VACC takes action in a bid to improve skills shortages across automotive. Meet Bec, Jake, Bob and Sharn...
08 NEW WORLD
EVs are a hot topic. But what thought has been given to the automotive businesses that have kept us running for 120 years?
10 NEXT GEN
Apprentice numbers have hit a record high. Government support is imperative to keep this growth on track
14 FULLY CHARGED
The automotive industry outlines its policy priorities in the lead up to the Victorian state election
16 SKILL SUPPLY
Apprentices earn while they learn – that’s big. TACC’s Bruce McIntosh says its time to boost promotion of auto career pathways
18 EV QUERY
Shane Jacobson questions whether the vehicles politicians want us driving will be around in time to meet Aussie EV targets
20 SMASH HIT
With the skill and passion of multiple generations at the wheel, Galda Smash Repairs revs up for an exciting future
22 TASSIE GEM
First class metal fabrication, top notch mechanical work and ripper performance upgrades. Introducing Handmade Metal...
24 FAST TRACK
Living the dream! Apprentice Aiden Evans joins the Redbull Racing Team for a Triple Eight Racing experience at Sandown
32 BIG CHAIR
Make it Cheaper CEO, Fred van der Tang is all about saving automotive businesses time and money when it comes to energy
36 TAKE CONTROL
In EVs, the motor controller/inverter system is largely analogous. In broad terms, how does it operate – and what does it look like?
42 STICKY SITUATION
Not suprisingly, there’s a lot involved when it comes to keeping things up and running – from bridges to vehicles
48 IN THE KNOW
Smart/PCM controlled charging systems and electronic break pads are in the technical spotlight
SERVICE DIRECTORY
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“I just can’t get staff.”
How many times have you heard this lately? Perhaps you say it yourself.
Finding labour and retaining staff are the big issues in automotive right now, and probably will be for years to come.
VACC is tackling this issue from a number of angles.
Fully Charged, the Chamber’s Victorian state election manifesto has been delivered to all sides of politics and calls for measures to alleviate staff shortages.
VACC’s CEO, Geoff Gwilym, Industry Policy Advisors, and Executive Manager of VACC/TACC Automotive Apprenticeships, Nigel Muller, regularly meet with decision makers, including
MANAGING
David Dowsey
03 9829 1247
politicians and industry training providers, to lobby for better outcomes.
VACC and TACC will also undertake a range of marketing initiatives to thrust automotive careers in front of young people (prospective apprentices) and their influencers (parents and teachers), along with skilled workers looking for a career change.
You’ll be seeing a lot more of Jake, Bec, Bob and Sharn as they appear on Victorian and Tasmanian TV screens from this month.
Supporting this advertising will be an extensive social media campaign, along with editorial, interviews and a lot more.
Underpinning the campaign is VACC’s JobFinder portal, which you can find at
vacc.com.au/Employment-Training/ JobFinder. It’s a service available to all members in Victoria and Tasmania.
If you have a position to fill, simply visit the website or call 03 9829 1133 or email autoadvice@vacc.com.au and tell prospective staff what you’re looking for.
It’s a free service, so get on it now.
I’m not under the illusion this will fix the problem overnight. Nothing will make labour appear on your doorstep straight away. But, along with the efforts of other VACC departments, and those of members who actively promote auto careers in their communities, it will help.
Good luck and enjoy this issue of Australasian Automotive.
editor@australasianautomotive.com
SUB-EDITOR
Pia-Therese Hams
DESIGNERS
Faith Perrett, Gavin van Langenberg 03 9829 1189
creative@australasianautomotive.com
CONTRIBUTORS
Geoff Gwilym, Steve Bletsos, Ged Bulmer, John Caine, Rod Lofts, Imogen Reid, Bruce McIntosh, Paul Tuzson, Shane Jacobson
jeaton@ourauto.com.au
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
and warrant
the
complies with
and
This publication is
with the understanding the authors, editors and publishers are not responsible for the results of any actions or works of whatsoever kind based on the information contained in this publication, nor for any errors or omissions contained herein. The publishers, authors and editors expressly disclaim all and any liability to any person whomsoever whether a purchaser of this publication or not in respect of anything and of the consequences of anything done or omitted to be done by any such person in reliance, whether whole or partial upon the whole or any part of the contents of this publication. Advertising accepted for publication is subject to the conditions set out in the Australasian Automotive rate card, available from editor@australasianautomotive.com
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Australasian
WHAT do we think the state and federal governments are likely to do with our national car fleet?
In most Australian jurisdictions, governments communicate their desire to see more drivers take up hybrids and electric vehicles.
The Albanese Government has pronounced optimistic targets around the sale of low and zero emission vehicles (ZLEVs) versus conventional petrol and diesel vehicles – 89 per cent EV sales by 2030.
There are reasons to doubt the modelling, but that’s another story. What really matters is where we are now and how we are going to get there.
For the answers, we need to look at more mature ZLEV markets, where the transition is further down the road.
There is much to be learned from overseas in these transitions, however, there is little in the way of commonality when it comes to incentives, or disincentives, designed to encourage this transition.
Where there is no commentary at all is in the considerations around existing
NEW EV WORLD
automotive businesses that will bear a huge financial loss in the transition process. Who is doing the sums on the loss of workshops due to ZLEVs needing significantly less maintenance and repair compared to conventional vehicles?
How about the potential reduction in the value of an automotive business due to less work throughput in an EV world? And when these businesses disappear, where will motorists go to get their internal combustion vehicles serviced and repaired?
These are critical questions that deserve to be considered in the transition process. After all, these businesses and their staff have kept the Australian vehicle fleet running for 120 years.
Surely that counts for something. Want to hear more from Geoff? Read his weekly column in The Herald Sun or join him – along with co-hosts Greg Rust and Shane Jacobson – on THE GRILLE podcast. There’ll be auto news and views, industry insights and trends, special guests, and plenty of laughs along the way. Visit: thegrillepodcast.com.au
ACCORDING to the latest data from the National Centre for Vocational Education Research (NCVER), over the 2021 calendar year 14,825 apprentices and trainees commenced training within the Automotive Retail, Service and Repair (AUR) Training Package. This represents the highest number of apprentice and trainee commencements ever recorded in the industry’s history. Nationally, apprentice and trainee commencements rose by 3,147 or 27 per cent in 2021 compared to 2020, and what is most pleasing is this growth was distributed fairly evenly between young and mature-age apprentices. The increased apprentice uptake was also visible across every jurisdiction, except the ACT. For Victoria, the results are especially significant in that apprentice and trainee commencements rose by 41.4 per cent in 2021, thus ending what has been a continuous decline in apprentice commencements over the previous four years. These results are displayed in Charts 1 and 2. While the surge in apprentices last year is welcome news, it’s fair to say this growth did not occur by accident but was the result of careful policy design by the Morrison Government. During the second half of 2020, the Morrison Government introduced the Boosting Apprenticeship Commencements (BAC) and Completing Apprenticeship Commencements (CAC) wage subsidy schemes. The BAC and CAC wage subsidies were time-limited interventions that supported businesses and group training organisations to take on new apprentices and trainees during the economic recovery from the impacts of COVID-19. The BAC program provided a 12-month wage subsidy of 50 per cent of commencing or recommencing apprentice or trainee wages for a maximum of $7,000 per quarter. The BAC wage subsidy program was so successful that it was inevitably extended to 30 June 2022. Any businesses that received the BAC wage subsidy were also then eligible for extended support through the CAC wage subsidy for the second and third year of a BAC-supported apprenticeship. The Federal Government reported that as of the end of March 2022, more than 73,000 businesses were supported to put on an apprentice or trainee through the BAC/CAC subsidies.
STEVE BLETSOS SURGE IN APPRENTICES
These policy measures account for the rapid uptake in new apprentices and trainees from late 2020 onwards as shown in Charts 1 and 2. However, with the end of the BAC program on 30 June this year, apprentice wage subsidies have now dropped to 10 per cent for the first and second years of training, and five per cent for the third year. There is now a serious risk the cut in apprentice wage support from 50 per cent to 10 per cent during the first 12 months of training may lead to employers hiring fewer apprentices over the remainder of 2022 and beyond. In particular, this may affect the hiring of matureage apprentices, and potentially
undo many of the recent gains made by the automotive industry, thus exacerbating industry skill shortages, which remain at record levels.
To build on the success of the BAC and CAC programs and help alleviate a potential collapse in business hiring of apprentices, VACC as part of its industry policy priorities, has lobbied federal and state governments for a continuation of a 50 per cent first-year apprentice wage subsidy for at least a further two years. This is to ensure the upward growth trajectory of new apprentice commencements is maintained, thus helping to sustain businesses in what continues to be challenging economic circumstances.
Chart 1: Apprentice and Trainee Commencements, AUR Training Package
Chart 2: Apprentice and Trainee Commencements, by Age group, AUR Training Package
JOHN CAINE
ELECTRONIC EXECUTION OF CONTRACTS
IN this age of increasing remote and cross border commerce, it has become common for contracts for the sale and purchase of motor vehicles to be executed electronically (or remotely). VACC has sought guidance from HWL Ebsworth, with regards to how those contracts of sale of motor vehicles should be executed. In line with this advice, we offer the following guidance. Contracts for the purchase or sale of motor cars can be executed electronically and be enforceable. There is no one ‘correct’ way to electronically sign a document. There are a number of methods to provide an electronic signature that could be used, including: pasting a copy of a signature into an electronic document signing a PDF on a tablet, smartphone or laptop using a stylus or finger physically or ‘wet’ signing a hardcopy document then scanning the document and sending via email confirming agreement by electronically selecting an option – ticking a box or clicking on ‘agree’ – to indicate agreement to identified terms of a contract signing using digital platforms, such as DocuSign or Eversign, to execute documents. These may provide additional assurance and convenience regarding the identity and intention of the parties executing the relevant contract.
