With 2020 in the rear-view mirror, it’s time to take stock and think about how COVID-19 learnings can drive business forward in 2021
08 THINKING AHEAD
The UK has updated its instituted ban on internal combustion engines, the decision having a direct impact on Aussie motorists
10 TECH SOLUTION
Australia’s most comprehensive technical offering combines the VACC suite of products with the global reach of Haynes
12 BIG DEAL
Edneys Leongatha is in the spotlight after celebrating 100 years of unbroken VACC membership
13 STAY COOL
Employers are responsible for ensuring employees remain safe while working throughout the hot summer months
14 MAKING TRACKS
Owner of VACC member-business Stuckey Tyre Service, Russell Stuckey reflects on the family trade and its role in motorsport
16 STEPS FORWARD
Disputes in business are almost inevitable, but it’s what happens next that can make or break relationships
18 NEW ERA
The new VACC Executive Board, which will act as the key strategy and governance body for the Chamber until 2022, has been revealed 1 4 16 12
22 INDUSTRY INSIGHT
WinA’s member of the month, Tara Absolom shares her biggest achievement and best advice for women in the industry
28 HEALTHY CHOICES
Managing Director of the nib Group, Mark Fitzgibbon is in The Big Chair talking COVID-19, industry trends and more
32 CHARGED UP
The pros and potential weaknesses of the developing EV wireless charging industry are put in the spotlight
38 BEAUTIFUL BEAST
Feast your eyes on the Gemera – the latest offering from Swedish hypercar manufacturer, Koenigsegg Automotive
The common faults and revisions of the Mitsubishi 4D56 2.5-litre diesel timing belt are outlined, as well as fuel pump failures
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LOOKING BACK MOVING FORWARD
SO, you survived 2020 and are past the worst of it.
I certainly hope that’s true. But, of course, that’s impossible to know.
With a promising vaccine not too far away, we might be able to return to normal at some point this year, or maybe not…
Regardless, what is it that you learned this year that can help your business into the future?
Did you learn that your staff are loyal, and you couldn’t do without them? Did you learn that there’s more to life than burning the midnight oil? Whatever it is, be thankful and try to harness this newfound wisdom to do better this year, whatever that means for you. What did you change in your operations during COVID that worked or failed but, nevertheless, you can take and use to make a difference in 2021?
Did you dabble with e-commerce for the first time? Did you discover that you don’t have to fly interstate or overseas as much as you thought and now you can pocket the savings as you settle into yet another Zoom meeting? Did your staff work from home or in split shifts and you discovered that they weren’t playing golf and that they were actually dedicated to your success?
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, Russell Stuckey
questions, but hopefully you do.
If you want to move your business forward this year and recoup the lost ground that was the COVIDinflicted 2020, make a list of five learnings and the corresponding five changes you can make in your business operations and commit to seeing them through.
Here’s a sample:
1. Social media isn’t the waste of time I thought it was
website brought loyalty and sales
3. Being flexible with staff brought goodwill and increased productivity
4. Keeping up to date with government health advice and grants really paid off
5. My bricks and mortar store in the Melbourne suburbs can sell products around Australia and across the globe. What does your list look like?
Hopefully 2021 is kinder to you than last year.
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
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
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Internal combustion engines
What's the future?
In the UK, at least, this means all development will be directed towards electric or hydrogen powertrains. That’s perfectly fine, but there is more at play here.
As production winds down on internal combustion engines, manufacturers will lose ‘scale’ and the price of their product will surely rise.
Also, as we wait for an electric or hydrogen-powered future where will Australia’s new generation vehicles come from?
plan, the ramifications will be negative.
Banning internal combustion engines (the petrol and diesel engines used in cars and commercial vehicles) within 10 years means vehicle manufacturers will stop all forward programs for engine development now, if they haven’t already.
We are a small market, globally, and are unlikely to be at the forefront of production plans from Europe, Asia and North America.
This may leave Australia in a difficult position where motorists may not be
VACC CEO, Geoff Gwilym voices his opinion each week in the motoring section of Friday's Herald Sun. You can also read his pieces at vacc.com.au/blog
able to buy new internal combustionpowered vehicles at reasonable prices. At the same time, they may not have access to enough EVs and hydrogen vehicles.
If the government has no plan to transition the automotive industry, it’s likely Australia will become a dumping ground for the world’s left over petrol and diesel-powered cars.
So, Scott Morrison, show us the plan you promised for delivery this year and prove to Australia’s motorists that they will be catered for as we move towards 2030 and beyond.
Victoria’s COVIDSafe Summer
UNDER Victorian Premier Daniel Andrews’ COVIDSafe Summer restrictions, Victorians must carry a face mask with them when leaving home. However, wearing a face mask is only mandatory on public transport, while in taxis or ride share vehicles, and at large retail venues.
Under the updated Workplace Directions (No 12), which commenced on 6 December 2020 at 11:59pm, employers must take reasonable steps to ensure that workers:
• Carry a face covering with them at all times (unless the worker has a physical or mental health illness or condition or disability which makes wearing a face covering unsuitable); and
• Wear a face covering where required to do so in accordance with any other Directions currently in force (unless an exemption applies – e.g. the nature of the worker’s work means that wearing a face covering creates a risk to their health and safety).
Business owners should note that in relation to large retail venues, under the updated Stay Safe Direction (Victoria)(No 4), subclause 7(b)(ii)(B) clarifies that a face covering must be worn while in an indoor space at a retail facility ‘where the total of all indoor spaces accessible to members of the public is 2,000 square metres or more’.
Whilst the directions mean that wearing a face covering at work is no longer mandatory for most Victorians (unless operating a large retail venue), VACC is recommending to its members that wherever practicable face masks continue to be worn in the workplace, particularly indoors where ventilation is poor and where it is not possible to keep 1.5 metres distance from other people – and whilst cleaning inside customer vehicles. Record-keeping obligations remain in place for all workers and visitors who attend the work premises for longer than 15 minutes; and density requirements have been updated
for both shared spaces (such as lunchrooms) and publicly accessible areas at the work premises to one person every two square metres. Employers are encouraged to take the time to familiarise themselves with the new COVIDSafe Summer level of restrictions, which are available on the Victorian Government website (coronavirus. vic.gov.au), and review and update COVIDSafe Plans accordingly. Consultation on any changes to workplace requirements or updated COVIDSafe Plans must take place with all affected staff. VACC members are encouraged to contact the VACC OHSE Unit for any further information or assistance in relation to their COVIDSafe Plans on 03 9829 1265. Not a VACC member yet? Find out how the Chamber can help drive your business forward.
