Australian Automotive August 2021

LOOK OUT

th scam activity on the rise it is critical that business owners are proactive, not

MOVING UP

It’s full steam ahead for the soon-tobe-open Museum of Vehicle Evolution (MOVE) in Shepparton

10 TECH SOLUTION

Australia’s most comprehensive technical solution combines VACC’s suite of products with the global reach of Haynes

THE GRILLE

ane Jacobson, Greg Rust join VACC for a new industry podcast that boasts Jeremy Clarkson as its first guest

14 FAIR’S FAIR

Legislation to mandate the provision of service and repair info to Australian repairers has passed the Senate

16 MEMBER TOUR

VACC travels around regional Victoria to mark some important membership milestones

THE STATS

Australia’s vehicle fleet has now surpassed 20 million and consumers are owning cars longer than ever

NEW FACE

Famous automotive enthusiast, Shane Jacobson talks auto, THE GRILLE and his new role as VACC ambassador

28 MENTAL HEALTH

Role clarity and accountability is the key to a mentally healthy workplace and Fine Tuning Automotive Mental Health is here to help

32 BIG CHAIR

Mike Borland of Borland Racing Developments talks customers, career changes and highlights

36 NEW NOSTALGIA

Melbourne-based Jaunt Motors is a new breed of company that offers modernised nostalgia for sale or hire

42 SAFETY FIRST

The Office of Road Safety has released a 10-year plan in the draft version of the National Road Safety Strategy 2021/30

TECHNICAL

48 KNOW-HOW

This issue’s technical topics are the Mazda DF system overview and common faults and Nissan YD25 oil pump differences

54 SERVICE DIRECTORY

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

56 BUSINESS INDEX

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

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SCAMS: DON’T GET CAUGHT OUT

UNFORTUNATELY, scam activity is growing in our community, and all businesses are vulnerable. The good news is that there are plenty of ways to protect yourself and your valuable assets.

According to the Australian Competition and Consumer Commission (ACCC), more than $850 million in scam losses has been reported to its Scamwatch division. The real figure is likely to be much higher, as some business owners will be unaware they have been scammed, while others may not report losses due to embarrassment. Don’t be the next victim.

Here are a few things to safeguard your business:

Remember that you – the business owner – may not always be the intended target, so inform your staff that they may be contacted by a scammer

Almost 50 percent of scams involve contact by phone. This means the person on reception or doing the accounts is a likely intended victim. Make sure they are aware of scam behaviour, and that they should report any suspicious activity to you

According to the ACCC, businesses are particularly vulnerable to false billing, which is the third most popular scam in Australia, with hacking and

MANAGING EDITOR

David Dowsey 03 9829 1247

editor@australianautomotive.com

SUB-EDITOR

Pia-Therese Hams

DESIGNERS

Faith Perrett, Gavin van Langenberg 03 9829 1159

creative@australianautomotive.com

CONTRIBUTORS

Rod Lofts, Paul Tuzson, John Caine, Steve Bletsos, Daniel Ellul, John Khoury

Don’t change banking details for your suppliers based on a received email. Always call suppliers using a known phone number (used previously) to verify banking details

Seek the best advice about digital security for your company. Pay for quality solutions and implement best practice for your website, emails, accounting software, and customer databases

If you or a staff member receives a text message or email from an unknown source be careful before clicking any links. If in doubt, do not

click on links. Try to contact the business by phone. If a phone number is not provided, the message could be a scam Scammers rely on fear, so will often put unreasonable deadlines on their ‘calls to action’. Be careful of messages stating: Action required by 5pm tonight; Pay immediately or action will be taken against you; Your credit card will be suspended unless you click here, and similar phrases.

Finally, keep a regular eye on the ACCC’s excellent Scamwatch website for scam alerts, news and analysis, along with further information and important contacts. Go to: scamwatch.gov.au

David Dowsey

VACC adheres to its obligations under National Privacy Principles legislation. Information on products and services contained in the editorial and advertising pages of this magazine does not imply the endorsement of any product or service by VACC. Australian Automotive is copyright and no part may be reproduced without the written permission of VACC. Advertisers and advertising agencies lodging material for publication in Australian Automotive indemnify the VACC, its directors, Board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. This publication is distributed with the understanding that the authors, editors and publishers are not responsible for the results of any actions or works of whatsoever kind based on the information contained in this publication, nor for any errors or omissions contained herein. The publishers, authors and editors expressly disclaim all and any liability to any person whomsoever whether a purchaser of this publication or not in respect of anything and of the consequences of anything done or omitted to be done by any such person in reliance, whether whole or partial upon the whole or any part of the contents of this publication. Advertising accepted for publication in Australian Automotive is subject to the conditions set out in the Australian Automotive rate card, available from editor@australianautomotive.com

IF A SEIZED BUSHING HAS YOU BUSHED…

Shepparton's MOVE impresses

WHEN VACC President, Mark Awramenko, VACC CEO, Geoff Gwilym and VACC Industry Policy Advisor, Michael McKenna hit the road out of Melbourne, Murray River-bound, their mission was not solely to celebrate the past and membership milestones – it was also about looking to the future.

And that road led them to Shepparton and it’s soon-to-be-open Museum of Vehicle Evolution (MOVE).

Before heading to the museum, formally the Shepparton Motor Museum, the group met with Chamber Executive Board Member and Chair of the Farm and Industrial Machinery Division, Paul Bertoli of Bertoli Farm Machinery.

Paul was able to provide some insight into the local industry. “The farm machinery industry in Shepparton is a valuable lifeline for the production of some of Australia’s premium farm produce. When the harvesting season begins, it’s all hands at the wheel amongst Bertoli and the other farm and machinery dealers in the area,” he said.

A great advocate for Shepparton and surrounding districts at VACC, Paul maintains a valuable connection to local political leaders and plays a key role in identifying and championing Chamber opportunities in regional Victoria, including the museum.

The group was greeted by MOVE directors, Peter Hill, Darren Linton and Geoff Cootes, as well as manager, Jenna Law. A tour of the older car and motorcycle museum extension followed, and the team were particularly impressed by the undercover industry and community event space.

“(VACC has) provided sponsorship to the car museum in various ways over the years but this visit is more strategic than that. We need targeted messages to get young people and Mums and Dads interested in promoting

the industry and its careers to their children,” said Mr Awramenko.

The new space at the museum was an eye opener and a testament to local donor, Jim Andreadis’ passion, along with other supporters in town. The state and federal governments may have contributed financial support, but the Chamber recognises that the expansion really has been driven by local businesses, car and truck enthusiasts and the public.

Over 30,000 people annually visited the existing car museum and with the recent works, as well as a new truck space and one of Australia’s best historic costume collections – dating back to the first fleet – it is anticipated the entire facility will attract more than 50,000 people in the coming years.

With such an audience expected, a Chamber partnership just makes

sense. With the support of museum directors, VACC looks forward to engaging with their visitors, and getting automotive careers front of mind.

Work is well underway in prep for the opening of MOVE (top). VACC leaders visited the impressive Bertoli Farm Machinery establishment (above). The museum expansion is set to be a major Shepparton attraction and will have something for everyone (below)

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VACC Technical has changed

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

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

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

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

Haynes is best known in Australia for its Haynes manuals that have been in print since 1965 and have sold over 200 million copies worldwide. However, they

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

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

The HaynesPro products include:

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

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

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

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

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

Visit: motortech.com.au to learn more.

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

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

So join us.

THE GRILLE: Launches 10 August

THE GRILLE podcast Shane Jacobson, Greg Rust join VACC

INTRODUCING THE GRILLE, a new automotive industry podcast hosted by Greg Rust, Shane Jacobson and VACC CEO, Geoff Gwilym. The first episode is available now and includes a special guest interview with UK motoring personality, Jeremy Clarkson.

Listen and subscribe on Apple Podcasts, Spotify, LiSTNR or the VACC website. Published monthly, each episode will feature news and views about the state of Australia’s automotive industry, as well as an interview with a famous motoring personality.

In the midst of all the noise out there, THE GRILLE is proudly different. Boasting the best and most knowledgeable hosts, with quality content and high production values, the show is set to become a favourite among automotive professionals, motoring enthusiasts, and motorsport fans.

Greg Rust – one of Australia’s bestknown motorsport journalists and commentators with years of experience behind the microphone and in front of

the camera – takes the driver’s seat. “We just felt like there was a gap in the automotive space for this type of show. Plenty of people talk about automotive in panel style discussions but we wanted a podcast with an almost FM radio program feel about it... pacey and fun but, importantly, with authority. Having such a respected industry commentator like Geoff Gwilym on board, and the resources and know-how available to VACC, really gives THE GRILLE a point of difference. And when they told me my old mate Shane Jacobson was on board, I just had to be part of it. He’s got this proper, deep enthusiasm for cars and bikes that is infectious and, as you know, he lives life with a laugh so that’s a bit of a mantra that underpins THE GRILLE,” said Greg.

Joining Greg is Shane Jacobson, an immediately identifiable and well-loved actor, presenter, and knowledgeable automotive enthusiast with fuel coursing through his veins.

THE GRILLE team really is the best. Greg Rust is so knowledgeable and wellconnected within the automotive world, and Geoff Gwilym is the go-to guy for industry comment. What he doesn’t know isn’t worth knowing. I’m really geared up for THE GRILLE. Talking all things automotive? Try to stop me,” said Shane. Bringing rigour and a business perspective, VACC CEO Geoff Gwilym is a respected automotive professional with decades of industry experience.

“There’s a good reason for teaming up with Greg Rust and Shane Jacobson for THE GRILLE. We completely understand there are two components to a good podcast. One is great content, delivered in an authoritative way. The other essential element is entertainment. THE GRILLE delivers both,” said Geoff.

Subscribe to THE GRILLE now, visit: thegrillepodcast.com.au or listen via your favourite hosting platform.

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Service and repair data: Fair access to become law

GROUND-BREAKING legislation

to mandate the provision of motor vehicle service and repair information to Australian automotive repairers has passed the Senate.