When executing documents electronically, members should satisfy three key elements: identification and intention – you must be able to identify the customer (or counterparty) signing and be able to confirm the person signing intends to be bound by the agreement reliability – the method used for electronic signing must be reliable
consent – the counterparty must consent to documents being signed electronically. Members should conduct appropriate due diligence to verify and authenticate the identity of the person they are dealing with and confirm such person is the same person they communicate with electronically (whether by email or other means).
In practice, members could follow up with the customer or counterparty whose identity has been verified with a phone call to ensure the customer has received the relevant electronic materials that are to be signed and keep a record of that phone conversation. Members should consider implementing the following processes to ensure intent and consent requirements are satisfied: ensure all the required contractual documentation is attached in the electronic communication (e.g. email) ensure such contractual documentation is in a form that cannot be altered (aside application of signatures and date of execution)
expressly state the customer’s or counterparty’s acceptance of the terms set out in the contract constitutes the customer’s or counterparty’s: i consent to receive and execute the contract electronically ii acknowledgement the customer or counterparty can access, and has read the contract iii agreement to the terms and conditions set out in the contract.
The method used to sign must be reliable, which is objectively determined by considering all the relevant circumstances and the purpose for which the signature is required. For example, it may be sufficiently reliable to send electronic communications
to an email account that has been verified as the customer’s personal email, and not a generic email address. Electronic platforms, such as DocuSign, can help businesses satisfy the elements of identification, intention, consent and reliability, and may be a convenient solution.
Record keeping
While it’s not necessary to establish an enforceable agreement, members should consider implementing the following processes: ensure the customer or counterparty provides an electronic copy to the member of the contract with the customer’s or counterparty’s signature on that document where there is ‘split execution’ or counterparts, keep records of each signed copy of the contract.
These processes help reduce the likelihood of a customer or counterparty later arguing the terms and conditions you are seeking to enforce are different to those agreed to by the customer or counterparty.
Note the information in this article relates to contracts of sale for motor vehicles.
Other documents, such as deeds, may have different requirements and may not be validly executed electronically depending on the circumstances. We recommend members seek legal advice in relation to their particular circumstances. Interaction with other areas of the Motor Car Traders Act 1986 (Vic) and Motor Car Traders Regulations 2018 (Vic)
LMCTs are reminded other documents prescribed under the Motor Car Traders Act 1986 (Vic) and Motor Car Traders Regulations 2018 (Vic) requiring a purchaser signature, (e.g. Used Car Price Data Sheets 52 of the Act and Schedule I of the Regs) require purchaser signatures using the guidelines as stated above.
NB: The content of this article does not constitute legal advice. Rather, it sets out tips and considerations in response to themes raised in questions posed by VACC members. To the extent members have questions or seek to implement processes to use digital or electronic contracting methods in their businesses, we recommend you seek legal advice to ensure compliance with all relevant laws, regulations, rules and standards.
DR IMOGEN REID
INDUSTRY POLICY MATTERS
AS we move into the second half of the year, the Victorian state election is fast approaching. On 26 November 2022, the state will decide who will govern Victoria over the next four years within a context of rising inflation, increasing costs of living and low unemployment. It may be stating the obvious, but the task ahead for either party will not be easy.
To ensure the voice of the automotive aftermarket is heard, VACC prepares a comprehensive policy document outlining the key policy issues affecting the automotive aftermarket well in advance of election day. On 15 August the VACC industry policy team launched its state election manifesto, Fully Charged at the Parliament of Victoria to an audience of members, politicians, regulators and bureaucrats. The rationale behind this document was not only to provide a consolidated ‘position’ paper for VACC, and one that members can easily reference, but to inform both sides of government’s policy agendas – now is the time all parties (major and minor) are looking for ideas to fill their own manifestos. And its now, more than ever, that the policy team gets down to the serious work of advocating, lobbying and influencing at all levels of government – communicating policy imperatives, sometimes tens of years in the making. Such is the beauty of public policy work. In terms of our policy priorities for the next Victorian Government, the importance of industry being front and centre in any zero to low emission vehicle policy cannot be overstated.
FullyCharged
The automotive industry’s policy priorities for the next Victorian State Government
With the automotive industry continuing its transition towards Zero and Low Emission Vehicles (ZLEVs), the supporting framework to ensure a smooth transition must be carefully considered from all angles – not just those providing energy or charging infrastructure. The automotive aftermarket stands to be one of the most heavily affected industries in the wake of increased uptake. To date, this has been missing from government and public discourse. Further to this, VACC spotlights the need to safeguard the automotive skills for tomorrow. This includes instigating a three-year apprentice wage subsidy program to support Victorian employers, implementing an apprentice mentoring program that has been proven to increase retention and incentivising registered training organisations to offer courses in thin markets –especially in electric vehicle skill sets. Protecting Victoria’s fragile environment and landfill operations is also significant. The current crisis related to the stockpiling and disposal of waste tyres requires immediate attention. VACC recommends the next Victorian Government prioritises investment in sustainable waste recycling and renewable energy facilities. This goes handin-hand with VACC’s long held position that Victoria is best placed to trial a selfregulated end-of-life vehicle (ELV) program, ensuring the proper disposal of ELVs and limiting environmental impact. Other issues relate to addressing the ambiguity in the Environment Protection Act 2017 (Vic) by clearly defining an ELV as contained in the
waste categories of the Act and Regulations and commencing a comprehensive review of the current written-off vehicle process.
The need for a more competitive and modern tax system is also raised, as VACC highlights the inequities experienced by Victorian automotive traders compared with other jurisdictions when it comes to payroll tax, Chapter 9 of the Duties Act 2000 (Vic), and land tax.
Further, VACC argues that better outcomes from smarter legislation should be the default position for any government (not an afterthought) and advocates for a range of amendments to existing legislation to ensure the automotive industry (inclusive of businesses and consumers) is more efficient, competitive, fairer and, most importantly, safer. Such an approach is also needed to achieve the necessary structural reform to ensure the Victorian Workers Compensation System is fit for purpose and financially sustainable at current WorkCover premium levels.
Rounding out VACC policy recommendations is our call for fairer compensation and more equitable business support. This refers to reasonable compensation for activities carried out by automotive businesses on behalf of regulators, and more equitable distribution of any future state of emergency relief payments. To date, the reaction to our document has been overwhelmingly positive by regulators and politicians. As always, VACC remains vigilant of the issues facing the industry at a state (and federal) level and will continue to work on behalf of our members for the best outcomes possible.
For the full details of the issues raised above, I invite you to download a copy of Fully Charged from the VACC website.
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FOR decades, the automotive industry has warned there are not enough people entering automotive trades (and, therefore, keeping motorists safe on the road) and that a skills crisis was imminent. And here it is.
Apprenticeships and traineeships have long created a pipeline of skilled labour for our automotive industry. And traditionally the local workforce has been bolstered by international labour where there has been a gap. COVID-19 put a stop to that for some time.
Now, despite federal government financial support and incentives and schemes including TACC Automotive Apprenticeships, it’s disappointing to see the number of apprentices and trainees commencing has fallen across key automotive trades. It truly is a missed opportunity. The way I see it – for many young people – apprenticeships are a fantastic career choice. Trade apprentices get paid while they learn and graduate
with transferable skills that are at little risk of becoming obsolete. That’s a great thing to rely upon, especially in times like these.
BRUCE MCINTOSH SKILL SUPPLY
All apprenticeships have a job entry point and a job destination. Sounds like a pretty good training model to me.
On a brighter note, Australia’s skill shortage is a problem that everybody can help mend.
TACC is launching a careers campaign later this year, in a bid to boost numbers and interest.
Business owners can liaise with local schools and apprentice networks, including TACC Automotive Apprenticeships, to employ and foster an apprentice.
Parents and teachers can also help by promoting essential trades to young people.
If we do nothing, everyone loses. Want to hear more from Bruce? Read his weekly column in The Mercury
SHANE JACOBSON
HOW'S THE EV FLEET SHAPING UP?
NOW, I am a rev head by nature – I’m all about the classic petrol guzzlers – but the electric vehicle talk in the news recently has intrigued me. There’s a lot of numbers flying around about Australia’s future vehicle fleet and the environment. So, I’ve been chatting to my mates at VACC because I want to get my head around something…
The federal Climate Change Bill has found its way through government with the centrepiece being the meeting of a 43 per cent carbon reduction by 2030, based on 2005 emissions.
Reaching net zero by 2050 is the aim.
This looks great from a distance, but what the Bill doesn’t outline is what this target means for motorists (you and me).
VACC tells me the transport sector adds around 18 per cent to Australia’s CO2 emissions, but there are no
plans that accurately outline how the industry and car drivers will be asked to lend their hands to the carbon reduction wheel.
While state politicians and the Federal Government declare how many people will drive zero and low emission vehicles (ZLEVS) by 2030, there is almost no accurate planning that examines vehicle production and global supply chains. Australia sells only one per cent of all new vehicles manufactured globally each year and, consequently, we are an insignificant right-hand drive market with little influence on production.
Our top selling vehicles are 4X4 utilities – things like the Toyota HiLux and Ford Ranger – which, in July, sold 6441 and 2934 units respectively.
What will replace our beloved 4X4 utes when the government effectively bans these petrol and diesel vehicles?
There are few direct electric and hybrid alternatives manufactured anywhere in the world.
Seems to me, the vehicles politicians want us to drive just may not be here in time… Something to think about.
See ya on the road folks!
Want to hear more from Shane? Catch him – along with co-hosts Greg Rust and VACC CEO, Geoff Gwilym – on THE GRILLE podcast each month. There’ll be auto news and views, industry insights and trends, special guests, and plenty of laughs along the way. Visit: thegrillepodcast.com.au
Want to hear more from Shane? Catch him – along with co-hosts Greg Rust and VACC CEO Geoff Gwilym – on THE GRILLE podcast each month. There’s auto news and views, industry insights and trends, special guests, and plenty of laughs along the way. Visit: thegrillepodcast.com.au
FROM 2021, ALL CASTROL PRODUCTS WE SELL IN AUSTRALIA AND NEW ZEALAND ARE COMMITTED TO CARBON NEUTRALITY IN ACCORDANCE WITH PAS 2060 ** A SMALL STEP TOWARDS A MORE SUSTAINABLE FUTURE
Smashing repairs
Words: Pia-Therese Hams
VACC CEO Geoff Gwilym and Industry Policy Advisor Kathy Zdravevski hit the road to Brunswick, an inner-city suburb in Melbourne, to visit memberbusiness Galda Smash Repairs.