Visit vacc.com.au/Membership/ Join-Now or call 1300 013 341.
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 three ‘bundles’: Diagnostics, Service & Repair, and Maintenance. 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.
Edneys Leongatha and VACC: Celebrating 100 years
CAR dealership Edneys Leongatha has celebrated its one hundredth year of membership with the Victorian Automobile Chamber of Commerce (VACC). The milestone is testament to the passion and perseverance of regional small business.
“If you were to go anywhere in the world, this event would be highly unusual, if not unique,” said VACC CEO, Geoff Gwilym.
“There has to be a truly special bond for a business to retain an unbroken membership with an association for 100 years. There clearly is a special bond between Edneys Leongatha and VACC.”
The business marked the occasion with an onsite presentation from then VACC President Fury Bortolotto. A pair of 1920s Panhard et Levassor cars – the same vintage that Edneys would have sold and serviced back in 1920 – were on hand for the special occasion.
“VACC has been a great support to us over the years. We rely on them for a lot of things,” said Edneys Leongatha proprietor, Darryl McGannon.
“Leongatha and the wider community of South Gippsland has been very good to us. We have customers today from third and fourth generation families. The people in the area have been very loyal to us and I think we have provided a good, reliable service to the community
has strong regional roots – having been founded in Bendigo on 20 September 1918.
“Regional members have always been important to VACC. Around 50 percent of VACC members are from regional Victoria. These businesses have been very loyal over the years,” said Mr Gwilym.
Edneys Leongatha is VACC member number 3, having joined on 27 November 1920. Member number 1 is Wilson Bolton & Co of Horsham, which joined VACC in
Staying safe when the heat is on…
WITH the weather starting to warm up, it is important for members to be aware that working in hot conditions brings potential risks to the health and safety of employees. Summer can be uncomfortable or even dangerous because of the heat, humidity, burning sun and glare. Employers should plan ahead to minimise the hazards faced by employees in the summer months.
Under occupational health and safety legislation, there is no maximum temperature at which work should cease.
Occupational health and safety laws require that an employer provide and maintain, so far as is reasonably practicable, a working environment for their employees that is safe and without risks to health. This general duty means that employers need to be aware of the potential hazards of working in hot conditions. VACC recommends the provision of cool, clean water for employees at work. Additionally, it is recommended that ventilation, mechanical cooling methods and/or work practices should be arranged to counteract excessive heat. Employers should minimise the risk of injury due to heat hazards by planning for the summer months. Some employees will feel discomfort with the heat, and their work performance may be affected. Signs of heat stress include:
mental or physical fatigue leading to errors accidents arising from discomfort or non-use of personal protective equipment (PPE) dizziness, headache, nausea dehydration.
Due to heat discomfort, some employees may be reluctant to wear their PPE, including face masks where required under an applicable COVIDSafe Plan. Whilst maintaining requirements to wear PPE, employers should consider allowing employees to wear loose fitting and lighter clothing, where potential entanglement hazards can be avoided, and it is otherwise practicable to do so.
Controlling the impact of a hot working environment
An employer should take into consideration the following suggestions to assist in managing heat stress, whilst ensuring consistency with any applicable COVIDSafe Plan requirements:
For enclosed workplaces:
• air conditioning units should be switched on (if available) shift roster changes (work can be conducted in cooler parts of the day, i.e. early start times) provision of cool drinking water
increase ventilation within the workplace such as fans or vents shield, insulate or suppress indoor heat sources such as furnaces, pipes, ovens and motors
regular breaks should be provided to give employees an opportunity to rehydrate.
For outdoor workplaces:
hats and long sleeve shirts should be supplied by the employer and supervision provided to ensure employees wear items
sunscreen should be provided provision of cool drinking water shift roster changes (work can be conducted in cooler parts of the day, e.g. starting earlier in the day)
regular breaks should be provided to give employees an opportunity to rehydrate provision of shaded work or rest areas. As part of meeting an employer’s obligation to consult with employees on health and safety issues, employers should consult with their employees about how they will deal with hot working conditions at the workplace. It is recommended that employers do this ahead of the peak heat season.
Stuckey Tyre Service
Words Russell Stuckey
STUCKEY Tyre Service was started by my parents, Colin and Betty Stuckey in December 1966. Dad had worked for Dunlop since the war and rose to State Manager before leaving to start his own family business.
The business shared premises with my uncle Allan, a panel beater in Mount Alexander Road, Flemington and employed one tyre salesman. I was attending Heidelberg Tech in form four at the time, but spent most holidays working part-time.
In 1969 I joined the business full-time, having dropped out of the first year of an engineering degree at RMIT. That was a big year for us. We purchased a Dunlop Tyre Service store in Brunswick that was closing, which became our base for the next 22 years. Other major events to occur in 1969 were the Apollo 11 moon landing, Woodstock Music Festival and Dunlop withdrawing from the Formula 1 World Championship. This didn’t seem significant to us at the time, as we had very little involvement in the world of motorsport. All that changed in 1972, when Dunlop offered us the motorsport franchise for the Southern Division (South Australia, Victoria and Tasmania). Our slogan ‘racing since 1972’ comes from this significant event. The Northern Division was run as a Dunlop subsidiary from Sydney. The Southern Division had been in decline and we were a ‘wildcard’ option. In that first year we began attending race meetings at Calder and Sandown, working out the
on Dunlop slicks and hand-cut wets. We didn’t get the sales however, as Harry Firth’s Holden Dealer Team had established a very successful relationship with Dunlop Racing NSW. This was to change in our favour later! We began attending Bathurst from 1973, looking after Victorian entrants who generally made up the larger share of the grid. Our tyres were Japanese made bias ply slicks and hand-cut wets, just as Brock had used in 1972, but rapidly getting wider. The 1972 Torana wheel was six inches wide, growing to eight-inch and nine-inch the following year. Shortly thereafter I assumed the responsibility for tyre development, working in collaboration with Dunlop Motorsport Japan, who sent technicians to Bathurst every year. My relationship with the Japanese was further enhanced when I became proficient in the language, having studied it at night school for three years.