The world-leading legislation fulfills a government commitment for a mandatory scheme to compel car manufacturers to share technical service and repair information with all qualified Australian repairers from 1 July 2022. Work is already underway to assist the Treasury Department in designing information-sharing scheme rules.

Peak automotive organisations, manufacturers, information providers, and the Department will work collaboratively to finalise the rules, mechanisms, and processes to implement the scheme smoothly in 2022.

VACC congratulates the Morrison Government, notably the Assistant Treasurer and Housing Minister, Michael Sukkar, for championing and seeing through a legislated solution.

“Minister Sukkar recognised the need for a practical solution and persisted despite sometimes seemingly insurmountable odds,” said VACC CEO, Geoff Gwilym.

“Australia’s global policy leadership is again highlighted as one of the few global jurisdictions to legislate a fair and balanced outcome for Australian consumers and automotive businesses.”

The passage of the legislation through the Senate culminated a decade-long effort of trial and error, voluntary agreements, inquiries and investigations, submissions, advocacy and representation, ending

in a recommendation by the Australian Competition and Consumer Commission in 2017 for a mandated solution.

“Automotive service and repair businesses will have strengthened rights to repair Australia’s 20 million-strong fleet by accessing manufacturers’ and data providers’ service and repair information at reasonable prices. Australian motorists will also know their chosen repairer has access to critical service and repair information,” said Mr Gwilym.

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LK Diesel Service 50-year anniversary

LK Diesel Service in Braeside has reached the milestone of 50 years of Victorian Automotive Chamber of Commerce (VACC) membership. To recognise this achievement, VACC Engine Reconditioner and Radiator Division Industry Policy Advisor, John Khoury met with co-owner, Michael Kuhlwind. In 1956, Michael’s father, Ted – a specialist in Magirus Deutz trucks –arrived in Australia. Ted was employed by Victorian Magirus Deutz truck

dealer, Ansair. It was there where he met Lloyd Lang, a field engineer.

In 1967, Ted and Lloyd formed a partnership and LK Diesel Service, a small workshop in Newmarket, was established. Ted and Lloyd’s wives, Lorna and Dotty, later joined the business. Ted and Lorna’s three sons Michael, Bernard and Ralph would also later join the team. When Lloyd and Dotty retired, the Kuhlwind sons acquired Lang’s interest in the company.

Cee Bee Motors

Over time, LK Diesel Service has experienced significant growth. The

50-year anniversary

TO mark the business’ 50 years of Chamber membership, Cee Bee Motors owner, Colin Borthwick, welcomed VACC Industry Policy Advisor, John Khoury into the Preston workshop. It was an opportunity to take a moment to reflect on a successful automotive career, as well as accept the business’ 50-year certificate, which is held by only a select few. Sitting down with John, Colin cast his mind back 1962, when his automotive career began as an apprentice at L&G Motors in Carlton. He was there for seven years, learning on the job and working on FB and FC Holdens, right through to EH Holdens. In those days, the vehicles were used as taxis. Colin remembers it as a time when work was plentiful, and mechanics were required to perform all types of repairs – from engine and head reconditioning, to changing oil and brakes. Everything was done in-house. At the age of 24, Colin was given an opportunity to run a workshop attached to a service station in Preston. Within 12 months, he had outgrown the premises and decided to take the leap and start his own business. In 1970, Cee Bee Motors was established. The business went from strength to strength, and eight years ago an opportunity arose for Colin to branchout again. The factory next door to the

workshop came up for sale and, after renting for most of his life, Colin jumped at the opportunity to own his own premises. The business has never looked back, with service offerings expanding to include motor vehicle sales – which has proved to be a successful new revenue stream.

Reflecting on the business’ highs and lows, Colin maintains that over the years keeping up with emerging technologies and investing in equipment has proved a challenge, but a necessary one. Other changes for the business have come in the form of leadership. It seems that automotive is in the blood, with the business now managed by Colin’s son Brad, a hands-on qualified mechanic and licensed vehicle tester.

While there has been changes, consistency in some areas of business have been the key to Cee Bee Motors’ success. The industry has evolved over the years but Colin’s passion for working on cars has never faded, although nowadays he is repairing and servicing modern day vehicles. Another constant has been the importance placed on great service. He attributes the strong value placed on customer service as the reason why he has had minimal issues with customers throughout the years.

Cee Bee Motors has had a great journey so far and looks forward to the next chapter – with VACC along for the ride.

The Cee Bee Motors team accept their 50-year membership certificate

manufacturers, and the reconditioner and supplier of new and used engines for multiple industries. They can also provide tailored solutions for customers. Additionally, the business is recognised as the leading Deutz dealer in Australia and a top Kubota Power Centre in Victoria. The team sees a bright future ahead despite many industries transitioning towards electric motors. Michael acknowledges there are challenges ahead but also sees new opportunities, with

many engine manufacturers building hybrid and electric-only equipment.

VACC thanks the team at LK Diesel Service for its long association with the Chamber and looks forward to many more years of membership.

LK Diesel Service co-owner, Michael accepts the business' 50-year membership certificate from VACC Industry Policy Advisor, John Khoury

Ralph Guastella Motors 50-year anniversary

John Khoury

I had the pleasure of presenting Ralph of Ralph Guastella Motors with the business’ 50-year membership certificate, in recognition of its long association with the Chamber.

Ralph began his automotive career as an apprentice mechanic in Ragusa, Sicily, in 1954. He worked as a diesel mechanic in a petroleum refinery in Port Augusta in Sicily from 1958 to 1961. The spark was there and then, on his way to mandatory enlistment in the military, Ralph was given a sign, literally. It was on a local shop front and read: Motor Mechanics Required for Australia, panel beaters, diesel mechanics, enquire within. He was a qualified mechanic by then and car and diesel mechanics were in high demand. Without hesitation, Ralph applied and was accepted. Forty days later he was on a ship heading to Australia, with £10 to his name. It was a month-long journey, and he spent four hours a day learning English from a British teacher. Despite his preparation, upon arriving in Western Australia, Ralph recalls asking a taxi driver if he could take a group of five to King George Park. After the trip, he was asked for ‘10 bob’ and was confused. The driver chuckled and pulled out a note to demonstrate. “Isn’t that 10 schillings,” said Ralph. “Only if you go to a pommy country. This is Australia, mate,” replied the driver. Ralph took it as a

out well, his work ethic and commitment to the job were obvious and he was offered nearly triple his previous wage.

It was a busy time for Ralph. During this period he also married, started a family and purchased a house in West Brunswick. In 1968 he decided to return to Italy for a brief time, before returning to establish his own business – with the financial support and mentorship of his former boss. He later took over an ESSO service station in West Brunswick. It was his first workshop, and his first year as a VACC member was in 1971.

In 1982 Ralph would sell his first site and open up a new workshop with his son, Carmelo on Victoria Street in West Brunswick.

After 31 years, the business was ready to upgrade again, and Ralph – along with his son and grandson, Matthew – moved to a larger workshop up the road. This is where he continues to operate, working with Carmelo, Matthew, Jim and Jack – who has been with them for over 45 years.

The secret to the business' success?

“Do the jobs right and earn the customers' trust. If you tick off these, your customers will never leave you,” said Ralph. A family business inside and out, he places great importance on fostering a positive work environment.

The fact that the business has customers spanning four generations is a testament to his management and technical skills.

The Ralph Guastella Motors story is one of adventure and drive. And it continues

Ralph and his team outside the West Brunswick workshop with their 50-year membership certificate

VACC goes to Warnambool

VACC CEO, Geoff Gwilym and VACC Executive Manager Training, Nigel Muller set off for Warrnambool in a series of industry visits capped off by an industry round table hosted by South West TAFE. The driver for the event was the desire to continually engage with members, in their workplace, and to create a forum to share industry and VACC thoughts on current challenges.

Kents Service Centre

First stop on the way through Geelong was 50-year VACC member, Kents Service Centre. Kents has a proud history of serving the local North Geelong community. The team has offered broad mechanical services for decades, working on all makes and models of cars, including diesels, AWDs, 4WDs, trailers, light trucks, minibuses, off-roads, utes and vans. Business owner, Steve Kent kicked off his automotive career gaining some experience in his father’s workplace, Caprons, before leaving school at 16 to begin his apprenticeship. “My dad was a mechanic in the early days and, back then, this meant he could repair anything from British cars to farm machinery,” said Steve. Training at the Gordon Technical School, Steve cut his teeth and, notably, a fellow attendee was current VACC President, Mark Awramenko.

Over the years, Steve’s shop has fluctuated when it comes to staffing numbers, sometimes employing up to six mechanics. Today, Steve enjoys working independently. During the visit, the topic of electric vehicles inevitably came up. Steve’s view on how the industry will cope with an inevitable electric car fleet – “the future vehicle technicians will be different from us. We are really the tail end of the current mechanics group and the change ahead will no doubt see a lot of older mechanics hang their shingle”. Mr Gwilym awarded Steve with a well-earned 50year VACC membership certificate, and thanked him for his support of VACC and contribution to a great industry.

South West TAFE

South West TAFE hosted an industry forum in the evening of 11 May, with over 60 local business owners and key staff from the Institute attending to hear VACC present on the future of the automotive

industry. VACC CEO, Geoff Gwilym presented the keynote at the event, outlining the findings of a Motor Trades Association of Australia industry report on the state of the automotive industry. Mr Gwilym provided key statistics and reflected on his discussions with industry in Sweden, Norway and Germany. Electric vehicle (EV) transitions and skills training formed a central part of the evening.

