that he sees fewer lines of code in software as a better thing. “Generally, I’ll give two points for deleting a line of code and [just] one point for adding a line of code,” he said. In the case of Autopilot and neural nets, he pointed out there’s also a lot of matrix maths involved. Then, to phrase an answer in the terms of the question he said, although they hadn’t counted, there were probably a few hundred thousand lines of code and that he’d prefer it if there were fewer. Compare that with interviews of other CEOs like Mary Barra from GM. Musk doesn’t have an MBA and feels people who do don’t tend to know how things work. He feels it’s much better for leaders to have worked their way up doing physically useful things on the way. Tesla also tries to imbue its workplace with ideals different to conventional companies. Here’s an extract from the brief four-page company manual, or as it’s called, the Anti-handbook Handbook:

In 2015, the Model X became available to cater to those who wanted an electric SUV. It was also successful and demonstrated such vehicles could be powered by an electric motor (above left). The Cybertruck was unveiled in 2019 and critics point out it’s still not available. Being tardy with its deadlines has been a feature of the company. Although the pick-up can’t be registered in the form revealed it will be altered enough to be registerable while remaining different to anything else available (above right). 2017 saw the introduction of the Model 3. This was a step toward greater affordability and thus wider appeal. This has also been one of the company’s objectives (above). Then, in 2020, we were given the Model Y. This is an even greater step toward mass affordability. It’s necessary because many of the Chinese models about to hit the US are very cheap. If Tesla is to survive it must be able to match a significant portion of such imports (below)

If you’re looking for a traditional employee handbook filled with policies and rules, you won’t find one. Policies and rules tell you where the bottom is – they tell you how poorly you can perform before you get shown the door… We want to surround ourselves with people driven to do the right things and act with integrity even when no one is looking.

to be people. The company has just lost a lawsuit brought by a former employee for continued sexual harassment and the failure of HR to act on the matter. That cost the company close to US$150 million. There’s also a racial discrimination case

pending. All this is bad, but Tesla isn’t the only car company facing these problems. The big three have also had, and continue to have, these difficulties. People, who needs them? Well, car companies do. And it’s difficult, if not impossible, to find a veritable army of perfect individuals.

Tesla is a non-union company. Musk has said workers can join a union if they want but not many have. This upsets the UAW union (United Auto Workers) and US government. Recently, Biden called a meeting with all US EV manufacturers to discuss the future of electric car manufacturing in the US. GM, Ford and others were invited. Tesla was not, which is a staggering omission. It seems pretty clear Tesla was excluded because of its non-union status and Biden courts the favor of the UAW.

While other US auto manufacturers have lagged on electric vehicles, Tesla has been leading (in the US) for years. Belatedly, they have developed strategies to reclaim a place in the American EV market while Tesla has, for years, developed and executed plans to maintain the number one position, not just against the efforts of local manufacturers but against imports. The company also seems to be well along with plans to secure a place in the wider world.

This QR code links to an interesting interview between Elon Musk and Sandy Munro. Munro’s channel in general is interesting on many other subjects.

FG FALCON MKII & SZ TERRITORY

ICC UNIT FAILURES & COMMON PROBLEMS

VACC’s Technical Advisory Service has received calls from members about the Ford Falcon and Territory Interior Command Centre (ICC) units not operating after the vehicle’s battery has been replaced or the battery has gone flat. This article provides an overview of the problem and how to avoid it, or, if it has happened, how to assist your customer.

INTERIOR Command Centre (ICC) units in these vehicles contain the following components.

Front Display Interface Module (FDIM) – this is the front screen, and in the low spec option will be a black and white LCD (Liquid Crystal Display). The mid spec (no navigation) and high spec (with sat nav) options use a full-colour TFT (Thin Film Transistor) screen

Audio Control Module (ACM)

Bluetooth Phone Module (BPM) –this is an option and may not be fitted to all vehicles

Front Fascia – contains the buttons and dials the driver can use and the printed circuit boards which connect the different modules together.

All the above modules need to work together and communicate via the CAN bus to allow the driver to control the audio system, climate control, door locks, interior lighting, and optional phone control. All these functions and switch operations can be checked with a compatible scan tool.