Harry Firth became something of a mentor to us, guiding us along the way. In a similar way, we enjoyed support from other significant motorsport figures such as Bib Stillwell and Paul England. We serviced all Victorian circuits from our first year including Hume Weir, Winton, Sandown, Calder and Philip Island. I remember well our first Phillip Island race meeting. At this early time we only had a Holden Ute, which was fine for Calder and Sandown, but for Phillip Island we borrowed a Dunlop delivery truck. I parked the truck in front of Lukey’s museum and slept in a hammock in the back.
Shortly thereafter we began
In 1984, Dunlop appointed us as national Motorsport Distributor and I began attending all rounds of the Australian Touring Car Championship, encompassing Queensland, NSW, Tasmania, South Australia and Western Australia, as well as Victoria. My life was an eternal round of travelling to race meetings, copious reports to Dunlop Japan and a yearly visit to the factory.
Our success was growing with the major share of tyres at Bathurst. In one year, we shod every car bar one, and that was a Goodyear sponsored car. Two American tyre engineers from Akron attended to investigate their poor market share and conceded our dominance.
In 1985 I attended the Daytona 24-Hour race with Allan Moffat and his driving team, using 15-inch Japanese Dunlop slicks. Allan had just ended his famous lifelong relationship with Goodyear due to one issue; tyre performance.
But the world of tyres was changing. Pirelli’s domination of the Group A Touring Car world with their radial ply slicks showed us we needed to adapt. We began a crash course in radial ply slick tyre development with Dunlop Japan. They had already developed smaller sizes for Toyota Corolla and Mitsubishi Starion but added larger sizes for our BMW 635, Mustang and Commodore. So, we spent 1985 and 1986 playing catchup, testing with Brock Commodore, Rogers BMW, Nissan Skyline and more. By the end of 1986 we were winning; qualifying and racing well with majority fields again.
My father passed away in 1986 at the young age of 67. From then I managed the business with strong support from
Stuckey Tyre Service has proven its ability to see opportunity and adapt accordingly throughout its 55 years in business
Mum, who was Chairman of the Board. Having strong family involvement, I felt free to pursue overseas events.
In 1987 I travelled to Monza with the Moffat/Harvey Group A Commodore for the World Touring Car Championship. We were using Dunlop radial slicks, which proved to be quick and durable, however the fledgling team was outclassed by the works BMW M3s, who took the top six positions in the race. When the BMWs were excluded for illegal kevlar panels we were elevated to winners! A great result for Moffat, Holden and Dunlop. In 1988 we were asked to run the Goodyear Racing Service for Bob Jane’s inaugural NASCAR race on his Thunderdome bitumen oval circuit. We had been servicing the Calder road circuit since 1972 and took an interest in the growing pile of dirt nearby. This was no normal tyre fitting job though, as the 15-inch steel wheels ran a ‘safety liner’ and tube with a special valve. This allowed different pressures to be set for the two air chambers in each wheel. We called on extra helpers to man this massive task and enjoyed the popularity of NASCAR whilst it lasted. Later in 1988 I travelled with Dick Johnson and John Bowe to Silverstone for the Tourist Trophy race, also with the now famous Japanese slicks. Fastest in all practice and qualifying but overheated whilst leading about half distance. The biggest thrill for me was the queue of UK drivers wanting to know about our unique Japanese tyres. At that time, Dunlop UK was supplying bias ply tyres, which had poor durability compared to our radials. Soon after Dunlop UK began the long haul to develop radial slick tyres.
In 1989 I accompanied Allan Moffat and Klaus Niedzwiedz complete with Moffat’s car and crew to attend the Fuji Intertec 500. This was to be Allan’s final race, and he went out in style, winning the event. Following the race, Allan and I negotiated the Japanese subway system to bring home the trophy. Allan was keen to present the
trophy to his sponsor ANZ, and carried it, complete with presentation wooden box under his arm the whole way to the airport. It was a thrill for me to be involved, and to be able to thank my Japanese friends for their development support.
In January 1995 we were devastated to hear that the Great Hanshin Earthquake had destroyed our beloved Dunlop Motorsport factory in Kobe Japan. Motorsport sales constituted two-thirds of our business, and 99 percent of these were made in the now destroyed Kobe factory. Fortunately, none of my friends in Japan were injured and only one factory worker was killed. We were faced with a massive dilemma and turned to Dunlop UK to assist, and they did not let us down. I had visited the Birmingham factory on several occasions and had a good relationship with the technicians who had occasionally attended Bathurst with British teams. In particular, the Rovers and Jags of Tom Walkinshaw. Immediately the Commodore moulds were retrieved from the rubble they were airfreighted to Birmingham for development to begin. At Bathurst that year Larry Perkins won with Russell Ingall on the new UK made tyres.
In 1997 Larry Perkins and Russell Ingall won Bathurst again on Dunlop. But from then on Touring Cars changed to a control tyre and our business changed forever. The first three year contract went to Bridgestone and thereafter to Dunlop, but we no longer had any involvement.
In 2001 Dunlop decided on a state-based distribution network and we retained Victoria only, thereby substantially reducing our sales volume once again. However, we remain the largest distributor, supplying the other states from our large stockholding. Unlike our opposition (Yokohama, Bridgestone, Hankook, Toyo), where the importer carries stock, we are responsible for ordering production quantities, and carrying sufficient stock to cover the three month order/production/
The family business has witnessed first-hand many changes in the world of tyres, building a strong reputation in motorsport and maintaining industry relationships to this day
shipping cycle. To this day we remain the longest serving Dunlop Motorsport Distributor in the world, having clocked up 48 years. Over the years we have made many friends with Dunlop Motorsport personnel from around the world including UK, Germany, Japan, USA and Sweden. Whilst motorsport tyres still make up the majority of our sales, we have recently expanded into the classic/vintage tyre market for restored and collectible cars. We are the national distributor for classic tyres from Michelin and Pirelli, who make a remarkably wide range of iconic tyres from the 1940s to the 80s. Famous tyres, including the Michelin XWX for Ferrari to the Pirelli Cinturato, are in current production. In addition, we distribute other classic tyres such as Dunlop, Avon, Blockley, Vredestein and Goodyear. This is an interesting and rewarding business, and we attend many classic car events as well as motorsport events in Victoria.