Of major concern to employers in the local area was a lack of available tradespeople and new apprentices in the South West regions. Geoff pointed to a lack of skilled migration, due to COVID-19, and a reluctance of many employers to put apprentices on as key reasons for the shortages. Compounding this was a myopic focus in the Australian community on sending young people to university, instead of funneling interested young people into trades and TAFE. The forum discussed strategies for attracting new apprentices and Mr Gwilym revealed that over 70 percent of employers would need to put on an apprentice in order to slow the labour and skills deficit in Australia. “Currently only 50 percent of automotive businesses put an apprentice on, and 50 percent of these don’t finish. Clearly the supply pipeline is not sufficient for an industry that has more than 31,000 vacancies nationally.”

discussion, with employers fascinated at the level of EV transition in countries like Norway. Mr Gwilym outlined recent policy changes for road user charging for EV and hybrid vehicles, and suggested that at some point road user charging would be extended to petrol and diesel passenger vehicles. “Many governments around the world will move to incentivise EVs and disincentivise passenger internal combustion engines. This will take the form of road user charging and congestion levies,” he said.

In closing, Geoff outlined the opportunities in the future and why employers should get on the front foot where change is imminent. “Even in the rail industry – where wheel tappers and shunters became largely extinct 100 years ago – people kept building trains; they were just different ones.”

Callaghan Motors

Bright and early next morning, Geoff and Nigel visited another long-term VACC member, Callaghan Motors to explore their multi-franchise dealership precinct on Raglan Parade. Dealer Principal and owner, Steve Callaghan Jr gave his visitors a tour of the marques on the site including Suzuki, RAM, Mercedes, Mitsubishi and Hyundai. The diversification on the site also included a New Age recreational vehicle site and the Polaris brand, all backed up by a TJM outlet. The Warrnambool business was established in 1933 by Steve’s great grandfather, Frank Callaghan Snr, who joined forces with

Steve Kent is presented with the Kents Service Centre 50-year member certificate by VACC CEO, Geoff Gwilym

was killed in a car accident on the Albert Park race circuit shortly afterwards, leaving Frank to run the business on his own from 1934. Frank decided to stay the course and built the business into the leading local automotive brand it is today.

During World War II, Callaghan Motors was commissioned by the Federal Government to produce munitions. This was a major achievement and Callaghan’s were proud to be part of the Australian war effort.

Callaghan Motors’ association with Holden began in 1958. Frank’s son, Brian joined Callaghan Motors in 1964 at the age of 22, after completing a degree at Melbourne University. He went on to become Dealer Principal and has since been succeeded by his son, Steve. Steve walked Geoff and Nigel down the business' extensive history wall. Images depicted the inside of the dealership and displayed the many staff who had worked for over 30 or 40 years in the business. Clearly, it is an enterprise that understands the value in looking after and building the skills of loyal employees. “The issue of staff retention and attraction dominated the discussions in the forum. Here is a great example of how staff loyalty can be created by working as part of a team with staff and genuinely valuing their contribution to the business. This is not a new concept,” said Mr Gwilym.

dealership and the family has become an integral part of the local history, with 80 years of continual service to the people of Western Victoria.

Timboon Motors

Next stop, Timboon Motors in Timboon for a meeting with the business owner, Barry Cook and his son Ashley, the business’ accountant. Barry outlined a long local history of the business, which was started when his father, Gordon, took over Timboon Garage in 1947. Barry’s mother, Nancy also worked in the business until the ripe old age of 80.

The business, gracefully positioned on a sweeping bend coming into town, was originally a local repair shop until Gordon, who was an engineer, decided to start selling vehicles on the site. Ultimately, this led to a 70-year relationship with Holden which saw Timboon become the primary brand seller for Holden in the area.

The business now has its own body and paint shop, and the team prides itself on being able to offer a total repair solution for customers. “Cars that have panel damage don’t need to be transported to a body repairer in another town. We have this service on-site and are available for accident and non-accident bodywork. Like many country businesses, Timboon Motors has enjoyed long-term loyalty from its workforce, with staff like Ray Gillingham providing over 50 years of service, which was recognised in 2019,” said Barry.

and sells Husqvarna brand outdoor power equipment, including ride-ons. Barry maintains that the key to the family business’ success is diversification. “We have had our ups and downs over the years but it is not having all of our eggs in one basket that has got us through and this continues today. Even though Holden parted with us after 70 years, we are still looking for options for the future which will help sustain and grow the business,” said Barry.

From left: Ashley Cook, VACC CEO, Geoff Gwilym and Timboon Motors owner,Barry Cook

An image of Warrnambool Road, Timboon back in the day. Timboon Motors has moved with the times, diversifying as the business climate and customer demand has changed

More cars and older cars

Words Steve Bletsos Senior Analyst, VACC

FOR the first time, Australia’s vehicle fleet has surpassed 20 million vehicles on road. According to the latest ABS data, there were 20.1 million vehicles registered in Australia as of 31 January 2021, an increase of 1.7 percent or 336,611 vehicles over January 2020. Furthermore, the average age of the national vehicle fleet on road has now risen to 10.6 years, up from 10.4 years in 2020. Consumers are now owning cars longer than ever. Motor vehicles aged 16 years or older, now represent 24 percent of all registered vehicles on road, whilst vehicles aged 11 to 15 years represent a further 22 percent. Therefore, almost half of all vehicles on road are aged 11 years or older. Aside from the market disruptions caused by COVID-19, improvements in the quality and reliability of vehicles over time have enabled consumers to keep their cars for longer periods. There is also a trend towards longer car loans over

six years or more, that are providing an incentive for owners to hold on to their vehicles. Whilst an increasing proportion of out-of-warranty vehicles on road may be good news for the vehicle aftermarket, service and repair sector, from a dealer perspective and a safety perspective this is not necessarily the case. Vehicles 15 years and older may only contain one or two airbags (or none) and lack many other critical safety features such as electronic stability control, anti-lock brakes and traction control. These features are proven to reduce both vehicle accident rates, personal injuries and fatalities. An older vehicle for a new learner or probationary driver may not always be a good choice in terms of safety.

Other interesting facts released by the Australian Bureau of Statistics include:

The proportion of diesel-powered vehicles increased by 0.8 percentage points to 26.4 percent of all vehicles on road at the end of January 2021, compared to the end of January 2020

Petrol-powered vehicles decreased by 1.0 percentage point to 71.7 percent of the national fleet at the end of January 2021

There were 23,000 electric vehicles on the road at the end of January 2021, increasing by 62.3 percent over January 2020

All states and territories reported an increase in the number of vehicles on road from 2020 to 2021. Queensland, South Australia and the Australian Capital Territory all recorded annual growth of 2.3 percent, the highest of all states and territories. Victoria’s fleet grew the least at 0.7 percent Toyota topped the list for the highest number of passenger car vehicles on road for the sixteenth consecutive year, with three million passenger cars. Holden continues to hold onto second place ahead of Mazda in third, despite the number of Holdens on the road falling by 5.3 percent at the end of January 2021. Hyundai has moved into fourth place, replacing Ford which saw a drop of 4.8 percent over the period.

Consumer guarantees to apply to more consumers

Words John Caine Business & Consumer Affair's Manager, VACC

THE definition of 'consumer' under the Australian Consumer Law (ACL) has grown as of 1 July 2021. A consumer will be able to rely on the rights and remedies given to them under the consumer guarantees when buying goods and services acquired in more situations, including business to business. As the law stood, a person was taken to have acquired goods or services as a consumer if the amount they paid was $40,000 or less (or if the goods or services were of a kind ordinarily acquired for personal, domestic or household use or consumption).

The monetary threshold has now increased from $40,000 to $100,000 under the Treasury Laws Amendment (Acquisition as Consumer – Financial Thresholds) Regulations 2020 (Financial

Threshold Regulation). This is a significant increase in the monetary threshold. There is now a broader range of goods and services being classified as ‘consumer’ goods or services as a result of this significant increase in the monetary threshold. In particular, there will be a new spotlight on goods and services (including commercial goods and services) that are not of a kind ordinarily acquired for personal, domestic or household use or consumption that are between $40,001 and $100,000. These goods and services currently fall outside of the definition of consumer but will soon be captured.

As highlighted in previous articles, the ACL creates consumer guarantees regarding the quality and function of goods and services that automatically apply to every supply to a consumer. These cannot be waived, limited or excluded, or misrepresented.

For example, where goods are supplied to a consumer, the supplier guarantees they are of acceptable quality, fit for any purpose specified, and matching with any description or sample given. Where services are supplied to a consumer, the supplier guarantees that the services will be provided with due care and skill, fit for any specified purpose and supplied in the time-frame agreed or within a reasonable time. A failure to comply with the consumer guarantees entitles the consumer to remedies under the ACL including repair, replacement, refund, cancellation and compensation, depending on the nature and extent of the failure.

Suppliers and manufacturers of goods and services valued at up to $100,000 will need to consider whether this increase is likely to bring their business operations within the scope of what the ACL considers to be consumer goods and services.

Shane Jacobson

SHANE Jacobson is a muchloved Australian actor, presenter and knowledgeable automotive enthusiast. Now, he takes on a new role as the Victorian Automotive Chamber of Commerce (VACC) ambassador. Sitting down with Australian Automotive editor, David Dowsey, he talked about his passion for automotive, shared details about the Chamber’s new THE GRILLE podcast and more. Where did your interest in all things motoring come from?

The truth – it was a virus I caught when I was really young, and for which I am not seeking a cure. I got it like when you get German measles and the mumps – you really get it. But I didn’t build up an immunity, I just got sicker. It doesn’t come from my family. I am the one that has an interest in motorsport. My sister knows that there are things called cars and has seen them. My stepfather was a steam engine fanatic, and I would go to steam engine rallies and learn about engineering. My brother doesn’t have much of an interest in cars beyond they are a mode of transport. It was me, on my own. But like any passion, you don’t know when it starts. My bedroom was covered in pictures of cars and motorbikes that I cut out and posted on the wall. I had hundreds. My parents let me cover every inch of my bedroom walls. In the end, there was no room for me to put up an EH Holden until I tore down a picture of an EH Holden. What were your favourites back then?