Co-owner Jose Galdamez, along with father Antonio, and the business’ apprentice body repairer, Wilber, welcomed the Chamber representatives to the workshop floor.
Unfortunately, Jose’s brother, Juan – coowner and integral part of the business – was out on the road, but the group was joined by John Pisano. John goes way back with Galda Smash Repairs, having trained Jose and Juan to become awardwinning apprentices at the old Batman Automotive College of TAFE in Coburg.
Crash repairs may be the business’ breadand-butter, but their passion projects are second to none. Geoff and Kathy were shown an exquisitely restored, lime green Honda Prelude with airbrush detail by Juan. Geoff even jumped into Sambar – a red fire cart from Japan. Still registered, the vehicle is driven from time to time by Antonio.
“Once I saw it, I had to have it,” he said.
The group then discussed repair costs and the careful balance between arguing with insurers about repair methods and costs, and maintaining good business relations.
With first-hand knowledge of this aspect of the body repair industry, Jose emphasised the importance of maintaining good relationships with insurers and assessors, and backing up estimates with solid data.
“Even more important is the relationship with customers. We strive to keep every customer happy and unless a job meets our high standard of repair it does not leave the shop,” said Jose.
Written-off vehicles also continue to be a challenge. The team sees many decent cars being auctioned off, instead of being repaired and returned to the owner.
This issue is a key concern for VACC’s policy department. “The car owner’s detriment of this vexed practice is yet to be fully understood by the broader industry and government, yet often a detriment to the owner exists due to the incorrect classification of the vehicle or the actual assessment being erroneous,” said Kathy.
A shortage of vehicles in the Australian market has driven the salvage value of repairable write-offs higher than ever before, and opportunistic commercial insurer behaviour has become more prevalent – to the detriment of the consumer.
Current legislation allows unfettered discretion to insurers to do as they please when assessing a vehicle, while no one is checking. The decision to scrap it can be based on the economics of fixing it, not the extent of the damage.
“The constant writing-off of repairable vehicles is an anomaly that needs sorting out. If a car is repairable then it should be left in the shop to be repaired,” said Geoff. Despite industry challenges, business is booming. Located in a bustling and ever-evolving inner Melbourne area –where shopping centres quickly replace warehouses – the demand for skilled repair businesses is higher than ever.
“A great deal of our work is word of mouth. We are a local business, supporting our local community,” said Jose.
“Every person that drives into the shopping area across the road sees Galda Smash Repairs, and knows where to come when they need a repair.”
Jose credits the business’ success and reputation to the skill and work ethic of father, Antonio.
A panel tradesman since the age of 14, Antonio established the foundation of what has become a very successful business. Although it is now in the hands of his sons and cousin Wilber, he remains a central figure in the establishment.
Additionally, Jose holds John Pisano –who organised the day’s meeting – in high regard. The brothers’ success is a testament to John’s skills and demonstrates how important high-quality teaching and mentorship is during the formative years of an apprenticeship.
With the skill and passion of multiple generations at the wheel – along with 21 years and counting of VACC membership – Galda Smash Repairs
VACC CEO, Geoff Gwilym checks out the gleaming paintwork on this Honda Prelude (above).
The Galda Smash Repairs team is joined by VACC's Geoff Gwilym and Kathy Zdravevski (below left). This Japanese fire cart is a rare find (below right)
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Handmade tale a success story
Words: David Dowsey
IF you pulled up outside Handmade Metal’s Moonah digs, in the middle of an industrial zone, you might be tempted to lower your expectations. The narrow block, with a small forecourt and a sign warning unwanted vehicles will be removed via a forklift, doesn’t foreshadow the magnificence that happens within its modest walls.
But any car buff who walked inside, no matter how fussy, would be transported to a wonderland of enthusiast vehicles receiving restorations, body modifications and performance upgrades the equal of anything produced anywhere in the world.
Co-owners Josh Smith and Tom Saunders are not typical Tasmanian Automotive Chamber of Commerce (TACC) members. They’re in their early 20s, don’t have a company website and conduct all their marketing through social media. They joined the Chamber in 2021, and for a familiar reason.
“We joined for the sign,” said Josh. “It’s a good look,” added Tom. “The sign says we're respectable, that we’re good.”
Being a two-person business, with both on the tools, and Tom doing the
books, the Handmade Metal team hasn’t got around to using TACC’s vast array of support services yet but admit it’s good to know the Chamber has their back.
One issue they face is, being a metal fabrication shop with plenty of welding going on, sourcing business insurance. But TACC, through its OurAuto Insurance arm, is trying to fix that.
Tom and Josh conduct almost all the work in-house. “We have a paint guy who’s pretty good. Other than that, we do everything ourselves,” said Josh.
The mechanical work and performance
upgrades are superb but what really stands out is the team’s metal fabrication. “I’m mostly self-taught,” said Josh. “I have learned as I’ve gone along.”
The three-hoist workshop’s cleanliness and orderliness speak volumes about Josh and Tom’s fastidiousness. Metal tubing rests neatly stacked along the walls, fabrications machines sit ready for bending and forming, and wall-side benches host neatly packed toolboxes full of quality equipment.
The business specialises in high-end fabrication, chassis and suspension work, custom exhausts, roll cages, engine
complete with an intricately welded new performance exhaust system.
Josh said most vehicles sat in the workshop for months, given the detailed work they perform and that the owners “become friends” over time.
They already have 12 months’ worth of work in the pipeline –more than they can handle – and aren’t interested in taking on any new customers at the moment.
“The phone rings,” said Tom, “but we don’t answer it. We’re too busy.”
One thing the team won’t even attempt to do is quote on a job, no matter how insistent the customer.
“We charge $110 an hour for as long as it takes,” said Josh, who admits the rate is on the low side.
And it is. Handmade Metal’s work is first class. It’s about time they charged for it as well.
Handmade Metal
69 Albert Road Moonah, Tasmania
Josh, left, and Tom, right, talk shop with TACC State Manager, Bruce McIntosh (top left). Performance upgrades are a common request (far left). Metal fabrication is a specialty (top). Josh and Tom perform worldclass work and are in such demand they cannot take on new customers (left)
VACC apprentice hits the track at Sandown
VACC second-year apprentice, Aiden Evans hit the track at Sandown for a Triple Eight Racing experience – all thanks to Chamber corporate partner, Spirit Super. Formally a school-based apprentice, Aiden went full-time once school finished and is currently a secondyear apprentice working at Mornington Mitsubishi & Isuzu Ute. Thriving at TAFE, Aiden was hand-picked for the experience as a reward for his work ethic and dedication to training. He has even been filling in for the
workshop controller on an ad-hoc basis. “Thanks for supplying someone good for us! He came for a ride yesterday too, which was cool and a good reward – he was a genuine help over the weekend,” said a Redbull Racing Team representative. VACC Automotive Apprenticeships looks forward to working with Chamber corporate partners and offering more industry experiences in the future. Are you located in Victoria or Tasmania and thinking about taking on a new recruit?
VACC and TACC Automotive Apprenticeships are leaders in the automotive apprenticeship and schoolbased traineeship field in Victoria and Tasmania. The team takes the hassle out of your recruitment needs. Industry professionals select and place apprentices with member businesses, providing tools, technical training, and ongoing mentor support. With a retention rate of over 90 per cent, why not visit autoapprenticeships. com.au to learn more?
24 Australasian Automotive
Aiden Evans, a second year VACC apprentice, getting up close with the Triple Eight Racing car and team at Sandown Raceway in Victoria
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Podium is powering the Australian automotive industry into the future. Australia’s leading text messaging platform is helping over 100,000 businesses communicate with customers, schedule services and collect payments – all through the power of two-way text.
"Podium is so good that we have cancelled our traditional eftpos machines. I’ve never been more impressed with a software provider, and can’t wait to see what features Podium releases next."
Walker, General Manager, Grant Walker Parts open rate compared to 18% from email of texts are opened within 3 minutes of consumers prefer to engage with a business via text
Justin
ADVERTORIAL
Never underestimate the power of ‘skin in the game’: Why digital disruption in the car sales industry hasn’t sped up
Words: Steven Bragg, Partner –Motor Services Industry Lead, Pitcher Partners Sydney
SUBSCRIPTION models and the 'Uberisation' of everything have disrupted various industries, from music and media to retail and healthcare. While some businesses have their sights set on disrupting the automotive industry with payas-you-go and online-only channels, many will continue to fail due to the fundamentals of current business models in new and used car sales. The demise of some businesses attempting to disrupt the car sales industry has been well documented.
Companies such as UK digital used-car company, Cazoo, which is listed on the New York stock exchange, stated that the business might never “achieve profit at all” in its report issued to the US Securities and Exchange Commission (SEC) earlier this year. To understand why Cazoo and similar businesses are finding it difficult to compete, we need to cover some old ground on how cars are priced and sold.
Price down and cost-plus pricing are fundamental to vehicle sales
New cars are sold on a retail price-down basis. This means two components make up the 'discount' that leads to the actual sale price: tactical bonus given by the original equipment manufacturer (OEM) the over allowance (price above its real net value) on the trade-in given to the customer by the dealer.
A dealer’s gross profit on new car sales is its retail trading margin less the discount given on overallowance from vehicle trade-ins.
The result of the retail price-down structure on new cars means that used cars are sold on a cost-plus basis. The sale value is determined by adding the following amounts: net trade-in value (wholesale market value plus over allowance) reconditioning to prepare the used vehicle for sale the load (dealer’s cost of business and desired profit margin).