Stuckeys is a truly family business. Over the years there have been 19 wider family members working at various times in the business including my four children Chris, Jenny, Tori and Lachlan. Chris Stuckey worked here in 1990 before returning to university to qualify as a Mechanical Engineer. He has gone on to engineer several Supercar teams, including this year’s Team Sydney entry at Bathurst, with drivers Alex Davison and Jonathan Webb. My mother passed away last year at the age of 99, having attended the business regularly until her late 90s. I can personally endorse her oft made comment: “I have had a wonderful life”. Presuming I carry her genes, I can only hope that I can continue the business that I love for many years to come.
Dispute resolution standard procedures
Words John Caine
DISAGREEMENTS in the automotive industry are generally about quality of product, service/labour or price charged. They can be between retail customers or business suppliers. Disputes can take considerable time, effort and money that would be better used to operate, manage, or grow your business. It is preferable to resolve a dispute as cost effectively and with as little damage to the relationship as possible.
There are practical ways to resolve disputes. Often direct discussion, and negotiation between parties proves sufficient. Disputes of a more complex nature may need to be resolved using a more formal process.
Types of disputes
The approach required to resolve disputes will vary according, depending on the nature of the product or service provided. Generally, disputes in the automotive industry involve one of the following:
Contract of sale of new or used motor vehicle
• Warranty obligations relating to sale of a motor vehicle
Service or repairs
• Sale of new parts Sale of used parts.
Steps for resolving a dispute
Generally, steps to resolve a dispute include:
Document the relevant details about the dispute in chronological order
Write down all dates, times, product or service details, summary of discussions, promises or verbal undertakings given
If there are multiple areas of disagreement, separate them. It may be possible to resolve a few smaller issues, allowing you to focus on major ones
The solution or action required will often become clear once the rights and obligations are set out on paper. Collect all documents relevant to the issue.
Eg: contracts, written warranties, invoices and any photographs
Take notes as to how each party would like the dispute resolved
Be clear about the solution being sought by you or the other party. Solutions could include compensation, refund, repair, replacement, an apology, behavioral change or any combination of these
Ask the other party what is important to them and what remedy they are seeking
Remember that each party has a common interest in resolving the matter quickly, fairly and cheaply. A direct exchange of information may present a solution that is acceptable to both parties
Present your case calmly and show respect for the other party’s point of view. Animosity from a badly managed dispute can cause long-term adverse effects on your business
Be prepared to compromise and give a little when the other party is prepared to do the same.
‘The expectation’
operators. As a consumer and the CEO of an association supporting people to run better businesses, I can see things from both sides. It’s true, businesses get things wrong. When they do, they should rectify the situation to the satisfaction of their customers.
But customers get it wrong as well, and this can make operating an honest business harder than it should be.
Sitting somewhere in the middle of these two extremes is what I’ve coined
‘the expectation’. This is when one side – or maybe both – imagines one thing but experiences something else. It happens in friendships and marriages, so why wouldn’t it occur in other relationships?
Getting ‘the expectation’ right relies on good communication. At the Victorian Automobile Chamber of Commerce (VACC), we communicate with our members regularly about good business practices and providing great customer service. I want that for all motorists, and so do business owners. So, here’s how you can help.
When dealing with a customer, ensure both parties come to an understanding of ‘the expectation’. So, talk through the scope of work and/or clearly identify what they are buying. Here’s an example.
If a customer is getting a general car service, have a discussion about what that involves. Do they want all detected problems rectified? Or do they just want the basics covered? If so, outline the basics for them. Both parties should ask questions first, not later. That way you will both get what you want. And that’s the way it should be.
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New Leadership for VACC
VICTORIAN Automobile Chamber of Commerce (VACC) and Tasmanian Automobile Chamber of Commerce (TACC) members voted and a new Executive Board, including the association President, has been revealed. The new Board members, who will make up the key strategy, governance and leadership body for the Chamber over a two-year term, have been welcomed by VACC CEO, Geoff Gwilym.
The Board will be led by President, Mark Awramenko and consists of: Chris Hummer (Vice President), Paul Bertoli (Secretary), Fury Bortolotto (Immediate Past President); Tony Sanchez (Past President) and Michael Grubb, all of whom were existing Board members. New Directors include A1 Motorcycle’s John Buskes (Past President); Craig Beruldsen, operator of Mel Schmidt Panels; and Trevor Parkes, operator of Parkes Body Works.
Mark Awramenko (President)
Chris Hummer (Vice President)
Paul Bertoli (Secretary)
Fury Bortolotto (Immediate Past President)
Tony Sanchez (Past President)
John Buskes (Past President)
Michael Grubb
Craig Beruldsen
Parkes
On behalf of members, VACC extends its thanks to outgoing Board members, Peter Savige (Past President), Tony Sitch and Sharon Pask for their commitment to the Chamber and active service. The Executive Board will work with VACC senior management to ensure the association continues to deliver on its constituted objectives and strategies.
VACC Executive Board (2020 – 2022)
Trevor
Mark Awramenko
Tony Sanchez
Michael Grubb
John Buskes
Trevor Parkes
Craig Beruldsen
Chris Hummer
Paul Bertoli
Fury Bortolotto
Change lanes to MTAA Super
Back to regional roots
AS Fury Bortolotto’s Victorian Automobile Chamber of Commerce (VACC) presidency came to a close, visiting regional members and getting back to the Chamber’s country roots, topped the to-do list. Accompanied by VACC CEO, Geoff Gwilym, Mr Bortolotto travelled down to South Gippsland to visit Korumburra Motors. Business owner, Reg Maskell welcomed the VACC site visit. Sitting down with Mr Bortolotto and Mr Gwilym, he shared the highlights of his automotive career so far. Born and bred in Korumburra, Reg attended the local Leongatha Technical School after showing an early interest in engines and being given an Austin A40 by a local wrecker. His apprenticeship began in 1972, in a class of 25 at the local Holden dealership, Kurrles of Korumburra. It was a dynamic learning environment and Kurrles was a big employer in the area, retaining over 30 workers. Ambitious to build
Motors. From the beginning, Reg placed great importance on technical and industry information, these priorities driving him to become a VACC member. Nowadays, Korumburra Motors focusses on licenced vehicle testing for heavy vehicles and towing services, including RACV work. However, over the years
for the next generation, Reg taking on several apprentices over the years. Having built a successful business and provided an essential service to his
Getting things right
AS part of the country visit schedule, VACC President Fury Bortolotto, CEO Geoff Gwilym and Area Manager Matt Devenish, met with VACC member Kris McLaren of CPK McLaren MotorBody.