I remember seeing a candy-apple red hotted-up EH Holden with a 400 Chev and centre-line mags pull into the supermarket carpark in Avondale Heights. I was about 10 and sitting on my Malvern Star (bicycle). It was the first fully-fledged hot rod I had seen. I had never seen anything like it. I’m a Holden man, no doubt, but I am a car lover. The 1932 Ford is on my hitlist. They distract me. The XB Coupe from Mad Max is the toughest looking car I have ever seen. I have a 1970 ZB Fairlane because they are a moving piece of art. I have always, as long as I can remember, loved cars.

You have an obvious passion for classic cars. What’s in your garage?

I have a 1964 EH Holden, a HJ Kingswood from the film Charlie and Boots that I was in with Paul Hogan – that is in the Holden museum in Echuca, a HQ Ute, a ZD Fairlane, a 1963 MG B Roadster, a VS Commodore Ute that is done up for rallying, an old LandCruiser, and a Morris 1100 convertible that I am doing up. You also like motorcycles.

I have always ridden dirt bikes, and later in life I started riding road bikes. I currently have a dirt bike that my wife insists I get rid of... And heavy vehicles…

I own a bus with a few friends. I have a CAMS racing licence because I compete in motorsport. I got sick and tired of sitting on an oil can at the end of the day, so I have this bus which is fitted out. I have a lot of licenses. I felt as a young kid that to be employable anywhere in the world I should be able to drive things or pick things up and put things down. This was my survival plan. So, I have forklift, scissorlift, boom-lift, car, motorcycle, bus, truck, all the way up to a semi-trailer.

Do you work on your cars yourself?

No. I understand it, but I am not mechanical. I have helped a friend rebuild a HQ Station Wagon. But do I pull an engine apart and put it back together again? No, I don’t. I have trusted people that do my work, including panel beating – I have a guy that can roll panels. I consider myself a handyman but that mechanical stuff, I don’t do. I went to a tech school, so I did do automotive and electrical. But other than helping mates, I have always had my cars worked on.

What is your most memorable drive?

If I can have four children and love them equally, I think I can answer this in two parts. I always get a buzz when I go under the timber arches of the Great Ocean Road, because I am a Victorian and it has always been a

signature drive for people. The views are amazing. I go for holidays with my family in that region, and I used to go there as a kid with my family, so when I get on that road it takes me back. Even today it seems romantic. The other trip, thankfully, has been captured on film, when we did the movie Charlie and Boots with Paul Hogan. The film is a road trip from the southernmost point of mainland Australia, Warrnambool, to Cape York. It was filmed in sequence and we did it by road. I love that the movie has helped a lot of fathers and sons to do road trips and get to know each other. It spurned on a lot of real-life connection stories. That makes that journey even more special for me, and it also served a purpose for other people. So, that’s why I have two favourites – one is the road that I love for the road, and the other is the journey for what it caused. What was it like working on Top Gear?

The number one question I get asked is – is hosting Top Gear the greatest job in the world? The answer is yes. We all know that the most fun you can have is driving fast in someone else’s car, with someone else’s fuel, with someone else’s insurance policy, and on a closed-off road in safe conditions. That’s the dream that came true. I actually didn’t know I was being asked to host the show. I was contacted and I thought I was being asked to be a guest on the show, during the ‘Star in a Reasonably Priced Car’ segment. I was even thrilled to be asked to do that. I pulled up to meet the show’s executive producer, Peter Abbott on St Kilda Road. I was running a bit late, which is never a good thing when you want to make a good impression. I was driving a six-litre Calais and I got the rockstar car park right outside this café where we were to meet. I parked the car, and the engine is rumbling. When I got out and met Peter, he said, “Okay, you like your cars”. Halfway through this meeting he said, “We’d love to have you as the host”. And then I realised. I was so thrilled. The experience itself took me over to New Zealand and England and Ireland and I worked with all of the guys from Top

Gear in the UK. They are still my mates –they were fantastic to me. I also ended up doing the Top Gear Live festivals and arena shows, and had the thrill of a lifetime. It’s going to be hard to beat, but it doesn’t mean I won’t stop trying. You were a competitor in Targa Tasmania in 2021. What was that like?

It’s hard not to think back to Targa 2021 and not see the cloud of the tragedy of three lost lives. We had three in two days. Having said that, when you compete, you are aware of the risk. But it doesn’t make it any easier to swallow. We all entered that event, including those who lost their lives, because it is such a great event. We did about 2000 kilometres of road travel – not all of it competitive – and it was magnificent. Sir Stirling Moss was asked what the greatest road in the world was and his answer: Any road in Tasmania. And there is a man who had driven a few. I love Tasmania and I love cars, so competing in Targa Tasmania makes a lot of sense. It was a bucket list thing for me. It ticked all of the boxes. You are VACC’s ambassador. What are you going to be doing in your new role?

What I’m going to be doing is having a lot of fun, because what it does is hand me the keys to an arena that I love walking around, which is the state I live in (Victoria), and the all-encompassing

world of automotive. It also gives me a chance to broaden my knowledge about the auto industry, such as the sectors and jobs within it. I hope to have a positive impact on the community VACC services. I want to make the world more aware of what VACC does for its members. It’s no mystery to (Chamber) members but I hope to shine more of a light on that, so the wider community understands the great job VACC does. Also, the members of VACC – several of which are my friends – have told me that they’re excited that I am coming on board, so that we can get more attention on what the Chamber does and what their colleagues in the auto industry do. There are panel shops and auto electric people, and all sorts of automotive people,

Hopefully I can give them a slightly louder voice. They have a voice, and they have knowledge and experience, but sometimes you have to stand on the roof of your car and yell a bit louder to bring attention to issues. I see that as my job. I’m really looking forward to it. Tell us about VACC’s new podcast, THE GRILLE.

It’s exactly like going to the pub with people who are like-minded, who you like, and talking about things you love and not getting off topic. I specialise in getting distracted, so thankfully there are two other people there to keep me on track. To have my mates, Greg Rust and (VACC CEO) Geoff Gwilym by my side talking about all things motoring is amazing. I like to think that what I bring is passion and hopefully a few laughs, but what we also have is great experience and knowledge from Geoff, and also from Rusty. It’s so great to be in the same space where we can bounce thoughts off each other, but this is all backed up with data and experience. If the audience has half as much fun as I do recording the podcast, I can’t see it doing anything but growing.

Subscribe to THE

GRILLE

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ROLE CLARITY IS KEY TO COHESION

'HEY mate, I’m not a mind reader you know…' Who hasn’t said those words at some time in their working lives?

How often do we simply just assume that ‘the other person’ knows what we want, knows what we expect of them, because… well… 'because they should know, they’ve been here long enough…'?

You’ve done it, I’ve done it. We’re all guilty of that one, at home and at work. The fact is, no matter how well organised our business might be, there will always be gaps – small jobs and accountabilities that 'fall between the cracks' – that someone expected someone else to be doing or looking after.

When they happen, these things can cause embarrassment, cost money, or really cause problems for relationships within the workplace. It always leaves someone feeling that they’re 'carrying the can'.

If it happens a lot, or even a little, it’s a sign that things are not as they should be: that roles and responsibilities are not clear, and that there are problems in communication and accountabilities. This can be really corrosive to the business culture and quickly undermine staff morale and engagement. At its worst, for those on the end of the chain, it can be a source of extreme work stress, dissatisfaction and feed

feelings of injustice and victimisation. 'No-one told me I had to do this'.

It is simply human nature that we need to know what’s expected of us when we’re at work; we all want to know exactly what our job is, what the expectations are around the role, who we report to, and who else is involved: who we consult with or involve when going about our work. No-one goes to work to fail, and no-one wants to go home at the end of the day wondering what exactly it is they should be doing. And absolutely no-one wants to be going home feeling unfairly blamed for something they considered outside of their role. It’s bad for their mental health, and bad for the health of the business.

A clear, and agreed, job description

So, have a look around your business, in your front office and workshop and ask yourself: How many of these people have a clear job description, one that lists the skills attached to the role, accurately describes their duties and responsibilities, and who they report to?

The fact is, there are a few simple remedies to properly establishing roles, responsibilities and accountabilities,

and to ensure that everyone knows where their roles overlap with others and where the co-operative touchpoints are. That’s what role clarity is about – the role being clear, agreed between the parties, and understood.

The first thing to do is to ensure that every member of staff has a clear job description; one they’ve signed, one they’ve discussed with you, one you’ve both agreed accurately describes the role and accountabilities, and one that is a living document – that is, altered from time to time (as roles change or evolve), and discussed and agreed and updated as those roles change or evolve.

The second is to ensure that communication at your workplace is all it should be. That there are regular formal and informal gatherings where people talk; roles and special efforts are discussed and those 'doing the job' get a chance to talk about the job, and are fully consulted when roles are changing or work systems are being modified. There are few things quite so dispiriting as having a role changed, or a work-flow or work system changed, without consulting with those actually doing the job.

Mentioned in despatches

The third thing to attend to is ensuring that your people are being fairly recognised for the work they do. We all thrive on a little recognition for effort,

contribution makes a difference. Remember when you were a first-year apprentice? How important was it to you when someone noticed your work, your little extra effort or initiative? Being occasionally mentioned in despatches – at a staff meeting or informal gathering – and being thanked or recognised is good for the

person, great for staff morale, great for engagement and productivity, and good for the business.

This is what workplace mental health is about: it’s about creating a workplace and work culture where everyone feels good about being at work.

For more information go to: finetune.vacc.com.au or call 03 9829 1130.