Current pricing models make ownership transition easy
New and used car pricing models are constructed to make the ownership transition easy for the customer. The dealer is motivated to buy the tradein and provide some of their new vehicle dealer margin because it helps sell the new car to the customer. Further, dealers may also strike deals for non-retail trade-ins, paying overallowance to secure a deal. For example, the dealer may pay $1,000 for a car with $100 — 'cash for clunkers'.
For a car dealer, the new car sale not only generates revenue through the vehicle price, but from finance and insurance, plus servicing in the future too. Similarly, the customer’s trade-in vehicle becomes a future used car sale, with the potential for additional revenue through financing and insurance.
Of course, every business model has its flaws, but under the current pricing models in traditional car sales channels, everyone wins:
OEM – sells a vehicle
Customer – purchases a new car, and the transaction is facilitated through finance and trade-in
Dealer – sells a new car and purchases a used car that will soon be available for sale.
Disruptors forget the win-winwin in current pricing models
The desire to disrupt the automotive industry, whether it be via agency or direct selling online, ignores the basic principle that used cars are sold on a cost-plus basis. This means dealers will only buy used vehicles at their wholesale market value when the customer isn’t buying a new car simultaneously. This is the source of the disruption conundrum amongst agency and direct sales channels. OEMs set a fixed sales price with the retail dealers on a fixed commission. The dealers will not contribute to the discount to the customer via over allowances, meaning there is no longer a win-win-win in the transaction.
The customer loses their bargaining power under an agency or direct sales model. Similarly, the dealer loses
their motivation to pay $1,000 for the non-retail trade-in worth $100 if their commission is as low as $700, which is the delivery fee in many direct-toconsumer (DTC) business models. There’s potential for the OEMs, through the used car disruptors, to step in and pay too much for cars to acquire vehicles that would have been tradeins. And for customers, they may head to Carsales, Gumtree, and other online marketplaces to spend their weekends 'selling' their old car. Again, in these scenarios, at least one party is worse off.
Digital isn’t always better, especially in car sales
In new and used car sales, digital and DTC channels don’t always provide cheaper or better deals. If disruptors want to generate profit, they need to operate on a cost-plus pricing model and ensure transactions remain a win for all parties. However, there is one caveat where disruptors could begin to have a competitive edge with a departure from the current model.
If and when cars stop being sold as a stand-alone product and the industry moves to bundled plans (similar to phones bundled with their service plans), the change of ownership problem could be resolved. In its current form, this problem still exists for the customer, the OEM and the dealer. Technically, it is disruptive — by creating more problems than it solves.
The lesson here is that not every disruption makes sense. Under agency and DTC models, the customer is at an immediate disadvantage. And the other beneficiary of this so-called disruption, the OEM, now has a significant issue to resolve — moving their stock.
The dealership model has proven extremely efficient because the dealer controls the entire financial transaction and can satisfy the customer’s needs while removing the changeover pain points by utilising all the available margins in the purchase journey. In these scenarios, everyone has skin in the game. Turning dealers into agents removes skin in the game and doesn’t successfully disrupt the legacy business models.
Automotive Electric Vehicle Training
AURETH101 - Depower and reinitialise battery electric vehicles
Electric Vehicle Safety Course
VACC is offering a course in depowering and reinitialising battery electric vehicles. Completing this first stage will provide the necessary training to allow individuals to access repair information relating to high voltage automotive systems.
Each participating VACC member receives a free safety glove kit!
High voltage safety
FRED VAN DER TANG
CHIEF EXECUTIVE OFFICER, MAKE IT CHEAPER
Fred van der Tang is Chief Executive Officer and a shareholder of Make it Cheaper, a privately owned Australian company providing business energy price comparison, switching and broking services.
Fred is a highly experienced senior executive, having held roles in service industries in the Netherlands, Italy, UK, Australia and New Zealand. A Dutch national, now residing in Sydney, Fred attained a master’s degree in Business and Economics from the University of Amsterdam as well as qualifications from several leading business schools.
Tell us about what Make It Cheaper does?
Simply put, Make it Cheaper makes it easy for Australians to save time and money on their energy bills. There is no need for you to trawl through different offers and websites. We’ll compare multiple plans from our panel of providers and present you with the contracts that best meet your needs. If you decide to switch, we’ll handle all the paperwork for you. There’s nothing more for you to do but get on with running your business.
In early 2022, Make it Cheaper became a corporate partner of the Victorian Automotive Chamber of Commerce (VACC). What are your goals for this partnership?
We want to help members navigate the soaring energy market. Prices in Victoria have tripled in the past two years, so we want to make sure the VACC community gets sound advice and reviews the options available to them.
What are the factors causing high energy prices at the moment?
The main reason for the market increasing is a rise in coal and gas pricing due to the war in Ukraine. However, there are other factors closer to home that are also playing in. Flooding has impacted the availability of coal, and a number of coal-fired generators have been offline for maintenance and repairs. We’ve also seen providers leaving the electricity markets, with six retailers shutting up shop in the last four months. The weather has been colder and cloudier than expected which in turn gives us a low output from solar
systems. Lastly, we have generators gaming the market, so the Australian Energy Market Operator (AEMO) needed to close the open market for a period of time to regain control.
How important is it for businesses to regularly compare their energy bills?
Energy costs have risen dramatically in Australia and, with regulators recently approving price increases across the country, nearly every business will pay more for gas and electricity in coming months, with rates increasing by anywhere between five and 100 per cent. But many businesses are still unaware of the financial pain that’s in store for them. Reviewing your business’ energy costs proactively will save you
from the shock of an unexpectedly huge bill and help you save time, effort, and dollars in the long run.
What can businesses do to lower their energy bills?
It is important to check the prices on your bill every year. Especially on or before 1 July. This way, you can beat the price rise and ensure you are not on any default plans.
Is it a good time to lock in prices?
Always. Increasing markets across the country will result in the price of energy going up and up. Locking in a position with a retailer will protect the business and then give you a platform to negotiate if the market comes back down.
Make it Cheaper representatives visit the historic VACC House on St Kilda Road to celebrate a new partnership with the employer association
Can you explain the difference between small business energy and large, commercial and multi-site energy?
Small is a single site spending less than $25,000 per annum. A commercial energy site spends more than $25,000 and a multi-site contract is a small site agreement with more than 10 sites that can be aggerated for better buying power.
Renewable energy is regularly mentioned. What has been the uptake among Australian businesses?
At this stage small but business interest is growing. Roughly one in five businesses are making inquiries. Three years ago we would be lucky to get one inquiry per month.
How can Make it Cheaper assist businesses with their environmental, social and governance goals?
We can help them measure their carbon footprint, and then reduce their energy usage, emissions and costs.
There is a lot of discussion about the Australian automotive industry transitioning towards electric vehicles (EVs). What more needs to be done for this to occur?
Not a large amount. Infrastructure needs to be upgraded to manage the demand for power in both homes and businesses.
An active CEO and cyclist – Fred is on a mission. As the leader of Make it Cheaper's growing team, Fred is passionate about helping more businesses save time and money (above)
How can an AC motor run from a DC battery? It’s all about control
WORDS Paul Tuzson
IN petrol powered engines, torque and power are controlled by the engine management system which governs fuel delivery and ignition timing. In an electric vehicle (EV), the motor controller/inverter system is broadly analogous. Like an ECU, it takes input from sensors and uses these to match motor performance to driver commands from the accelerator pedal. Here, we’ll give a basic overview of how a controller/inverter operates.
The following is not intended for electrical engineers or those already working on EVs. It’s introductory in nature and doesn’t address the deep complexities required for a truly comprehensive understanding of the subject. It’s a useful beginning.
In this article we refer to the control unit in an EV application as a controller/inverter because although the controller and inverter are distinct components, they’re inextricably linked, both functionally and physically. Every example we’ve seen for an EV has both components housed in the same enclosure. These enclosures are usually mounted on the motor case, or as with Tesla and some others, are actually part of the motor case casting. Batteries store and deliver DC current. The difficulty is that most EVs these days use AC motors of one kind or another for tractive effort. This is because AC motors are highly efficient and can be controlled by varying the frequency of the AC power supplied to them. So, the problem is changing DC current from the battery into AC current usable by the motor. This is what the inverter does. The controller governs the way the inverter works.
The type of inverter used in an EV can be represented in simplified form by a bank of six interconnected transistors capable of handling the large currents required by an AC motor suited for use in an EV. The transistors are essentially fast acting switches. Ordinary bipolar junction transistors (BJTs) of the type seen in amplifiers and the like can’t be switched quickly enough and can’t handle
A bolt-on power electronics module from an Audi e-tron (above). The enclosure for the BMW Gen5 e-drive-unit is part of the motor case casting (below)
For high power applications, inverters using either MOSFET (Metal Oxide Semiconductor Field Effect Transistors) or IGBT (Insulated Gate Bipolar Transistors) are used. These have the required operating characteristics although IGBTs are sometimes said to be better able to
handle higher voltages and currents. So, IGBTs seem to be the most common types used in EVs but MOSFETs are also used. German company, Infineon is offering a new MOSFET EV inverter power module called CoolSiC. The SiC stands for silicon carbide. Infineon explains the silicon carbide technology used in these units offers higher power density, higher efficiency, higher operational frequency and lower losses. So although most of the examples you’ll see of power inverters for traction applications tend to show IGBTs, MOSFETS are also used. Infineon is a Tier 1 supplier to the automotive industry, so if it says MOSFETs are up to the task, they are. Also, manufacturers like McLaren, Borg Warner and others are starting to use SiC MOSFETS.
All transistors have a path through which the main current passes. The blocking, or partial opening, of this path is controlled by the base in a BJT, or the gate in a MOSFET or IGBT. In a BJT, current passes through the base, so it’s a current controlled device. In MOSFET or IGBT types, current doesn’t pass through the gate. Rather, a voltage is applied to the gate and this creates the internal conditions that allows
current to pass through the internal conductive path. This is what makes IGBT and MOSFETs so fast and, as we’ll see, speed is everything in an inverter. An IGBT is sometimes said to combine the best of BJT and MOSFET transistors. Regardless of substrate, a high-power inverter transistor will cycle between on and off thousands of times per second.