Located on the main thoroughfare into Leongatha, the body shop is a prominent landmark and a reminder that prestige body repair businesses can profile as well as the next business in the high street. CPK McLaren MotorBody is a family business with Kris McLaren and the team of body repairers and painters fixing vehicles; Director, team leader and qualified panel beater, Craig; and Pam McLaren in the office handling the accounts and administration.
The premises has undergone a transformation since Kris took the site over in 2005. The entrance to the customer service area looks and feels like it’s built for a prestige workshop
with a quoting and detail cubical attached to the entrance space – a great place for customers to view their vehicle and for specialist work to be undertaken.
Kris, Craig, and Pam have great ambitions for the shop and have worked tirelessly through the many processes and administrative hurdles necessary for a facility of this kind to be located so close to the centre of town.
The transformation has been miraculous.
Fury and Geoff had a good poke around in the workshop and the quality of the finish on the repair work was second to none. Kris made his view clear in that the test of his business is measured through the quality of his work.
“If it’s not right it has to be done again,” said Kris.
Still taking on insurers when there is a dispute about a repair, Kris maintains that every customer has a right to have their vehicle repaired properly.
“It doesn’t matter if it’s a Commodore or a Porsche, the customer deserves to have the car repaired back to pre-accident condition. Wouldn’t we all want that?”
The VACC team had a look through the spray booths too, and an intergalactic Spies Hecker paint mix room.
Kris was asked about the range of paints he was using and he responded, “Well, I have tried most of the good brands but in my view nothing comes close the Spies Hecker in terms of its spray capacity and finish. My customers love it and so do I.”
There is still much to do on the build, with more concrete floors to polish, the office to fit out and then onto a remodelling of the spray booths, even a booth for trucks.
It was a great look at a prestige shop and a credit to Kris and the McLaren family for pulling off a great feat in regional Victoria.
Member of the month WomenAutomotive in TARA ABSOLOM
WORDS Isabella Mizzi
WHETHER it was working in a dealership as a teen, managing the office of a paint and panel shop, or returning to the world of dealerships as a front-ofhouse service manager at Frankston Toyota, Tara Absolom knows the world of automotive from many angles. Having recently completed a leadership course through VACC's Women in Automotive (WinA) scholarship program, Tara wants to keep the momentum going and has enrolled as a MBA student at Deakin University. WinA is proud to play witness to and share Tara’s story. Tell us a bit about your current role or involvement in the automotive industry. I’ve been working in the industry on and off over the last 10 years, but most currently as the front-of-house service manager at Frankston Toyota. I came here after owning and working for my own event and cake business for five years, and, although my business was doing really well, I missed the social interaction and the opportunities that the automotive industry presented, so I made the decision to step back into it. When I interviewed for the role, I learned of the vision that the general manager (Howard Bould) had for the dealership, and I strongly resonated with it. Whilst the role has not been without its challenges, we now have a great team (with an equal ratio of male and female staff) and within that, a great support structure.
What was your first professional experience within the automotive industry?
When I was a teen I worked part-time in a dealership but my first official role was an office manager for a paint and panel shop. I got to experience a lot of the industry in that role. I then enrolled in and completed a double Certificate IV (Diploma) in Management, whilst still holding that job down. I wanted to further myself, and on reflection I think I wanted to prove that I had what it took to not only keep the role but to excel in it.
Do you think you have experienced challenges within the industry that your male counterparts have not?
Absolutely, but some in a positive impact – as well as negative. It comes down to someone’s interpretation of who they think/assume should be in that role. As a manager, I do often feel like I have to work harder to prove myself than my male counterparts but at the end of the day we only need to be equally skilled, and I have some great relationships now that have been built over time (and) with mutual respect. I was employed to work with people and that’s where my skill set is and what I need to focus on. In automotive, there is a definite shock (factor) to the idea that you can be a female, a mum and still commit to the demands and hours that the role requires. It's not easy but it is doable. It also depends on your team and the people who work around you. We’re very lucky at my dealership, I’m not the only woman at the table and I’m not the only woman in a management meeting. That has a big impact on the workplace as a whole. What is your biggest achievement within the automotive industry, personal or professional?
Who is your inspiration as a female in automotive?
Number one would be winning the WinA scholarship for the Elevate Initiative course. My CFO at the time, Sharon Pask (current Chair of WinA) encouraged me to apply. I’ve just completed the course and I absolutely loved it. Through doing something like that, you’re not only opening a door for yourself, but you’re also opening it for others. There aren't a lot of women at that level of management, especially not in service but the idea of being able to assist others in their career was the main attraction behind applying for the scholarship. Then, being able to further that bout of confidence by applying to start studying my MBA, which I was recently accepted for and have just started, would also be one of my proudest achievements. I don’t have an existing university degree in the field, so being accepted into it was a such big achievement, and one that I am very proud of.
Do you have a favourite resource as a woman working in the automotive industry? Maybe a book, event, organisation, mentor or online platform? For me, one of the biggest resources for women in the industry is each other. It’s also important to have a mentor. I’ve had a few, male and female, and they’ve been of immense assistance. I also reference WinA frequently, ever since I was originally introduced to it, I’ve come to love it.
I don’t have an individual inspiration specifically. It’s going to sound odd but I take inspiration and take things on board from the people around me every day. Whether that’s people in my workplace or otherwise, I think learning from the people around you is invaluable. What is the best piece of advice that you have received or that you could give to another woman working in the automotive industry?