MIKE BORLAND

BORLAND RACING DEVELOPMENTS

Borland Racing Developments (BRD) is one of the world’s leading designers and constructors of spaceframe chassis for motor racing applications. The company’s founder and owner, Mike Borland, is the nephew of former champion Australian driver and Cheetah racing car constructor, Brian Shead. A trained diesel mechanic, Borland started his career in 1980 as a part-timer, helping to prepare the cars of Sheed’s teammate Brian Sampson, and Peter Macrow. In 1984 BRD was formed to prepare and engineer cars for the Australian Formula 2 Championship, where he won four national championships with Peter Glover (1984-85), Jon Crooke (1986), and Rohan Onslow (1988). He then began producing Spectrum Formula Ford (FF) and Sabre Formula Vee racing cars. A dominant one-two in the 1998 FF Championship signalled Spectrum’s arrival as a major contender. Spectrum has become the most consistently successful brand in Australian FF racing and has won numerous championships in overseas competition. Today the overwhelming majority of the company’s cars and components are sold to international markets.

What prompted the switch from working on racing cars to building them?

I had always wanted to build cars and it was the next logical career step. When I was a kid, I would ride my bike down to Brian (Shead’s) place and show him all the latest designs I had come up with and probably bore him to death with them. I’d also balance wheels for them and things like that. Brian was such a practical person and practical engineer, so being able to work on his cars and learn how to design things that were simple to make, simple to work on, and simple to maintain was a really good lesson. He didn’t give a lot of help designing the car, he just sort of spoke about a few of the basics, suspension geometry basics that he stuck to, which has kept us in good stead the whole way through.

Brian’s cars dominated, so can ‘simple’ also be a better way to go? Absolutely. You can over complicate things and sometimes I think it takes longer to design something simple than it does to design something complicated. He didn’t do a lot of drawings – he would just make a sketch, think about what he was doing and get straight on the lathe and make it. I learnt a lot about that part of it, just thinking and making something rather than spending hours and hours at the drawing board.

Building racing cars in Australia doesn’t seem a secure way of making a living. Did that enter your mind at the time? No, never. It was a hobby to start with but it’s something I have always wanted to do since I was a six, seven, eight-year-old kid. It was my passion and it’s probably

unfortunate that I haven’t treated it like a business as much as I could have – it has always been, ‘What’s the next car I can build?’. From a business point of view, it’s like a lot of businesses, you have to work pretty hard at it and we have worked hard at it over the years. We have found a niche for ourselves. At our next meeting at Sandown, it will be 35 years since our first race. We haven’t tried to outgrow ourselves. Had I been in England, I possibly would have because we would have gone from FF and thought, ‘Oh cool, I can build a Formula 3 car now’ and spent all our profit developing that car and then moved to the next step after that. I haven’t been able to do that here in Australia. I have stuck to FF and Formula Vee and worked hard at keeping that part of the business alive. It is a bit harder in Australia because like a lot of Australian companies, even Ford and Holden, you are perceived as being inferior to something from overseas. We have really tried to counter that, but even this many years in, there is still a bit of a perception that when we take our cars overseas, we aren’t as good as, or better, than the opposition in terms of the quality and performance of the cars. It has always been a strange barrier to overcome.

How did you move from hobbyist to businessman?

We had built a couple of models and were trying to understand that process. We had a bit of success, but I was also running cars for people in Formula 2 and Formula Holden. I would run a team and just prepare a car, but then that driver changes his mind a month before the first race, or part of the way through the year, and leaves

us with no income. That happened to us in the early ’90s, so I decided I had to branch the business out and be really focussed on building production cars. Our opposition at that stage was dominant in the world scene and they were really well represented in Australia, so it was hard to break into the market. It changed when Jason Bargwanna ran with us from the end of 1995. He won some races and really put us at the forefront of FF results. In 1998 and ’99 we dominated. We have since gone through patches of having lots of success and then a few lean years. At our level, you have to keep attracting the best driver into the car and sometimes that’s hard when it’s not a professional level category, it’s for up and coming kids.

You attend a lot of meetings to support your customers. That’s a big commitment. It has been a lot of weekends for a lot of years, but it’s also been a fantastic lifestyle. To be able to go to Brand’s Hatch and Silverstone in England and see my cars race there, then to America and Mid-Ohio, and Watkins Glen, it’s just fantastic. Growing up and reading about those circuits and then being able to watch my cars race there… I wouldn’t have dreamed of it all those years ago.

What’s been your biggest thrill?

Being able to do it after 35 years and still enjoy building the cars. Results wise, when we took our first car to England and we won on debut at national championship level, that was a real buzz. We have had some really good results. Winning an American series with an Australian driver, Scott Andrews, was also a buzz. We also won the New Zealand Grand Prix, which was good because not many FFs win real grands prix.

In the early 2000s, Howard Marsden, then Ford Australia’s motorsport boss, wanted to make FF a one-make series, threatening your business.

It was a strange thing because it has happened again twice since then, initiated by different people. So, in my time with the category, three people have tried to do it. Howard took over Ford Motorsport and said FF is the jewel in the crown and then one week later said he was going to change it all. They were going to design and build the car, then he got sick, and it fizzled away. But at the time it hit our business hard because we were on a wave of really good results. We sold 27 cars in three years which was fantastic, but after Howard released his plan, we sold one car in the next three years, so it really hurt us business-wise. Then similarly about six or seven years ago CAMS (Motorsport Australia) tried to bring in Formula 4 (F4) as an open-wheeler driver development category. That also gave me a lot of worries business-wise, but I think we were probably pretty lucky because it happened when we took the car to America, and FF

in America started to be revitalised. In the last six years, we’ve sold 41 cars, and only four of them are in Australia. The rest have gone overseas. In the end, F4 didn’t make a lot of difference to us. Now they are talking about changing to FF again, but this time I am not as worried as I was the first two times because I think we have enough breadth of business now to be able to ride through it, no matter what happens. That’s overseas cars and spare parts sales, and FF bits and pieces here as well because the current cars will still run at some sort of level.

What prompted the overseas racing?

John Martin was going overseas to race Formula 3 (F3) and try to get into Formula 1 (F1). He was running with us in Australia, and we thought we could build a car, because England had moved to similar FF rules as we were running in Australia. It was a chance to measure our business against the best in the world and John could learn some of the circuits before progressing to F3 the following year.

How did the overseas racing progress from there?

John did a few more races, then we did the Formula Ford Festival at the end of the year, but unfortunately, he had a huge crash in the semi-finals that all but wrote the car off. Someone stalled on the grid. The cars came around and the marshals scattered because they couldn’t move the stalled car and John smashed into the back of it. It did a huge amount of damage to the car. John progressed to F3, so that stalled our ambitions over there a little bit. We went back the year after with Ash Walsh and Josh Scott but only did a couple of races, so they didn’t go as well as John.

How did international sales start?

After that, it just bumbled along a little bit, I didn’t push the sales. I’m not a salesperson by a long shot – my passion is the cars so I probably should have had someone doing the sales for me over there. It’s a bit hard to run it from so far away and we were committed to Australia, so I couldn’t afford to be over there. A few years later one of the opposition teams decided to do a test

with our cars. They started running them in 2009 and they are still running them now. They have won quite a few races and some championships, but FF changed in England so the opportunity to sell cars drifted away. I was probably born 10 or 15 years too late. I missed the peak of the really intense FF era, when there were a dozen different manufacturers. I would have loved to have been involved in it then.

You have also had sales success in the US and Canada.

I had a few US teams contact me over probably 10 years, but it hadn’t quite clicked. Then we were contacted by the ex-Van Diemen agent and Cape Motorsports, who wanted to run our car. So, we built a car, took it over there and one of our drivers who was racing our FV in Australia – he had never raced the FF – turned up to Mid-Ohio, stuck it on pole and led the race until he came off after hitting oil because someone had blown up their engine. He had led the whole race until then, so we just missed winning on debut in America –he finished second. The team that ran our

cars had a pretty good pedigree, and I think we won the American Championship the year after. We sold something like 27 cars to various parts of America and Canada in the first three years. Scott Andrews’ championship was the third or fourth that we won in America. We have won five or six in Canada. I think we’ve done 27 support races at the Canadian Grand Prix, won 26 of them and finished second in the other one. I would love to take a couple of Aussie kids over there and run at the Canadian Grand Prix, but COVID has stopped that.

What do you look for in an overseas agent?

The most important thing is being able to support the people who have bought cars or are buying cars. The agent has to be at the track and be able to support the customer. We have had a couple of agents over time who have been more interested in money or selling, but not supporting the product as well as they should. I would rather sell two cars and have two happy customers than sell five and have four people who aren’t happy.

You do special projects as well as making racing cars.

We were commissioned by Chris Lambden to build a new Formula 5000 (FT 5000) but then it got mired in politics. We also worked with some of the top companies in Australia. That was really good because normally everything is designed here in-house, but with this, I had to collaborate with a few different people. I hadn’t really done it like that before. Holinger (Engineering) was fantastic to deal with. We also built the first batch of Daytona sports cars for Richard Bendell – that was nearly 20 years ago, and we have done a bunch of historic restoration work. We were also doing a lot of machining and fab work for Dutton. They’ve got a few different F1 cars, Arrows and McLarens, and things like that. The historic cars are some of the vehicles I grew up loving, and now I work on them. We also did some work with Marinello Motorsport’s Ferraris when they crashed, the 458s. We did a bit of repair work on the chassis – they are quite different, the way they are built, but we were able to do repairs without having to cut whole sections out of the cars. The work we do here is interesting, I enjoy it.

Mike Borland (centre) with BRD’s first Australian Formula Ford Champion Adam Macrow (left) and 2006 champion John Martin

JAUNTMOTORS

WORDS Paul Tuzson

This Melbourne company offers modernised nostalgia for sale or hire

Australia is blessed with uniquely rugged but beautiful landscapes. Dave Budge has always enjoyed driving through them but was never at ease to do so in diesel-powered 4WD vehicles. He’s from Bendigo, so that explains his interest in modifying vehicles. Marteen Burger is from Mount Isa and learned to drive on regional dirt roads up there. A couple of years ago they founded Jaunt Motors to convert classic Land Rovers to less environmentally taxing, electrically-powered vehicles.

Fitting classics with electric motors is a growing industry around the world. Regular readers may remember the article we published covering it about three years ago. Now it’s happening here in Williamstown at Jaunt.