The transistor packs for power electronics are much bigger than common types. This one is from German company Infineon. The pins are for cooling (left). Circuit symbols for the two most commonly used power transistor IGBT and MOSFET (right)
The DC electrical energy stored in a battery pack has to be converted to AC and then delivered to the motor with extremely precise timing. The motor controller governs the way all this is done through the inverter. So, these two components control the way a motor works in its operating environment, whatever that might be. Without a controller/inverter, a DC to AC powered EV would get about as far as a petrol powered car without fuel and ignition systems. Transistors have an internal structure similar to diodes. That’s to say, current can only flow through them in one direction, although this is not always true for MOSFETS, however those conditions don’t concern us here. We’re using the common example of IGBTs and their unidirectional current characteristics are what make voltage inversion possible. Although many types of electric motors have been used in EVs, three-phase AC motors are the most common type used these days. This is because they’re efficient and can be controlled by varying
the AC frequency of the voltage. This type of motor control is more complex than other methods but it’s very precise, which is important in an EV with constantly varying loads and speeds and smooth operation as an imperative. The following is a simplified explanation of how current can be switched in a threephase inverter. It gives the general idea of how DC current in stator windings can change direction, like AC does.
In Figure 1, transistor 1 is switched on while transistors 2 & 3 are switched off. Transistors 4 & 6 are also switched off. In this state, conventional current (from positive to negative) flows from the battery positive into transistor 1 then into phase A and through the appropriate set of stator windings in the motor. After it flows through the windings, the current passes out of the motor and returns to the battery along the B phase, through transistor 5. In Figure 2, current enters through transistor 3 and phase C and then out through phase A. This means
Stator unit. The conductors in this one have a rectangular cross section. These fill the slots more efficiently. Each pole in a layered assembly occupies a number of slots, so there’s overlap. There are a number of reasons for this but smoother running is an important one (above left). This partially assembled stator uses round wire, which has been the usual type. The coil arrangement in this and the previous shot are called distributed windings (above right). These are known as concentrated windings (right)
A GM permanent magnet motor. The small rectangular magnets are visible (left). Induction motors are probably the most common motors in the world. They are still used in EVs (below right)
current has passed through phase A in opposite directions in the switch states shown so far, which is the defining characteristic of AC voltage.
In Figure 3, current enters through transistor 2 and phase B and flows back to battery negative via phase C and transistor 6. So, in this switch state, current flows through phase C in the opposite direction to the previous diagram. Again, this is effectively AC, even though the current is still DC.
Each vertical pair of IGBTs (1[4], 2[5], 3[6]) is known as a leg and both transistors in it can never be on simultaneously because it would result in a short circuit across battery positive and negative. So, why is this a simple explanation?
The three switch states shown above each have just two transistors passing current. Although this makes it easy to understand, this is not how it is in reality. Many more switch states are used in a fully operational, threephase inverter. In a real system there are always three transistors in the ‘on’ state. A full explanation would show two transistors on either the positive or negative side of the inverter passing current and, simultaneously, one on the opposite side passing current in the opposite direction. Remember, though, only one transistor on any leg of the inverter can be on at any time.
This Audi Q4 e-tron drive unit shows the cooling necessary for the inverter (above left).
Exploded view of a twindrive Audi e-tron S with separately mountable control/inverter power electronics modules (above right)
Fig 1. Power in through transistor 1 and phase A, out through phase B and transistor 5.
Fig 2. Power in through transistor 3 and phase C, out though phase A and transistor 4.
Fig 3. Power in through transistor 2 and phase B, out through phase C and transistor 6.
Fig 4. Closer to reality. Power in through transistor 3 and phase C and out through phases A and B through transistors 4 and 5.
Different pulse widths average out to a sine wave. Complex electronics and switching techniques are used to make it as smooth as possible (below right). There are current source and voltage source inverters. EVs use current source types (below left)
Each of the phases is switched on and off in varying combinations but in the same 1:2 ratio. In Figure 4, transistor 3 and phase C are passing current into the motor, while phases A and B provide a split current path back to battery negative via transistors 4 and 5. This is shown in the small schematic of the stator coils in a star, or Y configuration. Showing all the states for all the transistors and phases through a full rotation of the stator fields is too complex for this treatment of the subject. However, the point is all these switchings add up to AC current through a three-phase induction motor from a DC battery source. The current passing from the inverter, through the stator windings, creates electromagnetic fields. The different switch states cause the stator windings to be energised at different times and in varying proportion. This is how the rotating electromagnetic fields are created in the stator.
In a permanent magnet motor, the magnets embedded in the rotor are simultaneously attracted and repelled by the magnetic fields. In a more conventional induction motor the stator fields induce current in the rotor bars, which then generate magnetic fields in the rotor, which takes the place of permanent magnets.
So, switching the transistors on and off in different sequences causes the stator fields to rotate and pull/push the rotor around. It follows, then, that switching the transistors on and off at different speeds causes the rotor to turn at different speeds. The angle of the fields and voltages can be represented by rotating vectors, which is the underpinning of vector control, also known as FOC (Field Oriented Control). These are often-heard terms in discussions about electric motors.
Each IGBT is turned on or off by a voltage applied to its gate from the controller. We haven’t shown a controller schematically because controller circuitry is extremely complex. However, a very important thing to note is the IGBTs are switched very quickly. It’s the speed at which this switching occurs that dictates the rotational speed of the stator fields and, accordingly, the speed of the motor. This is the essence of the variable frequency drive, but it’s not the end of the story. When IGBT or MOSFET transistors are used as switches in power inverters, they work very quickly and they’re either on or off in accordance with digital signals sent from the controller. The waveform that represents their state is very square because they are pulsed. This introduces a number of problems. Normal AC power is created rotationally in AC generators. The output is a sine wave. AC motors, therefore, require power to be supplied in the same form. So, how to convert digital pulses of DC into smoothly undulating sine waves?
We’ve mentioned pulse width modulation (PWM) in other articles that touch on electric motors. As we’ve said in the past, a digital signal is, by definition, either on or off. It’s high or low as shown. The width of a pulse represents the length of time a signal is on or off. This is the duty cycle with which everyone in the automotive industry is so familiar since EFI took hold two or three decades ago. A pseudo sine wave can be created by changing the ratio of the total time a signal is high compared with the total time it’s low. The voltage across the high/ low pulses is averaged. At the beginning of the pseudo sine wave, the digital signals are very short. Towards the centre of the desired sine wave, longer durations are used. When these varied pulse widths are
averaged, a pseudo sine wave is generated and this is what the motor ‘sees’. There are other techniques for generating sine waves from digital signals. For instance, the digital pulses in multilevel inverters consist of more than just two voltage states. This makes the digital steps smoother and there are other types of inverters that combine these and other types. As we said, motor control is very complex. Despite this complexity we can at least say there are two approaches to motor control – open loop and closed loop. Open loop systems don’t change pulse widths in relation to operating conditions. They are used in industry where operating conditions are relatively constant. Operating conditions in electric vehicles are always changing, so EVs use closed loop control. A closed loop controller takes input from various sensors and constantly varies motor operating conditions to match a target. In the case of an EV, that target is set by the driver through the accelerator pedal. However, there are a number of parameters that feed into the inverter controller.
A broad range of functions are accomplished by means of the controller/ inverter combination. Reversing is a different set of switch conditions, then there’s hill holding, creep (allowance of very slow movement when the foot if removed from the brake, as in an automatic transmission) safety shut-down in the case of an accident, vehicle stability, recharging from regenerative braking, torque vectoring and control of other vehicle systems. It’s roles are varied but the controller/ inverter sits right in the middle of it all. If this has piqued your interest and you’d like to find out more, take a look at our EV course. Scan the code.
Why modern bridges and elevated roads don’t fall down
WORDS Paul Tuzson
PEOPLE have been gluing things together for millennia without much, or any scientific knowledge. In more modern times we’ve learned how glue works, although that’s much easier to say than to justify. Our technical library contains a very old physics book that predates knowledge of electrons. In describing properties of materials it speaks about adhesion and cohesion. These days we understand chemistry at a much deeper level but these terms are still very useful in describing glues and adhesives at a general level.
What’s the difference between adhesion and cohesion?
The former refers to how something sticks to something else. The latter, how something sticks to itself internally; how it holds together. A substance might stick to other things quite well but if it has low cohesion it can’t be used as a glue because it will simply pull apart. And the difference between glue and adhesives?
Not much. In strict terms glue is derived from ‘natural’ sources like reduced animal remains, and sap from trees. Adhesives are synthetic. All glues are adhesives but not all adhesives are glues. In practice, though, the terms are used interchangeably, even by experts.
The automotive industry uses synthetically derived adhesives with formulations specifically suited to particular applications. There are many methods of joining components, each with advantages and disadvantages. An adhesive may not be as strong as a bolt or weld but bolts concentrate stress while glues dissipate stress over a larger area. In a heavier
component a bolt might be acceptable but in a light component that doesn’t have much rigidity, an adhesive might reduce distortion and create a better solution. These things are important because one means of reducing CO2 by reducing fuel consumption is the construction of lighter vehicles. So, lighter parts are desirable and gluing them together is an excellent assembly method. This is just as important in EVs. Predictions are that by 2030 the use of lighter materials in cars will increase from the current level of about 30 per cent to 67 per cent. The greatest growth will be in HSS (high strength steel), aluminium, magnesium, carbon fibre and plastics. Adhesives can be formulated to bond these materials.
Basic categories of adhesives suited to automotive applications are MMA (methyl methacrylate adhesives), polyurethane and epoxy.
Polyurethane adhesives are ideal for composites and TPEs (thermoplastic elastomers) or TPRs (thermoplastic rubbers). These materials consist of a chemical or physical mix of plastics or rubbers. Polyurethane adhesives have good compatibility with other manufacturing processes.
Epoxy adhesives bond all metals and composites and have high temperature resistance. However, they have longer curing times. Epoxies have very high strength but have less elongation than polyurethanes, whereas the extra elongation of polyurethanes comes at the expense of strength. Epoxy products have some of the best resistance to things like acids, bases, and fuel.