Values. Knowing what your values are and not being prepared to give them up is a really important part of becoming the person you want to be. Wherever you’re working, you need to make sure the business values and your own align. I’ve opened doors for myself that I didn’t think possible, which is fantastic, but now my role is to open doors for others who can’t yet open (them) for themselves. Women in Automotive was established in 1999 by the Victorian Automobile Chamber of Commerce. A networking group, its mission is to celebrate, educate and give a voice to women in automotive across Australia. It aims to raise the profile of women at all levels and sectors of the industry, and provide mentoring and scholarship opportunities to advance member careers.
Interested in learning more about group initiatives and scholarship opportunities? Head to womeninautomotive.com.au Alternatively, call 03 9829 1145 or email info@womeninautomotive.com.au
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Road User Charge for Electric Vehicles is Only Fair
Words Steve Bletsos
RECENT announcements by the Victorian and South Australian governments to introduce a road user charge for electric vehicles (EVs) are a welcome step to road transport reform in Australia.
Government road-related revenue primarily comprises state-levied vehicle registration fees and stamp duty and the Commonwealthlevied fuel excise and GST. Whilst none of these charges are directly earmarked to road funding, they form a significant part of total government revenue. It is well known that government revenue from the primary road user charge, fuel excise, has been falling for some time due to improvements in vehicle efficiency and more recently the growing uptake of electric and other zero emission vehicles.
The pressure to secure other revenue streams to replace fuel excise presents governments with an opportunity to design a system to replace existing road related revenue charges with one that solves the revenue decline and better reflects individual driver's use of roads, with the added potential to address traffic congestion. This is where the announcement by the Victorian Government of a 2.5 cents/km charge on EVs and other zero emission vehicles, and a 2.0 cent/km charge to plug-in-hybrid electric vehicles is a step in the right direction.
All road users should be contributing their fair share towards government revenues for road use, regardless of whether they drive a combustion engine vehicle or an electric or hydrogen vehicle. It is simply not a fair or sustainable situation to allow those that can afford electric vehicles to be able to use roads without charge, whilst most other drivers are paying 42.3 cents per litre in fuel excise at the bowser.
Even if you include on top of the cost of electricity consumed by an EV, a charge of 2.5 cents/km for EV road use, the total cost of typical journeys conducted in an EV would still amount to less than half the cost of equivalent journeys conducted in a combustion engine vehicle. Therefore, claims by EV lobby groups that a 2.5 cent/ km charge would destroy the EV market are simply ludicrous. In fact, one could even argue that the 2.5 cent/km charge is too cheap. Governments are right in sending out a clear message from now, that if you purchase an electric vehicle, you will not be exempt from making contributions to road funding and use in the future. A road user charge for EVs is simply a no brainer and sound policy.
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Rolling out the Fine Tuning Automotive Mental Health program
The Fine Tuning Automotive Mental Health program (FTAMH), funded by WorkSafe’s WorkWell Mental Health Improvement Fund, is now being offered to automotive businesses. We can all work together to make workplaces more mentally-healthy.
AS Victoria continues to have its COVID-19 restrictions eased, it is an appropriate time to get the FTAMH program underway. Automotive workshops are getting busier as motorists get those delayed services and repairs finally done and there is a real feeling of a return to some sort of normality. Businesses are looking to make up lost revenue, and the temptation may be to accept every job that comes through the door with everyone working long hours and grabbing the overtime. Its important at this time for supervisors to ask themselves – “How do I manage the workload stress that can come from this busy time of year, especially as we try to recoup costs after a long period of reduced income?”
Workload stress is one of the work-related risk factors to mental health that the FTAMH program aims to help businesses manage. Doing this successfully is a great move towards a more mentallyhealthy workplace, leading to less absenteeism and presenteeism (where employees are at work, but can’t work to their full potential).
The FTAMH facilitators are now visiting workplaces, registering employers and supervisors and taking them through the program and its resources. The overwhelming response is that the program is welcomed by the automotive industry and that there is a great opportunity to effect real change.
This positive response to the program was demonstrated when the FTAMH team were recently at a busy workshop talking a workshop supervisor through the program and getting them started on examining how they manage those key workrelated risk factors at the moment. The workshop was very busy, so the team asked the supervisor if there was a lot of overtime being done,
and if they were working weekends. It was obvious that the supervisor was pretty switched on, as they responded “No, I want to make sure that no one gets burnt out. I’m always checking how people are going – I can normally tell if they have any problems by the way they talk to me.”
What was particularly impressive about this supervisor, was their willingness to take advantage of the FTAMH program to see what else could be improved. The supervisor quickly understood that they could self-assess how each factor was currently being managed in the workplace by answering the question prompts (e.g. do you manage workplace stress by ensuring that regular rest breaks are timetabled into all roles?) and this naturally led to thinking about what rest breaks were in place and if these were adequate for the role and, if not, what could be done about it. The supervisor quite reasonably asked “so what do I do?”
To answer this, the facilitator took the supervisor took through
the program resources (the website, the Little Blue Book of Workplace Mental Health and
It is apparent that implementing changes in the workplace to help make it more mentally-healthy does require some thought to make those changes more effective. This should not discourage employers from doing anything, but rather to take advantage of the resources that are available and tailored to
the industry. The facilitators will help participants through the program, so now is the time to get involved and contact VACC to participate in the program. Visit the Fine Tuning website finetune.vacc.com.au or contact the Fine Tuning Team on 03 9829 1130 and via email finetune@vacc.com.au
MARK FITZGIBBON
CEO NIB
Mark Fitzgibbon is the Managing Director of the nib Group (nib). He joined nib in 2002 and has since led the business through significant growth, including leading nib’s demutualisation and listing on the Australian Securities Exchange (ASX). Mark is a director of nib holdings limited, Private Healthcare Australia, and a key advocate for private healthcare reform.
As a health insurance provider, how is nib handling the coronavirus pandemic?