Dave says they began with Land Rovers because there are so many of them around and appreciation for them is strong. They’re classics in every sense of the word. They provide basic, economical, rugged and reliable transportation. Basic is an apt description. However, fitting them with electric motors and associated technology gives them a smoothness never seen in the marque since Land Rover introduced the Series I in 1948.

As Land Rovers are aluminium bodied, they don’t rust but they can still suffer corrosion and other accumulated damage over the years. And, of course, the steel chassis certainly do rust. Restoration of a Jaunt vehicle proceeds in the same way as with any other classic vehicle. Strip it, repair, replace or convert the components, paint it all, put it back together and drive it. We don’t mean to trivialise the process but it’s fairly well understood by most in the automotive trades. The story here is the electric conversion.

Dave suggests that connecting a motor to a battery is pretty basic.

“People have been doing it for about 150 years,” he says. He explained that about half of what has to be done is safety related. It’s about anticipating everything that can go wrong and building systems that prevent such problems. There isn’t a great deal of regulation covering such work but most of what exists relates to safety. Hazard lights, head and tail lights, horns and similar things all need to work. And of course, drivers need to be insulated from high voltages. Such conversions are subject to the VASS arrangement. The basic design criterion is that a normal person with no technical expertise should be able to use the finished product with no special training or instruction. Just turn the key and head for the hills. Fitting an electric motor is one thing, controlling it is another. The controller used is from Italian company, SME. However, that operation has been

taken over and absorbed by the TM4 division of Dana, a name familiar to most in the automotive industry. Then there’s all the other support systems and components for managing batteries, etc. Dave says most of what’s required for a conversion is available off the shelf. The batteries are from Tesla models. These are top quality, with long service life remaining, and come with a warranty. A Jaunt Land Rover’s power demands are very low compared with a Tesla so the batteries get a fairly easy life. Depending on the motor chosen, these cars operate on either 140 or 100 volts. Original Equipment Manufacturer (OEM) electric cars usually operate at 350 volts or more. The lower figures for Jaunt’s Land Rovers don’t offer as much power but people don’t buy Land Rovers for their neck snapping performance. Lower voltages reduce costs. The major disadvantage of lower voltages is that

Ultra Rapid chargers can’t be used. Still, series models can be charged in about three hours. The higher voltage system used in a Defender conversion allows the batteries to receive enough charge for maybe 300-kilometres in around half an hour using an Ultra Rapid charger. While a lot of companies use Tesla batteries, they don’t all make use of the built-in cooling channels available in the Tesla packs. Jaunt does and doing so ensures uniform performance among the individual cells. PWR in Queensland worked with Jaunt to develop the cooling system. The individual cells in the battery packs have to be balanced to ensure they all work together harmoniously. Poor performing cells drag down the performance of the entire battery pack. The most common battery option chosen is 52 kilowatt-hours, and this provides 200-250 kilometre range. The longer wheelbase models have 74

Jaunt replaces traditional motive power with more environmentally friendly electric units (left). A brushless AC motor is coupled with the rebuilt original transmission (above)

kilowatt-hours on board which gives another 100-kilometre range and then the Defender gets a 100 kilowatthour pack. There are Tesla powertrain options too. These offer much greater performance but at a much higher price. The Series cars are simple, the Defender is more complex but still fairly simple, or opting for maximum performance using Tesla components is the most complex arrangement. Cooling, for instance, is much more complex with the Tesla motor.

Although the electric motors Jaunt fits to Land Rovers are lighter than the factory power plants, the battery packs add weight back into the cars. However, the Land Rover chassis is well suited for locating battery packs effectively and achieving weight distribution similar to that from the factory. There is a front pack under the control enclosure and a pack on each side of the chassis adjacent to the transmission.

Transmission? Why would an electric car need a transmission?

Retaining the transmission has meant the motor doesn’t need to be as big as it would otherwise have to be for maximum performance. Of course, electric motors have torque on tap right from stationary and the car can remain in third gear and driven around quite happily all day. But dropping it back a gear or two is an option if the driver requires more rapid acceleration. It’s all about establishing the right amount of power for the vehicles. Also, having a gearbox offers the greatest versatility in off-road conditions.

Land Rover gearboxes were robust enough for purpose from the factory

High-quality used Tesla modules are fitted. They come with a warranty (above left). The modules are tested and assembled into packs that fit into Jaunt’s Land Rovers (below). The underside of a completed Land Rover (above

but some of them are 50 years old and a bit tired, so Jaunt has them rebuilt using high-quality new internals. Jaunt replaced the factory clutch with a modern uprated unit. Having the gearbox and a

right). Battery placement in a long wheelbase chassis (right)

While Land Rover bodies age well, extensive chassis work is often the requirement (below). The finished result (bottom)

WHAT DOES WHAT

This orange block is the service disconnect fuse. When it’s unclipped and removed, the signal that turns the battery pack ‘on’ is interrupted. This isolates the batteries from the system, so no voltage can reach any of the components. This is essential for maintaining safety whenever the cover is off the enclosure, as it is here.

The DC/DC converter reduces full battery pack voltage to 12volts for all the systems that need it like lights, horn and other accessories. A standard 12-volt auto battery is part of the system.

The Power Distribution Module (PDM) controls everything 12-volt in the car. It’s an off-the-shelf unit from Sydney-based company, Moristech and has 30 inputs and outputs that can be software configured to do just about anything. It eliminates the need to run full power to the switches on the dash and reduces the amount of full current wiring in the car. The PDM does what it would take an array of relays to achieve in an old-style wiring setup. There are still some relays in the car but far fewer than would be the case without the PDM. The PDM also communicates with the motor controller (8), battery management system (5) and the cooling system.

1

to it and if it senses an error in voltage or temperature, it will shut down the system. It also measures how much energy is consumed and that information is displayed on a modified gauge, as a sort of a fuel gauge.

6 These are three relays. One activates the on/off switches on the battery packs, one operates the cooling system and the other controls current into the controller (8). This is limited so that the capacitors in the controller are charged gradually on startup to avoid damage. Above and below these relays are the fuses for the charger and DC/DC converter.

7 This is the final contactor for the charger. It ensures the charger system has no power in it (when there’s not meant to be).

8 2 3 4 6 5 7

4 Nothing special here. It’s just a fuse block for various systems.

5 This is the EVMS (Electronic Vehicle Management System) and its biggest job is managing the battery system. It’s another Australian product, this time from WA, and is sold right around the world for EV applications. It monitors the state of every cell and battery pack by means of a CAN bus network. There’s no way to turn on the battery without going through this unit. Everything is connected

8 This is the all-important motor controller. It converts all the DC to AC and gets very hot doing so. It has a big heat sink on its underside and a chill plate under that. If the controller was not cooled it would go into limp mode after about 20 minutes and stop after another 10. The two round connectors (upper left) carry all the 12-volt wires. There’s more detail to all of this but that’s an overview of the major components you’ll see on removing the cover.

facilitating the smooth integration of the components and systems used in the cars manufactured by that company. Ah, the good old days. He also worked at Land Rover, so his skill set is ideal for Jaunt. He’s responsible for all the mechanical engineering, while Dave handles all the system design, electronics and software. But as you’d expect, there’s overlap between these areas.

The throttle (if we can even use that term in an electric car), or accelerator pedal, is an electric version. The great advantage of that is that throttle response can be programmed to achieve the driving feel required. Although the motor can spin to 9000 revolutions-per-minute (rpm), it’s limited to 5000rpm. However, acceleration to that point is not directly linear, followed by an abrupt cutoff. This would work but it would feel terrible. Rather, the decrease in acceleration is gradual from 4000rpm – probably a bit like running out of carburettor, as opposed to hitting a rev limiter. And that’s the point, it can be programmed to be like anything. Jaunt conversions also feature electric power steering that allows the factory fitted return-tocentre springs and the steering damper to be removed. The original suspension components are getting a bit beyond it. Jaunt fits new shock-absorbers along with parabolic springs that create some softness even as travel begins. Earlier models had lower specified engines. Some enthusiasts were skeptical but changed their minds after driving it. There are companies overseas that rebuild Land Rovers on an entirely new chassis with fully independent suspension and all the other modcons. They are just Land Rover shells on a new chassis. Many would argue that it’s difficult to

call the results of such conversions Land Rovers. They’re something else. Jaunt Land Rovers are still worthy of the name. They’re vastly improved, but still Land Rovers in more than just looks. A Jaunt conversion makes a Land Rover comfortable and usable on a daily basis. That was the design intention of the original model, but now it matches modern sensitivities. As we mentioned at the outset, you can hire a vehicle from Jaunt to see if it suits modern tastes.

New meets old (top left). All original wiring is replaced. The PDM removes the need for this type of wiring (left). The finished dash with custom gauges very much in the original style. Simple yet sophisticated (below). Off-road tyres can be used on the road in an electric 4WD because they aren’t chasing the same efficiencies as petrol or diesel-powered vehicles (right). Scanning the QR code on the plate opens all technical material relating to the vehicle (bottom). New springs improve suspension performance (below right). The hubs are refurbished and disc brakes are fitted. The inner sections are re-chromed (bottom right)

Shown

A road safety plan for the next ten years – it’s time to address all the issues

WORDS Paul Tuzson

The relatively new Office of Road Safety (2019) has released a 10-year plan in the draft version of its National Road Safety Strategy 2021-30 (the Strategy). As the title suggests, it sets out road safety goals for the next 10 years. However, it also contains objectives stretching as far forward as 2050. This is in keeping with United Nations and European Union goals and time frames. The document specifies a 50 percent reduction in fatalities and a 30 percent reduction in serious injuries by 2030. By 2050, these figures are expected to fall to zero, but not without significant social change. Actually, social change may not be as important after 2030 because surely we’ll have autonomous cars by then and certainly by 2050, won’t we? At the moment, however, about 1200 people die each year on Australian roads and more than 3000 suffer very serious injuries. Overall, we are making some progress. According to the Strategy, we’ve had a population increase of 15.1 percent over the last decade but deaths per 100,000 have fallen from 6.6 to 4.7 percent between 2011 and 2019. Across Australia, the greatest percentage of deaths occur in remote areas, followed by regional areas and then major cities. No surprises there. The annual cost to the economy is calculated to be $30 billion dollars. Obviously, something needs to be done and that’s what the Strategy is all about.