Adhesives are amazing technology. Who’d have thought large pre-cast concrete sections like this would be glued together. This bridge is in Europe but the Westgate freeway extension through South Melbourne was glued together. Of course, it's not glue alone. It still has keying features on the engagement faces and post-tensioning cables.
MMA adhesive bonds all metals, composites, PC ABS (polycarbonate/acrylonitrile butadiene styrene) and aluminium/steel combinations. It cures at room temperature and has less stringent surface preparation requirements. MMAs are two-component adhesives suitable for structural bonds, which are exactly what the name suggests. MMAs bridge the gap between polyurethanes and epoxies. Also, no heat is needed for quick curing. It’s easy to vary the ratio of the two components to create higher strength or higher elasticity mixes. These can all be structural adhesives, which are defined as adhesives that have shear strength that exceeds 1000psi or which bonds with enough strength to hold until the substrates fail. In manufacturing, finish bonded components might have critical dimensions. To achieve these, glass beads are sometimes added to hold the substrates at the required spacing. There are also MS (modified silicone) adhesives. These can be painted immediately after application and have excellent sealing properties. MS adhesives don’t shrink either. Some formulations can have enough strength to qualify as structural adhesives but most don’t. The use of adhesives can reduce or even eliminate vibration, noise and fatigue failures. Rivets, nuts, bolts and washers can be eliminated from designs in some instances resulting in reduced complexity and fewer components. Exactly how adhesives work is less well defined than commonly thought. There are half a dozen ways in which it’s understood to occur: mechanical interlocking; electronic theory; boundary layer and interphase theory; adsorption; diffusion, and chemical bonding. The relevance of each in the field of adhesives can be demonstrated but more
than one can underpin the bonding of some substrates. Also, experts disagree about just how much each contributes to adhesion.
Mechanical interlocking is the easiest to understand. This is when adhesive finds its way into surface imperfections on the surface of the substrate and interlocks mechanically when it sets hard. Simple, although it can’t be the only reason things stick together. Gauge blocks can have nothing between them when they’re wrung together, yet they stick.
Electronic theory refers to altered electron energy levels in atoms in both the adhesive and substrate. Lovely. This occurs in order to equalise energy levels in the Fermi
Adhesives and sealers are thoroughly integrated into automotive manufacturing (left). The complexity of car bodies makes the application of sealers and adhesives time consuming, as was/is manual spot welding. Robots are faster, more accurate and never sleep (below left and right). Humans just can’t match the accuracy and speed of robots in the highly accurate placement of fine beads of exactly the right amount (lower right). It will do the job but it’s not pretty. Also, there’s nothing more frustrating than an oil leak due to incomplete sealer application after an engine has been reassembled (lower centre). Of course, in body repair shops there’s no option for robots at this stage so human application of sealers and adhesives remains the only way (lower right)
Below from left: This was a heater conversion in a Mustang at The Muscle Car Factory. The gaps were considerable but super glue combined with Q-Bond did the job. The ultra-fine particles create a huge surface area for the glue to act upon. Each of the particles is so small it can’t be broken easily. The matrix has to break, which is difficult because the glue takes such a tortuous and irregular 3D form between the Q-Bond particles. This amazing combination can take care of many repairs.
layers of each. What? Well, if they say so but we’re not going to try to unpack that here. It isn’t mentioned much anyway. Interphase theory is clearly demonstrated in some bonds. It occurs when the adhesive and substrate combine at their interface to create an interphase that has characteristics different from either of the original materials.
Adsorption is bonding that occurs because of interatomic and intermolecular forces between the adhesive and substrate. The two must be in very close contact for adsorption to work. The forces involved are called van der Waals forces and they’re very weak. However, the intensity of forces like these falls off with the square of distance but that also works in reverse. So when the adhesive and substrate are very close, van der Waals forces become relevant. This is part of the reason gauge blocks stick together. Diffusion bonding occurs when molecules from both the adhesive and substrate diffuse into each other across the contact surface common to both. This creates an interphase but without the change of characteristics mentioned above. Finally, there’s chemical bonding. This consists of typical chemical interactions. These are described as primary bonds as opposed to van der Waals forces, which are described as secondary bonds. These primary bonds are much
stronger than secondary bonds. Wetting is an important characteristic of adhesives. This is the ability of the liquid phase of the glue to flow into all areas of a join quickly and completely before setting begins. Super glue and similar products are examples of adhesives with high wetting performance. They’re more fluid than water and categorised as cyanoacrylate types. Almost everyone has used this type of glue and doubtless discovered, on the first occasion, how runny it was and also how quickly it sets. Caution is needed when using cyanoacrylate adhesive. The quick setting of cyanoacrylate adhesives and their ability to bond dissimilar materials makes them well suited to some automotive applications. However, they’re brittle and don’t bridge distances well. Their performance in gaps can be improved by adding a suitable powder. Baking soda can be used but there is a specialised product called Q-Bond. When cyanoacrylate glue is drizzled onto Q-Bond powder it ‘wicks’ through it and sets rapidly. When making a repair along a distance like the one shown below, it’s best to apply the powder/ glue in just a couple of spots first to temporarily stick the cut section in place. When it proves to be lined up correctly the whole joint can be filled with powder
and glue. Adhesives are as important in repair as they are in manufacturing. When the appropriate procedures are followed, adhesives can offer considerable advantages over welding for panel fixing applications. Adhesive bonds occur around almost the whole length of a panel, which also allows the adhesive to function as a seam sealer. Adhesives formulated for panel bonding also have corrosion inhibitors mixed into them. This is useful because although modern vehicles suffer less corrosion than older cars, you can still find rust sandwiched between panels. Welding and adhesive bonding are similar in one way in that the edges to be joined have to be prepared properly, but aside
Adhesive can not only hold up bridges, it bonds friction materials to backing plates in what is an extremely harsh environment (above). This is an early helper robot called Baxter designed to work alongside humans. These are small, portable and designed to be programmed by having a human worker move its arms and hands. It’s not inconceivable robots like this could perform tasks like the precise application of adhesives and sealers in the future (below)
from that, less preparation is required for adhesive bonding. Effectively, seats and other fittings don’t have to be removed to protect them from heat as is often the case with welding. Also, repairs can be made without damaging existing paint if that’s relevant for a given repair. There’s no heat distortion of parts joined with adhesives and often less need for post application steps like grinding. Sealing isn’t the only way adhesives limit corrosion either. Because adhesives are non-conductive they prevent galvanic corrosion between dissimilar metals. Of course, the composition of adhesives can be varied by the manufacturer and if an electrically conductive adhesive were required it could be produced. The use of adhesives is growing across an ever greater range of applications. Thread lockers stick things together so that qualifies them as adhesives. However, it can be a bit difficult to sort out all the different formulations, so mechanics often just reach for whatever is on the shelf. Fortunately, Loctite and Permatex use the same colour coding system to indicate the basic characteristics of their thread locking products. Green coloured thread application products are for use on components that are already assembled. Because of their extremely low viscosity, these compounds get into the threads of pre-assembled screws and bolts by capillary action. Green thread lockers are ideal for bolts and screws that have to be fitted and adjusted before they can be locked. They are described as medium strength, meaning that breaking the lock doesn’t take a lot of strength using ordinary hand tools. Like all thread lockers, green products offer excellent resistance to loosening through vibration.
Purple, blue and red thread locking compounds are applied before the threaded components are assembled. Purple thread lockers are low strength and designed for use on small diameter threads up to about a quarter of an inch. Blue products are designated medium strength compounds and are intended for use on components like brake calliper bolts, shift selector nuts, rocker studs, intake manifold bolts, and sump bolts. Although blue thread lockers can be undone with normal hand tools and some extra effort, they stop nuts and bolts
loosening or losing tension due to thermal and mechanical cycling. When maximum strength is required, red thread locking compounds are used. These are difficult to get undone and intended for long term or perhaps permanent assemblies. In fact, localised heat may be required for removal. Apart from the characteristics noted above, thread locking compounds provide lubrication during assembly and also act to seal threaded joints, preventing moisture and air from getting in between threads and causing corrosion. In fact, thread lockers are described as anaerobic compounds, which means they cure without the presence of air.
also increase the effectiveness of thread lockers in combination with certain metals like aluminium and stainless steel. They also clean more effectively. Thread locking products should always be used in applications that need it. These products are included in some OE specifications. Plastic repair products can also be considered to be adhesives without having to stretch the term too far. They certainly have to stick to the substrates they hold together.
Quality chemical components are important in adhesives. If you’ve ever bought cheap glue you’ll have learned that lesson, hopefully in a non-critical application. Cars
Thread locking compounds are adhesives. They’re just not designed to be absolutely permanent (left). Two-part epoxies make some of the strongest joins if they’re prepared according to instruction (below)
The products described so far are liquids, however Permatex offers its medium strength blue and high strength red locking compounds in gel form. Loctite offers a more solid ‘stick’ form of its blue and red compounds. Product literature points out these are handy for overhead applications. The thread locking compounds mentioned can be (and most often are) used with no prior preparation other than general cleaning. However, both Permatex and Loctite suggest the use of separate primers with their thread locking compounds. These increase the rate at which the locking compounds cure, increase the strength of the final joints, make it possible to use locking compounds in low temperature environments and
are critical. The correct use of adhesives can be as important as getting the spot-welds right in a conventional repair. It’s all about maintaining factory designed crumple zones. Applying adhesive according to specification is also essential when a component feeds directly into the stress structure of a car. A continuous bead of adhesive where it should be laid down like a stitch-weld can be as bad as any repair that gets outside specifications. It can also be as legally perilous. It’s essential to realise production line assembly procedures can be different from factory issued repair procedures for the same vehicle but, if you follow the instructions, adhesives will be as useful in repair as they are in manufacturing.