The weak link in the ICC unit seems to be a mystery component in the FDIM (both the LCD and TFT screen options), which fails and takes the whole system down with it. The reports we have heard go something like these two stories: The battery goes flat, and the vehicle is jump started, or a technician disconnects the battery to carry out repairs or to replace the battery. The car drives well when the power supply is

restored, but the ICC unit will not power up in both cases.

It appears something inside the FDIM fails, but the ICC continues to work while there is still power to the system, even with the ignition off. Once the system’s power supply is removed for any reason, the ICC unit FDIM will not power up again. This does not always happen if the power supply is disconnected, but it is very common.

This is a known problem in the ICC unit FDIM. Ford deals with the problem by attempting to reprogram the ICC unit, which has a 50 percent chance of restoring the unit. If that does not work, the dealership replaces the unit if the vehicle is under warranty. If the vehicle is out of warranty, but the customer

presents them with a full-service history, the purchase date and location, Ford will consider covering the unit under warranty, so it doesn’t hurt to ask. If the dealership doesn’t come to the party, there are reconditioned units available.

Before you start replacing parts, ensure there are no other problems in the vehicle that could prevent the ICC from operating. The table on page 50 contains the recommended diagnostic procedure to check for the correct power supply and earth circuits (see Diagram 4). Make sure you complete these checks as it’s expensive and embarrassing if it’s only a blown fuse or broken wire (see Diagram 5).

We visited ASL Automedia, and their technical manager showed us

This is the connector ASL Automedia made to power up and test the FDIM unit.

• Red is battery voltage Black is earth Blue and yellow are the CAN bus. In the vehicle, there could be more wires in this connector, but these are the four you need to check if the unit is not powering up. This connector is located on top of the FDIM unit.

Audio Control Module connector

It’s easy to break off the Audio Control Module (ACM) connector locking tabs if too much force is applied.

Incorrect position

It’s possible to fit the ACM connector with the grey lever folded in and the central pin section not extended. The connector will not engage correctly with the pins.

Correct position

Before installation, the grey lever must be pulled out which extends the central pin section so it will engage with the Audio Control Module.

Diagram 1 - FDIM unit connector

Diagram 2

Diagram 3

Lever in Lever out

ICC trouble shooting table

Step Action Results

1 Press ICC hazard light switch. Do the hazard lights operate?

2 Remove the ICC cover and the FDIM connector.

Is there battery voltage at the FDIM connector? See Diagram 1

3 Check the resistance of the FDIM ground pin to earth. Is there a circuit to earth?

If YES, go to step 4

If NO, go to step 2

If YES, go to step 3 If NO

Check the power supply wiring and fuses. See Diagram 5

NOTE: If the battery voltage is below 10 volts, the FDIM will not operate.

Check the ignition switch circuit. Check the ignition relay. Check the BEM operation.

If YES, go to step 4 If NO

Check vehicle wiring and earth wiring contact point to the body and make sure they are clean, not corroded and tight.

Check all items listed in step 2.

4 Turn the ignition switch to the accessory position.

Does the FDIM display the time and audio symbols?

5 Turn the ignition switch to the ON position.

Does the FDIM display the climate control symbols?

If YES, go to step 5 If NO

Check CAN bus for correct operation.

Check all items listed in steps 2 and 3.

If YES, the ICC is okay.

If NO

Check all items listed in steps 2, 3 and 4.

If the above are okay, the ICC unit FDIM is at fault.

5

Fuse box under driver’s side dash

another common problem technicians could face when reassembling the ICC unit back into the vehicle. There is a large connector that goes into the audio unit, which has a lever on it to extend the inner part of the connector into the unit. This lever must be in the fully extended position before reassembly, otherwise the connector will not engage correctly and the unit will either not work at all or cause intermittent problems in the future (see Diagram 3).

Take care when removing and refitting this connector as it’s easy to break off the locking tabs from the audio unit, which will cause the connector to not seat or lock correctly into position (see Diagram 2).

So, what is the advice for the trade in relation for this ICC unit FDIM problem?

If major work needs to be done on the vehicle that requires all systems powered down for safety reasons (e.g. work involving the SRS system), inform the customer of this known fault and the possibility the FDIM could stop working once the battery is disconnected.