Much of what’s contained in the Strategy is pretty much what you’d expect: A strong focus on speed reduction. We’ve covered this before in our article on the 30 km/h speed limits that are going to be automatically enforced by vehicle technology, rather than drivers. Measures like these are part of the Safe System approach Australia is adopting for road safety. The Safe System idea is four faceted: safe roads and roadsides, safe vehicles, safe road users and, of course, safe speeds. All fairly common sense, although the last will be considered intrusive by many. Actions to advance each facet of the Safe System will be made in consideration of the elements present in another new term, the Movement and Place Framework. The Movement and Place Framework is basically an assessment matrix for determining the purpose of a road in terms of use. It plots the importance of transit speed against the importance of integration with the urban environment. Flinders Lane, for instance, is heavily integrated with the environment it traverses, a freeway is not. Chapel and Brunswick Streets are fairly integrated, Dandenong

Road isn’t. Movement, it could be summarised, is all about getting where you’re going – while place is all about being where you are. Again, this is a stronger name container for common sense in assessing the function of a road.

There’s also another new term in the mix called the Social Model. This is all about expanding awareness road safety needs across all levels of society. Rather than legislators and instrumentalities simply imposing legal compulsions and punishment burdons for non-compliance, the multi-level Social Model will seek to broaden the role of individuals, organisations and businesses in accepting and disseminating a culture of road safety. In other words, you will comply and you will help others to comply.

Part definitions of the Social Model from the Office of Road Safety say:

“It expands the influence and responsibility for an individual’s own behaviour to... positively influence other individuals, the organisations they are members of, and other organisations they have contact with.”

“Organisations are expected to take a greater responsibility for actively prioritising safety for the environment in which they have influence.”

Examples include:

Sporting clubs adopting a road safety policy, including for travel to and from games with senior players and extended families acting

as role models and, over time, the cultural influences of the sports club influencing more positive attitudes towards road safety

Working with industry bodies to engage businesses to have a road safety policy and treat vehicles (and road space) as any other workplace for their employees.

Actually, most businesses that supply vehicles for work purposes usually have a vehicle use policy, even if it’s fairly loosely defined. Don’t speed, obey road laws, drive carefully, perhaps only allow company employees to ride in the vehicle and so on and so forth. There’s no suggestion that these sorts of things will have to be codified and added to mission statements, but you never know. Expectations for wide community involvement in disseminating the road safety message seem high. If we seem critical of some of the things in the Strategy, we aren’t. We obviously agree with the underlying principles in it. However, it must be said that a good deal of the content boils down to reducing speed. Deeper investigation of the definition of ‘movement’ and ‘place’ shows how prominent speed reduction is, and will remain, as a tool for increasing safety. Also from the Office of Road Safety: “Across Australia many roads do not conform to newer guidelines that prioritise safety and injury prevention... Speed management has a role to play in addressing the risk presented when roads do not have the features required... However, before speed management principles can be considered, community acceptance of... a social license for reducing speed limits needs to occur.”

The emphasis on speeding is for good reason. It is known that reduced speed limits do reduce deaths and injuries. Acknowledging this may bother those with a heavy right foot but the data that confirms it is widely available. Of course, drink and drug affected driving are also major factors in road deaths and serious injuries.

There’s no doubt that the campaign to reduce drink and drug affected driving, along with speeding, has saved lives. In conjunction with the physical detection and enforcement measures taken, the associated public education campaign has been an important part of any reductions seen to date. It should continue. However, drink driving and speeding aren’t the only factors that need elevated public awareness through education.

Under the Safe Road Users arm of the Safe System paradigm, broader education would be entirely appropriate, and certainly necessary.

The National Road Safety Strategy 2021-2030 outlines a new direction for road safety in Australia (left). Although the statistics aren’t as bad as in some countries, they’re still alarming (below)

VELOCITY SQUARED –WHY?

Why is speed such an important factor? The formula for the kinetic energy of a moving object is half its mass times its velocity squared as shown in Figure 1. This is a simplified version of the full equation shown in Figure 2. The time (t) terms cancel, mass (m) remains a multiplier and because the velocity (v) terms are the same they are unified by squaring, resulting in the simplified version. Because it’s squared doubling the velocity results in a four-fold increase in kinetic energy, which in turn means there’s much more kinetic energy to dissipate. The human body is not robust enough to do this at higher speeds.

Despite the fact that everyone on the road has passed a licence test a number of imporant road laws are misunderstood. This leads to many an altercation (above). This is Wramborgs model for fatality probability based on speed. Faster is worse. Although we all know this intuitively it’s still interesting to see it modelled on serious research (left). Motorcycles are over represented in accident statistics. This needs to improve (below)

It’s assumed motorists know what they need to know once they’ve studied for and passed a licence test. Anecdotally, this doesn’t seem to be so. One of the biggest misconceptions, for instance, is that there exists some sort of ‘right of way’ principle, but this is incorrect. Just because one motorist is legally impelled to give way to another doesn’t imbue the second motorist with a right of way. Admittedly, this does seem counter intuitive. After all, if someone has to give way, doesn’t this create an automatic right of way for the other car? Well, no, you can’t run into another car without blame just because they were supposed to give way to you. The term ‘right of way’ can’t be found in the Road Safety Act, the Road to Solo Driving Handbook or the Guide for Learners. The only place the term appears in official literature is in the Readers Guide to the Road Safety Road Rules, and the only reason it appears there is to state that

Figure 1 Figure 2

the obligation to give way does not create a ‘right of way’. Yet the term can often be heard in discussions, usually heated, about liability for accidents and general altercations over road-use. It would be much better for road safety if motorists had solidly embedded in their minds that they do not have a ‘right of way’. This is just one subject that could benefit from an education campaign but there are others. The way roundabouts are supposed to work is also poorly understood and the notion of ‘right of way’ reduces their operational effectiveness. Many motorists think that the give-way to the right rule applies, but this is incorrect.

A vehicle approaching a roundabout has to give way to a vehicle already entering or in a roundabout, whether the vehicle is on the right or left. However, when a roundabout offers a clear view to the right and an approaching motorist can see that there’s no car to their right, they will often speed through, feeling that they have that good old ‘right of way’. This is a particular problem at roundabouts that allow a broad field of view to the right for an approaching vehicle but have a restricted view for vehicles entering the roundabout from the left. The proper function of a roundabout is to make all vehicles slow down. Increasing awareness of how they’re supposed to work could only increase safety while decreasing frustration and anger.

Some decades ago, this journalist saw on Sydney television an ad explaining that when entering a freeway via an on-ramp motorists should match their speed to that of the traffic already on the freeway.

simply match speeds or give-way. This is how the system is meant to operate and it’s clearly described on page 111 of the Road to Solo Driving Handbook. In practice, though, in Melbourne the opposite seems to have become de rigour. These are just some things that could be included in a public education campaign, along with on-going education campaigns for awareness of drink driving and speeding. There are others, too. They are important for safety and given that the Strategy describes a whole new approach to road use, it would be a shame not to see the opportunity to clarify them for the public more widely. The Strategy identifies nine areas in which action is needed:

Constantly reducing speed limits is a major tool for increasing road safety but it’s not the only one (top). Infrastructure upgrades, particularly in country areas, are extremely important. Such upgrades are part of the Strategy (below). Infrastructure upgrades have always worked. Before red and green arrows were employed accidents between turning and on-coming vehicles at intersections were horrific and common (left)

Infrastructure planning and investment, regional roads, remote areas, vehicle safety, heavy vehicle safety, workplace road safety, vulnerable road users, risky road use and Indigenous Australians. This last area has some troubling characteristics. Indigenous Australians are about three times more likely to die in road crashes and 30 percent more likely to be hospitalised than the general population. Indigenous Australians involved in road crashes are also 30 percent more likely to be unlicenced than non-indigenous Australians. Clearly, the notion of reaching indigenous motorists by social and familial transmission of road safety messages would be useful. Another thing the Strategy promises is more transparent data. This program is underway and the QR code shown will take you to the National Road Safety Data Hub. The Hub provides links to dashboard style representations of various data from all states and also to other government departments like the Bureau of Infrastructure, Transport and Regional Economics. We look forward to seeing the results of investment in regional roads in particular, and all roads generally. Combined with the other measures, we should see the numbers of fatalities and serious injuries fall as. There’s more detail in the full draft of the Strategy, which can be downloaded via the QR codes shown at the start of this article.

Heavy vehicles are also an important part of the strategy (top). At roundabouts with just three entries, cars from the right often speed through feeling they don’t have to give way to anyone on the right so they have right of way. This is wrong (upper). At this roundabout, cars approaching from this direction (A) have a poor view to their right (B) (middle). Meanwhile, at the same roundabout, cars approaching from this direction (B) have a poor view of cars approaching from (A). However, because they have a clear view of the small street in their right, which is usually empty, they proceed feeling they have right of way. The erroneous concept of right of way causes problems (middle). The four sectors of the Safe System approach to road safety (right)

Aims for no deaths or serious injuries as a consequence of road user error

Facilitators

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MAZDA DPF SYSTEM OVERVIEW AND COMMON FAULT CODES

VACC’s Technical Advisory Service is receiving more requests for information about diesel particulate filters, as they are causing some technicians headaches on Mazda 3 and 6 models.

THESE vehicles have been on Australian roads for a few years now, and they are presenting more faults as the systems age. The majority of the problems are that the filters are blocked due to customers not driving the car in a way that gives the system a chance to regenerate (e.g. only driving around town). However, other faults can occur that may lead to unnecessary part replacement if the cause of the fault is not diagnosed correctly. This article will give a system overview, with common diagnostic trouble code (DTC) explanations that will assist you in solving diesel particulate filter (DPF) related problems.