We reacted quickly to the situation and have been very deliberate in our response to supporting our members, employees, and community. Within weeks of the Australian Government declaring the pandemic phase of the coronavirus, we had our entire workforce working from home and put in place a $45 million COVID-19 support package to support the health and wellbeing of our members, including six-month postponement of
premium pricing, premium relief and coverage for all members for COVID-19 related hospital treatment. We also donated 100,000 urgently needed surgical facemasks to healthcare workers in the Hunter and made a significant investment in community mental health and COVID-19 research, providing $1.5 million to organisations like Lifeline and HMRI. We’ve been doing our best to respond to the needs of our members and the community as the pandemic unfolds, all the while ensuring our members can continue to maintain their health cover.
What trends have you noticed in the health insurance industry in the COVID world?
I think the main trend we’ll see out of the COVID-19 pandemic is the rapid adoption of alternative health care treatment, such as telehealth services, which is proving to be popular. To be able to access services, like physiotherapy, psychology, dietetics and hopefully more as it evolves, all from the comfort of home just makes sense. We’re already investing in this space too, recently partnering with clinicianowned Australian business, Emerging
Under Fitzgibbon's leadership, nib has invested and donated throughout the COVID-19 pandemic in order to support members and the wider community
Healthcare, to provide health professionals with free access to their telehealth platform, GPConsults, during COVID-19. I’m very confident tele and virtual health will be the norm in a few years.
In early 2020, nib became a corporate partner of VACC. What are your goals for this partnership?
We teamed up with VACC last year to reach more Australians and help VACC achieve better health outcomes for their members. With Victoria recently thrust into a second lockdown due to the COVID-19 outbreak, our partnership could not have come at a better time. We think it’s so important that Australians have choice when it comes to their healthcare, and by providing access to discounted health insurance rates through our corporate health program, we hope more VACC members and their staff will feel empowered to take care of their health and wellbeing.
Like VACC, nib has a regional background. Can you tell us about nib’s origins?
nib was established in 1952 by workers at BHP Steelworks in Mayfield. While nib has grown considerably since then, now providing health and travel insurance to people worldwide, we will never forget our origins. As a Novocastrian (what we call a person from Newcastle), I’m very
proud of where we started and what we’ve achieved today with many of our members still a part of the Newcastle community. Despite the immense growth of our business, our purpose and sense of community has not faltered, with our members at the heart of everything we do.
What is nib’s market position?
nib is Australia’s fourth-largest health insurer and was the first health insurer to be listed on the Australian Securities Exchange (ASX). We now provide health cover to more than 1.4 million people across Australia and New Zealand as well as more than 200,000 international students and workers in Australia. While our travel business has experienced some challenges this past year as a result of the COVID-19 travel restrictions, as Australia’s third largest travel insurer we’re looking forward to continuing to provide protection for our travellers as restrictions begin to ease.
Why should business owners have private health insurance?
As a business owner, your employees’ health is so important. An employee corporate health plan can make a positive contribution to your organisation’s culture, including the attraction and retention of high-performing and talented employees, financial security and a more
productive and engaged workforce. By providing this benefit to employees, you’re not only giving them peace of mind knowing they’re protected in the unfortunate event that they fall ill or need hospital treatment, you’re also providing them with choice and access to quality healthcare services, including allied health services like physio, optical and dental. Not to mention our awesome range of health benefits we have available for members, including some great discounts on the likes of fitness, food and retail.
Why should VACC members take up health insurance with nib?
Despite the obvious benefit of VACC members receiving discounted health insurance rates if they join nib, this past year has reminded us just how important it is to look after your health and wellbeing. As a health fund, while we’ll be there for you when you’re sick, in hospital or in need of treatment, we’re also investing heavily in big data and AI (artificial intelligence), providing personalised programs for our members to help them keep healthy and out of hospital. Through our recent joint venture, Honeysuckle Health, our members have access to a range of hospital support and prevention programs that are tailored to their specific health needs. As it matures, we hope these programs will only get even more accurate and advanced.
How can busy professionals best look after their own health?
Set some routine to your day. I train or swim pretty much every day either in the morning or at lunchtime. I enjoy how it makes you feel afterwards, your body is more awake, and it gets those endorphins pumping for the rest of your day. One of my favourite local swim spots of a morning is Merewether beach. I feel very lucky to live where I do and have access to what I believe is one of Australia’s best beaches, right outside my doorstep. No matter how busy your day might be, you can always find at least 15 minutes to do some form of physical activity. Your health is your greatest asset, so why wouldn’t we make it a priority?
What is the best advice you have received?
Best advice I’ve received is, “We grow out of adversity and discomfort”.
CUTTING THECABLE
Going wireless for EV charging
WORDS Paul Tuzson
TO some extent, wireless charging of EVs is a solution in search of a problem. Certainly, there are applications in which it is advantageous but others in which it doesn’t really matter. Charging at home, for instance.
If getting out of a car in a garage, taking a cable off a wall bracket and plugging it into a car is a problem, it’s a first world problem. From a driver’s perspective, such a system is quicker than filling up with petrol at a service station. This is because the driver can simply walk away while the car charges overnight. Autonomous vehicles are another story. If there’s no one around to plug in the charging cable, how will recharging take place? Tesla currently has a prototype self-attaching snake-like charging cable, but it’s not intended for mainstream adoption. It’s a bit weird although operationally impressive. Autonomous vehicle recharging is certainly the standout case for wireless charging technology. Of course, by the time wireless charging technology is well established across our road and parking network it will also be on the floor in most suburban garages.
Wireless recharging is based on the transfer of electrical energy between two coils, one mounted on the ground underneath a car, and one mounted on the underside of the car. This technology isn’t new. The basic principle has been in use in transformers for 150 years. However, the principles and constructional details that make ordinary transformers efficient aren’t practical in an EV wireless, or inductive, charging system. Transformer coils are most efficient when they’re mounted close to each other, which isn’t possible with coils positioned as described above. Also, each of the coils in a transformer is mounted on a laminated iron core that’s common to both, and which serves to concentrate the electromagnetic fields in the coils. Some clever thinking has been necessary to compensate for these limitations and minimise inefficiencies in wireless charging systems for electric vehicles.