Then, if the battery is to be disconnected for a short time for replacement, use an appropriate memory minder to keep the system powered up, which might keep the system operational (See TechTalk Oct 2018 Page 4579).

As stated earlier, the FDIM unit could have the power disconnected and work fine, but next time it might not. This is a potential trap of which you need to be aware, and your customer needs to be informed ahead of time to avoid an awkward conversation.

For more information on the Ford Falcon and Territory, log in to VACC MotorTech or call VACC’s TechAdvisory Service.

Thanks to Matthew from ASL Automedia for his assistance with this article.

aslautomedia.com.au

03 9799 1444

Diagram

Ignition relay

VW 1.4-LITRE TSI TWIN CHARGER REGULATING FLAP UNIT

Many VAG vehicles from 2007 - 2012

The VW 1.4-litre TSI Twin Charger engine is making it’s second appearance in the magazine. This time we discuss recurring issues of the Regulating Flap Control Unit J808. This article will describe the operation, symptoms and testing for this component.

THESE engines are designed to replace a large-capacity engine with a smaller more efficient engine (called downsizing). To achieve the performance that drivers want, and the fuel efficiency required by the regulators, VW has used a supercharger and a turbocharger to get the most bang for their buck. This system uses the Regulating Flap Control Unit (J808) to balance and control the boost produced over the engine’s rev range. It’s usually a reliable component but, over time, there have been a few common issues that can cause it to stop functioning.

NOTE: For a full overview of the system see Tech Talk July 2007 page 2597.

Diagram 2

Induction system layout

The regulating flap controls the boost from the supercharger depending on speed and load

Image: Volkswagen

Diagram 1

Intake connecting pipe 2

Intake connecting pipe 1

Pressure pipe to turbo

J808

Regulating Flap Control Unit

System operation

There are four modes of operation. See Diagram 2

Low engine speed with low load

At idle and low load, the supercharger is disengaged, and the turbo is not producing boost so the regulating valve is open.

Engine speed below 2400rpm with high load

The supercharger is engaged, which pushes air into the turbo, which compresses it further. The regulating valve is partially or fully closed.

Engine speed between 2400 – 3500rpm with medium load (cruising)

The supercharger is disengaged, and the turbo supplies the boost. If there is a request for more power for a quick burst of acceleration, to avoid turbo lag, the supercharger will engage, and the regulating valve will adjust to assist in regulating the boost pressure in the system.

Engine speed above 3500rpm

At these engine speeds and above, the turbo can produce the required boost and the regulating valve is open.

Construction

Regulating Flap Control Unit J808 is made from two separate components.

Regulating flap potentiometer (G584) is used to signal the position of the flap to the ECU. If there is no signal from this sensor, the flap will remain in the open position and the supercharger will not be engaged and limp mode is initiated.

Regulating Flap Position Control Motor (V380) is used by the ECU to open and close the flap to regulate the boost from the supercharger. If this fails, the flap will remain in the open position and the supercharger will not engage and limp mode is initiated.

Symptoms

As stated above, if there is a fault in this system, the engine will be in limp mode with reduced engine output and will not rev past 3000rpm.

The ‘check engine’ light will be on, and a compatible scan tool could show some of these codes:

P10A0 (VAG 004256) – Control Circuit for Intake Air Regulating Flap –Electrical Malfunction

P10A2 (VAG 004258) – Control Circuit for Intake Air Regulating Flap –Short to GND – Intermittent

3 - ECU 60 Pin Connector (A)

ECU (J623)

A45 A60 A13 A43 A29

BR/G BR/L R/L R/GR V/GR

BR/L R/L To other Sensors To other Sensors

J808 Regulating Flap Control Unit

Regulating Flap Control Unit Connector J808

Diagram

P10A4 (VAG 004260) – Mechanical malfunction for Intake Air Regulating Flap – Mechanical malfunction

Inspection

To inspect the unit, check the resistance across the terminals. See Diagram 3

Regulating flap potentiometer G584

Terminal 1 & 3 approx: 20kΩ

Regulating flap position control motor V380

Terminal 4 & 5 approx: 14 – 15Ω

Common issues

Check the wiring between the unit and the ECU for open circuits. There is a common fault with this system where the wires break under the plastic cover that goes over the harness. Unclip the cover and visually inspect the wiring and its connection to the terminals inside the connector.