Gauge blocks are interesting, they stick together strongly with nothing between them. Air pressure, electric bonding forces and the thinnest oil film achieve this. Each one of these factors alone can cause a weaker attraction between the blocks but together they are strongest
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SMART/PCM CONTROLLED CHARGING SYSTEMS
Diagram 1 Basic Alternator Operation
The rotor in the alternator is an electromagnet which is rotated by the engine’s drive belt. The rotating magnetic field induces an alternating current in the stator. This alternating current is rectified via diodes into direct current to charge the battery and run the vehicle’s accessories
The PCM uses sensor inputs for battery condition and temperature, as well as electrical and vehicle load
The most common reason a customer will visit your business with a charging system problem is because the vehicle won’t start due to a flat battery. The four main culprits are the battery, the alternator, the voltage regulator/control system, or the wiring. Diagnosing which of these is the issue requires an understanding of the system’s operation.
A small duty cycle from the PCM equals a small magnetic field which equals small voltage output
A large duty cycle from the PCM equals a large magnetic field which equals large voltage output
THERE are many different types of PCM controlled charging systems. Some have a voltage regulator in the alternator, which receives a signal from the PCM to manage the charge in the battery. However, they can operate without this signal and act as a conventional alternator. Other alternators do not have a voltage regulator at all and rely on the PCM for all voltage regulation. The reason that manufacturers have moved to these
systems is to increase the fuel efficiency of the engine by reducing the parasitic load of the alternator. This is done by varying the charge rate depending on the variables such as temperature, load, and state of charge of the battery (see Diagram 1). There are two main types of smart charging systems: temperature compensating and PCM controlled. The temperature compensating systems will monitor the engine temperature and
Diagram 2 PWM Rotor Field Control Signal from PCM
Brushes
Magnetic field
Alternator rotor
Diagram 3
Battery temperature sensor
Earlier model Jeeps had a temperature sensor in the battery tray. Other vehicles used the ambient air temperature sensor to calculate the battery temperature
increase the voltage when the engine is cold and decrease the voltage when the engine reaches operating temperature. This system is used on many Toyota 4WDs with common rail diesel engines and Ford Falcons from 2006 onwards.
The PCM uses a pulse width modulated (PWM) signal that controls the current to the alternator which then increases or decreases the field strength in the rotor (see Diagram 2). This variable output of the alternator is a common trap for technicians, as the output voltage on some of these systems may only be about 13 volts, which in the past would be enough evidence to replace alternators and regulators. However, in a modern PCM controlled charging system this could be normal depending on which charging mode is used.
Charging modes
Below is a generic list of charging modes and most manufacturers will have something similar, and the voltage might vary from 11 to 15 volts depending on the mode. This makes using voltage for diagnostic purposes difficult and could lead you to an incorrect assumption (see Diagram 4).
Battery sulfation mode: Increases the charging system output after a specific time (usually around 45 minutes) if the battery state of charge (SOC) is still low. Voltage could be as high as 15.5V with no electrical load and might continue for five minutes.
Start-up mode: After start, the system typically ramps up the output to at least 14.5V for a minimum of 30 seconds.
Fuel economy mode: The system
Diagram 4 – Charging rates and modes
lowers the voltage to 13 volts or less to reduce the load on the engine and improve belt life.
Headlamp mode: With increased demand, the system will increase voltage output.
Voltage reduction mode: Reduces voltage output when the battery is at 80 per cent or greater and the electrical demand is low.
Windshield de-ice mode : Increases output when the de-icing grids or seat heaters are turned on.
Charge/normal mode: Designed to maintain an 80 per cent state of charge.
Deceleration mode: During deceleration, the charging system output may increase. This increases the charge rate without sacrificing fuel economy, and helps the vehicle decelerate, like hybrid regenerative braking systems.
Acceleration mode: When fast acceleration is requested, the charging system’s output will decrease to reduce the load on the engine for better performance.
Bulk charging mode: With a battery in good condition a normal charging
Regenerative charging can be as high as 17 volts in some models under deceleration
When accelerating the charge rate will drop off to reduce engine load
rate could be 40 amp at 13.2 volts.
Saturation mode: When the battery approaches capacity, the amperage will decrease to five amp, and the voltage will increase to 14 volts.
Float mode: When the battery is fully charged the output will be two amps at 13.4 volts.
The role of the battery
The battery acts as a damper or capacitor that smooths out any voltage spikes in the electrical system which assists in the voltage regulation of the charging system. The amount of charge a battery requires is dependent on its core temperature.
The charging voltage of a battery in cold temperatures could be 15 volts and in hot temperatures it could be 13 volts.
The age and condition of the battery can have a large effect on the charging modes the PCM selects, so the battery’s state of charge (SOC) and state of health (SOH) need to be checked first.
Note: It is important to check if the battery fitted to the vehicle is the correct type and design for the application. Many vehicles today require
an absorbed glass-mat (AGM) or an enhanced flooded battery (EFB) to function correctly, which are expensive. Due to their cost, an incorrect battery may have been fitted to the vehicle.
System identification
As this is an emission reduction system, most vehicles that comply with EURO V & VI regulations will have a PCM controlled charging system. Alternatively, if the negative battery terminal has a current sensor, there is a good chance the charging system is PCM controlled (see Diagram 5).
Common problems
As stated earlier in the list of modes of operation, these systems will not fully charge the battery but will attempt to maintain about 80 per cent capacity.
This is a current sensor on a 2014 Mazda3 with the i-stop system
Other PCM controlled charging systems will have a similar sensor to accurately assess the battery’s state of charge
Warning: Any electrical accessories must not be earthed directly to the battery terminal. This will bypass the sensor, and the PCM will not be able to account for all the current
This causes problems if the customer is running electrical equipment from the vehicle while the engine is not running. As the battery has very little reserve, these extra loads can easily drain the battery enough to cause a no-start problem (e.g., tradies running the sound system at the worksite or if a vehicle has been parked and the doors are open and closed regularly). This will wake-up the CAN Bus system as it thinks you are about to get in and start driving. The CAN Bus might take 20 minutes or more before it goes to sleep, which means it is drawing current. It’s important to ask the customer how they have been using the vehicle as they might be the ones draining the battery. There might not be anything wrong with the charging system, which will save you and the customer time and money.
Dual battery installation
As these systems will not fully charge one battery, they tend to do a bad job of charging two, but there are solutions. There are aftermarket companies which have developed in-vehicle battery chargers. These are like common workshop battery chargers that are designed to have a 12-volt DC input instead of 240 volts AC. They will sense the level of charge in the auxiliary battery and ensure it is charged to 100 per cent, without affecting the PCM charging system.
For more information on vehicles with PCM controlled charging systems, log on to VACC MotorTech or call VACC’s Technical Advisory Service. Phone: 1300 130 116.
ELECTRIC PARKING BRAKES: OPERATION & SERVICE MODE
Since their introduction in the 2002 BMW 7 Series (E65), electric parking brake (EPB) systems have been adopted by many vehicle manufacturers. EPB systems can now be found in many cheaper vehicles which are catching some technicians out. This article will give you an overview of the different types of EPB systems and the requirements to replace rear brake pads and shoes safely.
EPB exists for the following reasons:
Reduced driver effort
Significant weight reductions which increase fuel efficiency
Reduced space, allowing for more interior design freedom
Allows for automatic application and release functions
Can be used for ‘hill holding’ features
Diagram 1 Cable pull system
Can be integrated into the electronic stability control (ESC) systems for increased safety
Improvements in the noise, vibration, and harness (NVH) as there are no cables to transmit vibrations into the cabin.
There are three common layouts of EPB systems:
Cable pull systems
Caliper integrated
Drum integrated.
These systems do away with the hand brake lever or pedal, which is replaced with a switch or button. Pressing this switch or button sends a signal to the PCM or a dedicated EPB control unit, which then sends a signal to the actuators which will apply the park brake mechanism. Some systems do not have an EPB control unit, as the PCM
This is the EPB assembly on a VF Commodore. It’s mounted on top of the rear suspension assembly. It pulls on the cables which actuate the parking brake. The rear suspension assembly must be removed to access it
will send a signal via the CAN Bus directly to the actuators.
Cable pull system
This is the earliest of the designs. It has a central motorised assembly to pull on the cables which go to the callipers or drums. These assemblies usually consist of a reversible electric motor, a gear reduction, and a worm screw to pull the cables. These systems may have an emergency release which will allow you to wind the worm screws off to release the park brakes. Check the owner’s manual for the procedures. These systems are commonly found on GM vehicles like VF Commodore and Captiva and many earlier European vehicles (see Diagram 1).
Caliper integrated systems
These systems do away with the park brake cables completely as the actuators
are mounted on to the rear of the caliper. These are reversible motors with a gear reduction which pushes the caliper piston onto the disc to apply the hand brake. This system has become popular and is now very common on cheaper Japanese vehicles and other Asian brands (see Diagram 2).
Drum integrated
This system is used when a parking brake is of a drum design inside the hub of a disc brake assembly.
Again, this system features a reversible motor with a gear reduction mounted on the backing plate. A 90 degree worm drive is used to unwind a thread, which spreads the brake shoes, which then contacts the inner drum portion of the rear disc. This system is most found on the VW Touareg, Audi Q7, Land Rover Discovery 3 and many other European vehicles (see Diagram 3).
Service mode
If working on the rear brakes on a vehicle with any sort of EPB system, you must put the system into ‘service mode’, ‘assembly mode’, or ‘maintenance mode’ – it could be called
Gear reduction. This could be a belt drive with a swash plate secondary reduction, or just a plain gear-set. It may have a 1:150 reduction
many things. This has two advantages – it allows you to replace brake pads without damaging any components, and prevents the system from operating while you have your fingers in the way.
Service mode in most cases requires a compatible scan tool with the correct software to turn it on and off. However, there are some cars that have a manual procedure to initiate service mode.
When service mode is initiated, the control unit sends a signal to the actuator to wind the screw mechanism all the way off, so you should hear the motor running. Wait until it stops, then the scan tool should indicate that service mode is engaged. There will probably be warning lights flashing on the dash and a message on the central display while service mode is engaged. If you need to replace the brake pads on a vehicle with caliper integrated system, engage service mode, then push the caliper piston back in as normal. You do not have to wind the piston in. The lugs or cut-outs on the end of the piston are only there to confuse you (see Diagram 5).