DPF assembly

For a general revision on what, why and how DPF’s work see Tech Talk April 2015 pages 3960 and 3964.

In these models, although the DPF assembly is one unit, it is actually made up of two internal components.

At the front is a diesel oxidation catalyst (DOC) that is designed to convert carbon monoxide (CO) and hydrocarbons into

carbon dioxide (CO2) and water. At the rear is the diesel particulate filter.

Exhaust Gas Temperature (EGT) sensors

These are used to check the temperature at various points in the system to make sure the different components are working correctly but, more importantly, to confirm the temperature required for DPF regeneration has been achieved. There are three EGT sensors in this system. One is in the front of the DPF housing assembly before the DOC, which Mazda calls the ‘upper’ EGT sensor. The ‘middle’ EGT sensor is in between the DOC and the DPF. And the rear one is downstream of the DPF, which is called the ‘lower’ EGT sensor.

These three sensors have different connectors but all have the same resistance specification. To test the sensor, it is recommended to remove the sensor and place it in a container of water, where you can raise the temperature slowly. Then check the resistance across the terminals.

Exhaust Gas Correction Temperature sensor

This sensor is mounted on the front of the exhaust gas pressure sensor, under the bonnet. The output signal is used by the PCM to sense under bonnet temperature so it can factor this into its evaluation of other sensor signals.

To test, remove the sensor and place it in a container of water where you can raise the temperature slowly. Then check the resistance across the terminals.

Exhaust Gas Pressure sensor

This is a differential pressure sensor that measures the exhaust pressure difference across the DPF. This sensor is used to monitor the soot loading to

Under bonnet locations

Under vehicle locations

NOTE: This is an aftermarket DPF fitted to a Mazda3. Port and sensor locations are similar to the genuine part.

DPF system wiring diagram Harness back probing views

Code Description Possible causes

P2455 Exhaust Gas Pressure sensor circuit high input

P2459 DPF regeneration frequency

• The PCM monitors the input voltage from the Exhaust Gas Pressure sensor while the engine is running. If the input voltage from the Exhaust Gas Pressure sensor is more than 4.81 V, the PCM determines that there is a malfunction in the sensor circuit

Exhaust Gas Pressure sensor malfunction

• Connector or terminal malfunction

Exhaust Gas Pressure sensor power and signal circuits are shorted to each other

Short to power supply in wiring between Exhaust Gas Pressure sensor terminal B and PCM terminal 81

Open circuit in wiring between sensor terminal A and PCM terminal 62

PCM malfunction.

The PCM calculates mileage to the next oil replacement based on the vehicle driving conditions (engine load, frequency of the diesel particulate filter regeneration).

If the calculated mileage reached necessary mileage of the oil replacement, the PCM stores DTC and turns the diesel particulate filter indicator light flash

Vehicle is reached necessary mileage of engine oil replacement

• Engine oil attenuation by frequently diesel particulate filter regeneration

determine how full the DPF is. The signal produced by this sensor helps the PCM calculate a proper regeneration strategy. There are two ports on the DPF assembly, one upstream and one downstream. These are connected to the exhaust gas pressure sensor, which is mounted under the bonnet.

It is important that these hoses and pipes are connected to the correct ports on the sensor and the DPF. If they are the wrong way around, the PCM will receive an incorrect sign. Also, check there are no leaks in these hoses and pipes as this will let pressure escape, and if specified pressures are not reached the PCM may not regenerate the DPF.

To test this sensor with the harness connected.

Disconnect two hoses from ports. Turn ignition ON

Check voltage at PCM terminal 81 is between 1.0 – 4.5V

Apply 0 - 100kPa to port on sensor from front of DPF (closest to firewall)

Engine oil initialise procedure does not perform in each engine oil replacements.

Check voltage at PCM terminal 81 is between 1.0 – 4.5V.

If you do not get the above specifications, check for open or short circuits. If the circuit is OK, replace the sensor with its bracket as a unit. They are calibrated together.

Other causes of DPF problems

If a DPF becomes blocked again soon after cleaning or replacement, this is a clear indication there is a fault upstream of the DPF that is causing the blockage or stopping regeneration.

These could be:

• Combustion/compression issue

EGR problems

Injectors over fuelling

Glow plug system fault

Air intake/exhaust leaks

Turbo problems

Excessive oil consumption.

For the system to operate correctly and regenerate at the appropriate times, the PCM must have no faults recorded

in the system and must have the correct conditions for regeneration to occur. These conditions are operating temperature, distance travel since last regeneration, vehicle speed and load. Most people overlook the amount of fuel in the tank. Some people never fill the tank over halfway, so the PCM will not regenerate. The most common upstream issue for vehicles with DPF systems is that customers are not servicing vehicles, or are driving them in a way that does not allow the system to regenerate appropriately. You may have to educate your customers so they can avoid costly repairs in the future. Reset procedures for oil dilution data and DPF data can be found in the April 2015 issue of TechTalk on page 3970.

For a full list of DTC, in relation to the DPF systems, and the pindata tables for this system, log on to VACC MotorTech or call the Technical Advisory Service. Visit motortech.com.au

NISSAN YD25 OIL PUMP DIFFERENCES

2005 - 2013 Navara D22 & D40

relation to Nissan Navara YD25 diesel engines. There are D22 and D40 Navaras, both with the YD25, yet it turns out the engines are similar but not the same. There are three possible oil pumps depending on which country it was built in and when. This leads to some issues when it comes to removing the front timing cover, as some come off easily and others require a lot of extra work.

The oil pump for the YD25 in the D40 can have two different types of oil pump part numbers. The 15010-EB7A is for 05/05 to 01/10 for those made in Thailand and for early Spanish-made vehicles. The 15010-5X00C is from 01/10 Spanishmade only. As you can see from the pictures in Diagram 1, the timing cover and oil pump assembly have a flat bottom, which means it can be removed with the sump still in place.

The timing cover and oil pump assembly for the YD25 in the D22 has a part number 15010-VM00C, as seen in Diagram 2. The oil pick-up that seals onto the sump protrudes into the sump about 15-millimetres (mm). Removing this assembly requires the removal of the sump, which is where the trouble begins.

D22 YD25

2

15010-VM00C

D40 YD25

1

D40 05/05 - 01/10

15010-EB7A

Slight difference in oil pump, however both are flat on the bottom

D40 YD25

D40 01/10 on 15010-5X00C

Diagram

Diagram

The D22 oil pump fits into the sump where the D40 oil pump seals on the top of the sump

To remove the sump on a D22 with 4WD you must complete the following procedure:

Drain oil

Drain coolant

Remove crankshaft position sensor from driver’s side, rear of engine via RH wheel arch

Remove steering drag link and tie-rods

5. Disconnect all drive shafts from front final drive assembly and remove assembly

6. Remove A/C compressor and A/C compressor mount from sump

Lower timing cover tension sequence. Both D22 and D40 YD25 timing covers have the same torque sequences. Tighten all bolts to 12-13Nm

7. Remove power steering pump and bracket from sump

8. Remove all bell housing and starter motor bolts

9. Remove cross-member bolts

10. Remove lower sump

11. Remove upper sump by removing all 12mm bolts. To remove two 10mm bolts at rear of upper sump, slide transmission back just enough to get a socket onto bolts. See Diagram 4

If you are estimating any jobs that require the timing cover to be removed, for example replacing the timing chains, check which sort of YD25 engine you have before you give an estimate on cost, as the repair times could be different. See Diagram 3

If you are replacing the timing chains on a YD25, refer to TechTalk, October 2013 page 3704 for the procedure. For more information log on to VACC MotorTech or call VACC MotorTech’s Technical Advisory Service.

Thanks to Alan at Berwick Auto Electrics & Mechanical and Kiel at Parry Nissan Townsville for their assistance in preparing this article.

The differences between the D40 and D22 lower timing covers can be seen from the front

D40 YD25

Diagram 3

Diagram 4

Diagram 5

The transmission must be moved back about 25mm to remove the two bolts in the rear of the upper sump

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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.

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03 9829 1130 finetune.vacc.com.au

EFTPOS Facility

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

03 9829 1152 vacc.com.au

Training & Education

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

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

Energy Bill Savings

Smart Power offer a free bill comparison service. It will enable you to evaluate your current energy bills. They will do a comparison with VACC’s approved electricity providers. Contact VACC for an application form.

03 9829 1152 vacc.com.au

Accomodation

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

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

Environmental Advice

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

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

Superannuation

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

1800 005 166 spiritsuper.com.au

Waste Management

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

03 9829 1152 vacc.com.au

JobFinder Services

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

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

OH&S Services

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

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

Accommodation

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

03 9829 1152 vacc.com.au

Office Supplies

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

03 9829 1152 vacc.com.au

Apprentice Support

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

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

THE GRILLE

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

info@thegrillepodcast.com.au thegrillepodcast.com.au

Auto Workplace Assist

A convenient go-to solution for supporting automotive workplace compliance needs. Health and Safety can be a complex, high risk and costly area for workplaces. AWA offers ready-made, 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 Australian 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.

Matt Healey 0407 343 330 matt.healey@cameronmediasales.com

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 back-catalogue 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 ects.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

Liability & Customer Vehicle Risks

• Damage due to faulty workmanship

• Negligence by contractor/subcontractor

• Driving risks

• Authorised vehicle inspections

Management Risks

• Breaches in employment

• Unfair or wrongful dismissal

• Harassment or discrimination

• Wrongful acts as an owner/director

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

Property Risks

• Business interruption

• Fire & storm

• Machinery breakdown

• Theft & money

• Glass

Cyber Risk

• Data breaches

• Cyber attacks

• Contingent business interruption

With over 20-plus years of experience, OurAuto Insurance are proud to be trusted by automotive businesses across Australia. Contact us today to arrange a hassle-free insurance quote for your business.

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

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