See Diagram 5

Check the connectors for tight fitting to both the unit and the ECU.

If a fault code indicates a mechanical fault, make sure all the above checks are made. If everything is okay, it is likely the flap unit is faulty.

NOTE: We have heard rumours that over time oil and intake fumes leak past the shaft seals and gum up the gears and motors. These units are held together with screws and are also stuck together with sealant, but it is possible to get them apart. Then you can clean them and reseal them. If you are lucky, they might start working again. This is not recommended, and a new unit should be fitted for a reliable repair.

Diagram 4 - Intake pipe assembly

Remove this assembly then remove the intake connecting pipes to release the Regulating Flap Control Unit

Removal

1. Remove engine cover

2. Remove hoses and wiring connectors from intake pipe

3. Remove spring clips to remove hose to charcoal filter system solenoid valve and pressure pipe. See Diagram 1

4. Remove bolts from pressure pipe then remove pipe. See Diagram 1

5. Remove mounting bolts from intake connecting pipe and remove pipe assembly with Regulating Flap Control Unit J808. See Diagram 4

The Regulating Flap Control Unit J808 can now be removed from the intake connecting pipes.

Installation

1. Reassemble intake pipe assembly with new seals and ‘O’ rings. Tighten bolts to 7 Nm.

2. Refit intake pipe to engine and tighten bolts to 7Nm.

3. Refit all components in reverse order.

If a new Regulating Flap Control Unit J808 has been fitted you must erase the learned values from the ECU and perform the adaption process via the guided functions of a compatible scan tool.

NOTE: Regulating Flap Control Unit J808 with a plastic housing does not need to be adapted to the ECU.

For more information on these engines, log on to VACC MotorTech or call VACC’s Technical Advisory Service.

Thanks to John from Kiwi Kar Kare and Mike from Volks Audi for their assistance with this article.

The five-pin connector for the Regulating Flap Control Unit has a black plastic cover that is clipped over the wiring harness. It’s common for the wires to break under this cover, and for the pins to back out of the connector

Diagram 5 - Wiring and connector view

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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.

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Technical Information

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

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

Health Insurance

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

Website Services

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

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OurAuto iStore

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

03 9829 1152 ourautoistore.com.au

A Grade

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

03 9829 1202 goagrade.com.au

Fine Tuning Automotive Mental Health (FTAMH)

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

03 9829 1130 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.

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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.

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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

Accomodation

Located opposite Albert Park, the Bayview Eden Melbourne is a 192 room 4-star property offering car parking, restaurant and conference facilities. VACC members can obtain corporate discounts on regular room rates.

03 9829 1152 dellul@ourauto.com.au vacc.com.au

Environmental Advice

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

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

Superannuation

Spirit Super is a multi-industry super fund with around 326,000 members and $23 billion funds under management. We’re here to help.

1800 005 166 spiritsuper.com.au

OH&S Services

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

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

Accommodation

Located on St Kilda Road and close to Albert Park, View Melbourne is a 4-star property, where VACC members can obtain discounts off the corporate rate.

03 9829 1152 vacc.com.au

Waste Management

Remondis Australia is VACC’s preferred provider of general and prescribed waste services. VACC members benefit from a customised waste management plan and discounted rates.

03 9829 1152 vacc.com.au

Office Supplies

Winc offers a convenient single source for business and workshop supplies. VACC and TACC members have access to discounts on WINC supplies. Contact VACC for an application form.

03 9829 1152 vacc.com.au

JobFinder Services

VACC Helpline provides a free job advertising service on the JobFinder website. Any automotive business, VACC member or not, can advertise qualified and apprenticeship vacancies. All enquiries go direct to you for screening. 03 9829 1133 autoadvice@vacc.com.au vacc.com.au

Apprentice Support

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

03 9829 1133 autoadvice@vacc.com.au | vacc.com.au

THE GRILLE

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

Auto Workplace Assist

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

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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.

Andrew Martin 0425 773 234 amartin@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.

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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

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• Damage due to faulty workmanship

• Negligence by contractor/subcontractor

• Driving risks

• Authorised vehicle inspections

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Property Risks

• Business interruption

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• Machinery breakdown

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• Data breaches

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