As the worm drive turns, it unwinds a thread which pushes on the shoe mounts. This will cause the brake shoes to press on the inside of the drum within the rear brake rotor
Diagram 2 Caliper integrated EPB
Caliper body Seal
Piston Thrust nut
Brake pads
Rotor Motor Spindle thread
Diagram 3 Drum integrated
Motor
Planetary gear set
Shoe mounts
Diagram 4 Self-adjustment
If you try to push the pistons in without engaging service mode, you will damage the caliper or the spindle and gearbox which will be expensive (see Diagram 4).
If parts are replaced, like cables, brake pads or actuators, many systems will have to go through a calibration procedure. In most cases, this will require a scan tool.
Service mode precautions
Many technicians are getting into trouble with EPB systems due to a lack of planning.
Service mode will, in most cases, require the ignition to be left on. If the job takes longer than the amount of charge in the vehicle’s battery, this is a problem. If the battery goes flat while service mode is engaged, the control units may lose their settings and the only way to get the system operating again is to reflash the control units. This is more of an issue with European vehicles.
To avoid this problem, ensure the battery is in good condition and fully charged. Then connect a jumper battery or a stabilised power supply
As the brake pads wear down, the piston will extend out. The thrust nut will follow the piston and self-adjust to the correct clearance for smooth application and to ensure it doesn’t cause the brakes to drag
The thrust nut is now extended on the spindle
Diagram 5 Service mode position Piston Clearance
to ensure the control units will not lose power during the repair process. Manual release
Many EPB systems have a manual release if there is a loss of power or system failure. In some cases it is described in the owner’s manual. For the cable pull systems, it usually requires the removal of a rubber grommet to access an allen key bolt, which you can unwind to release the cable tension. It might take 100 turns or more to release it.
The caliper integrated EPB system may require the motor assembly to be removed from the caliper and the spindle unwound to release the brakes. You will need to recalibrate the system if this is done. You should check for the correct procedure before attempting the manual release of these systems.
For more information on EPB systems log on to VACC MotorTech and look in the Electronic Braking Control module under the Specifications section, or call VACC’s Technical Advisory Service.
When service mode is engaged, the system will wind the thrust nut all the way back. This will allow you to push the piston in and fit the new pads
The thrust nut is now fully retracted
Brake pads are now worn down.
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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.
VACC MotorTech brings together VACC’s Tech Online, Times Guide, Tech Estimate, Technical Advisory Service and Tech Talk products with Haynes’ international know-how, to provide an enormous amount of technical service and repair information to subscribers.
nib has a mission and vision of people enjoying better health. VACC and TACC members (including their staff) receive a corporate discount on nib’s retail health insurance products. 1800 13 14 63 nib.com.au/corp/vacc
Website Services
OurAuto Digital provides a one-stop solution for your business’ website, including a custom design, rendering for smartphones and tablets, email accounts and hosting. Businesses are able to update web content themselves. VACC and TACC members receive these services at a discounted rate.
1300 687 288 ourautodigital.com.au
OurAuto iStore
Businesses can purchase a wide range of items, including personalised stationery, consumables such as floor mats and seat covers, workplace safety signage and much more. Member businesses automatically receive a discount on purchases.
03 9829 1152 ourautoistore.com.au
Fine Tuning Automotive Mental Health (FTAMH)
Funded by the WorkSafe WorkWell Mental Health Improvement Fund, VACC has developed FTAMH. The program provides free information, resources and practical measures to help automotive business owners identify and prevent mental health issues in the workplace. finetune.vacc.com.au
EFTPOS Facility
Commonwealth Bank could provide the expertise, insights, technology and financial solutions to help your business move forward. Our Commonwealth Bank Business Banking Specialists can guide you through available business solutions to suit your business needs.
03 9829 1152 vacc.com.au
Training & Education
Members can access automotive industryspecific training programs in business management, industrial relations/human resource management, technical and OHS & Environment. Skills Development Centre also facilitates short courses, online programs and diploma and degree qualifications.
03 9829 1130 info@vaccsdc.com.au vaccsdc.com.au
Freight Services
VACC and TACC members receive discounted rates and benefits, including trace and track capabilities, one number to call, one easy-to-understand invoice, and online job quoting, booking and tracking. Contact VACC for an application form.
03 9829 1152 vacc.com.au
OurAuto Diagnostic Tool
Easy-to-use diagnostic tool with class leading automotive fault technology, including seamless integration with VACC MotorTech, providing auto-detection, top range health reports and monthly updates. The Diagnostic Tool is available on a convenient monthly subscription plan.
1300 687 288 ourautoscantool.com.au
JobFinder Services
VACC Helpline provides a free job advertising service on the JobFinder website. VACC and TACC member businesses can advertise qualified and apprenticeship vacancies. All enquiries go direct to you for screening. 03 9829 1133 autoadvice@vacc.com.au | vacc.com.au
Environmental Advice
VACC members can benefit from environmental compliance advice, briefings, training and on-site assessments. Green Stamp is an accreditation program that recognises and promotes businesses which have implemented sound environmental practices.
Spirit Super is a multi-industry super fund with over 321,000 members and $26 billion in funds under management. We work hard for members through low fees, excellent service, and a focus on competitive investment returns.
1800 005 166 spiritsuper.com.au
Make it Cheaper
MiC is the leading energy price comparison service for Australian businesses. VACC and TACC members have access to a free energy bill review. Then MiC works with leading retailers to find a competitive deal.
1300 915 162 compare.makeitcheaper.com.au/vacc
OH&S Services
Members can access consultation and advice on OHS issues, including incident management, policies, workers’ compensation and more. OHS specialists provide workplace assessments and training, and administer the HazCheck management system.
03 9829 1138 ohs@vacc.com.au vacc.com.au
Officeworks
Officeworks is here to support VACC and TACC members with over 40,000 products, business services and specialist advice. Members can sign up for an Officeworks 30 Day Business Account, and enjoy exclusive business pricing and flexible delivery options.
VACC Helpline provides apprentices and businesses a free automotive apprenticeship sign-up and advisory service to assist all parties at any time. With years of experience and knowledge, it’s well worth a quick phone call to put you in the right direction.
03 9829 1133
autoadvice@vacc.com.au | vacc.com.au
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Podcast for automotive professionals and motoring enthusiasts. Join Greg Rust, Shane Jacobson and VACC CEO, Geoff Gwilym for industry news, a special guest from the automotive world and plenty of laughs along the way. info@thegrillepodcast.com.au thegrillepodcast.com.au
Auto Workplace Assist
A convenient go-to solution for supporting automotive workplace compliance needs. Health and Safety can be a complex, high risk and costly area for workplaces. AWA offers readymade, industry-specific compliance products, so that business owners can get on with the job at hand.
1300 585 136 autoworkplaceassist.com.au
TACC
Founded in 1930, TACC serves the automotive industry in Tasmania and amalgamated with VACC in 1999. TACC members gain access to all of the same products and services as VACC members, however TACC also has a number of additional services for its membership.
03 6278 1611 | tacc.com.au
Insurance
Automotive business owners can access competitive solutions through OurAuto Insurance. Specifically designed to meet to the unique risk profile of the automotive industry, OurAuto Insurance can help your business access the best cover at an affordable rate.
1300 441 474 ourautoinsurance.com.au
Graphic Design
VACC’S Marketing department can assist members with their graphic design requirements at a subsidised rate. Services include business cards, logo re-designs, corporate image overhauls, brochures and advertisements.
03 9829 1189 creativeservices@vacc.com.au
Workplace Update
All VACC and TACC members receive Workplace Update on a monthly basis via email, with issues also available on the VACC website. The publication provides the latest news and information regarding workplace and industrial relations, OHS and environment, business obligations and training opportunities.
03 9829 1123 vacc.com.au
Advertising
Members receive Australasian Automotive magazine as a member benefit and have access to preferential advertising rates. The VACC marketing department can help members by designing advertisements at a heavily subsidised rate.
John Eaton 0407 344 433 jeaton@ourauto.com.au
Tech Talk
Included in VACC/TACC membership is a subscription to the Tech Talk publication, the premier technical publication of the VACC Technical Services Department since 1986. The journal is printed 11 times a year, while a backcatalogue of articles is available as part of the Tech Online website.
03 9829 1292 vacc.com.au
Test and Tagging
ETCS offers TACC members electrical service state-wide, including installation, testing and tagging, and assisting with OHS requirements. TACC members can access special member rates.
1300 724 001 | etcs.com.au
TACC Apprenticeships
TACC takes the hassle out of hiring trainees and apprentices, as businesses are matched with high quality candidates who meet strict selection criteria. TACC also looks after all administration aspects of the apprenticeship, including visits by Field Officers.
03 6278 1611 | tacc.com.au
Roadside Help
TACC members who want to reward their loyal customers can do so though TACC’s Roadside Help program. Members purchase vouchers to give to customers, which customers can use for free help for a flat battery, tyre change, fuel or a tow back to the member’s business.
03 6278 1611 tacc.com.au
TACC Accreditation
TACC Accredited Repairers are promoted to the community as a group of professional businesses who deliver high quality repairs and services. Participating members enter into a contract with TACC to deliver a more professional level of service. TACC promotes these members.
03 6278 1611 tacc.com.au
E.T.C.S.
Electrical Testing & Compliance Service
Liability & Customer Vehicle Risks
• Damage due to faulty workmanship
• Negligence by contractor/subcontractor
• Driving risks
• Authorised vehicle inspections
Property Risks
• Business interruption
• Fire & storm
• Machinery breakdown
• Theft & money
• Glass Management Risks
• Breaches in employment
• Unfair or wrongful dismissal
• Harassment or discrimination
• Wrongful acts as an owner/director
• Statutory fines & penalties e.g. OH&S breaches
Cyber Risk
• Data breaches
• Cyber attacks
• Contingent business interruption
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