Inductive wireless charging systems do have ferrite (iron based) elements for concentrating fields into more efficient shapes. These take the form of flat discs, or sheets, set behind the coils. The exact shape of the ferrite disc
in a charging system depends on the shape or winding configuration of the coils, which is very important. However, it’s not the only thing that matters. Proper alignment of the primary and secondary coils in an inductive charging system is essential for efficient charging. Circular windings are common in smaller systems like phone chargers because accurate alignment of the coils is easier to achieve. Larger coils in EV charging systems have squarer configurations. This is because square coils are more tolerant of misalignment. Proper positioning is still extremely important but square coils broaden the limits of acceptable alignment. A trip to any car park will provide evidence for just how poorly people are at aligning their cars with the allocated spaces. Asking them to find the most effective alignment of primary and secondary coils as they park is probably ambitious. It’s true that a dash-mounted alignment indicator could be provided but asking a motorist to check a visual indicator as they are pulling into a parking spot is fraught with opportunities for mishap. And while wireless charging does offer convenience, having to make
With designs like this Audi e-tron GT concept it’s difficult to believe that autonomous cars will take over. Who wouldn’t want to drive this? And wireless charging mitigates the inconvenience of the more mundane daily aspects of vehicle ownership.
multiple adjustment manoeuvres to achieve the best alignment would quickly offset such convenience. This is yet another area in which an autonomous vehicle would out-perform a typical motorist. One of the reasons wireless charging is possible over the large air gap between the source and receiver coils is because they are tuned to have similar electromagnetic resonance frequencies. Resonant frequencies occur because coils develop an EMF as current passes through them. In very simple terms, the EMF builds and eventually forces current into capacitance elements in the circuit. These become recharged and then discharge into the coil once again. This back and forth transfer of charge continues at a particular frequency - the resonant frequency.
Reciprocating charge transfers in resonant circuits would continue indefinitely if not for resistance. Resistance in such a circuit produces heat losses until all the energy is dissipated. The resonant frequency can be tuned by adjusting the impedance values of the capacitance elements or the coil or both. Matched electromagnetic
Audi’s approach to minimising the air gap between ground receiver assembly from a few years ago (above). A demonstrator showing the Audi system with the ground assembly in the lowered and raised orientation (below)
resonance has been crucial in achieving the efficiency of wireless charging systems. And they are efficient.
In times past, wireless charging had a well-deserved reputation for inefficiency. In general, it was widely quoted as having about 70 percent the efficiency of wired charging. Such low efficiencies would tend to offset any convenience of park and forget charging. It would be like bringing back driveway service at petrol stations but only providing three quarters of a tank for the price of a full tank. Convenient, sure, but not a strong value proposition. Proponents of wireless charging are wont to tell how their systems are essential for the widespread adoption of electric vehicles, but this hasn’t really been the case. Our feeling is that there haven’t been many potential customers saying that they really want electric cars but have been holding off until wireless charging is available. EV sales around the world have been growing year on year and will continue to do so. As technical improvements gradually extend the range of EVs and connected charging technologies grow ever quicker in operation and become more widely available, connected charging will not be the barrier to EV sales that some are predicting.
Still, even though wireless charging won’t be the reason privately owned EVs become more widely accepted, it will certainly help. After all, people do love convenience. But until now wireless charging has been as much about preparing for the future as causing it. This will continue to the be the case until full autonomy is with us. Development efforts have increased wireless charging efficiencies from around 70 percent of
Most of the European manufacturers have been involved in wireless charging for some years. This BMW 530e is a hybrid and still benefits from the technology (below left). The ground assembly for the BMW 530e is an above ground type. These are easily installed anywhere (below)
connected charging to levels now directly comparable with tethered systems. That’s a game changer in this increasingly green-leaning consumer market.
In a world obsessed with carbon reduction, we remain all too fond of power consuming habits and technologies that cater to luxury and convenience rather than necessity. Low efficiency wireless charging can be one of these, even on a small scale. Wireless mobile phone charging is an example.
Mobile devices are cheap to recharge, even at the high prices we pay for electricity. At the individual level a 30 percent reduction in charging efficiency doesn’t amount to much money. However, at global scale it’s an entirely different matter. There are about 3.5 billion smart phones in the world. One calculation suggested that if they were all wirelessly charged with an efficiency of just 50 percent due to misalignment and other factors it would take a couple of power stations the size Loy Yang A to feed the inefficiency. That’s a lot of electricity that must come from somewhere. Small things matter.
Forward looking companies started testing wireless charging technology years ago. This is concept art for the Mercedes-Benz S 500 plug-in hybrid in 2014 (above). A Volvo C30 electric is seen here utilising an in-ground primary assembly. In-ground primary installations are the most unobtrusive types of wireless chargers (below)
Bigger things, like EVs, matter more. There are about one billion cars in the world. Only about half a percent of them are plug-in battery models. By the time all cars are electric the power generation needed to charge them is going to be staggering. Any inefficiencies in the processes will be hugely significant. This will be a highly regulated environment and false efficiency claims, or low ones, won’t be acceptable. Maximum efficiency will be de rigueur. We could be facing the need for nuclear power generation, although that’s another story. One thing that will be needed for the widespread adoption of electric vehicles is interoperability of both connected and wireless charging infrastructure. With cable connected chargers there are adapters that allow different plugs to be used. Wireless charging systems will have an
even greater need for interoperability. Any car will have to be able to park over any ground assembly and accept charge. Various stakeholders have been working on a wireless charging standard for more than a decade and SAE J2954 was released last October. This new standard allows manufacturers of wireless charging equipment to confidently design systems capable of being utilised by all electric vehicles. SAE J3854 specifies three levels of charging, WPT1, WPT2 and WPT3. These charge at 3.7kW, 7kW and 11kW respectively. WPT stands for Wireless Power Transfer. The standard allows for considerable energy transfer, so safety is also an integral consideration. For instance, if a pen or similar finds its way onto the ground assembly, charging automatically stops until it’s retrieved.
own wireless charging standard.
Although we don’t think that wireless charging is what will drive the adoption of privately owned and operated nonautonomous EVs, we do think it will still be welcomed by that section of the market. After all, if it’s available why not have it? However, it will be of greatest benefit to operators of autonomous cars, and eventually that’s going to be everyone. If, for example, the only charging point available is too far from your destination, your car will drop you where you need to be and then take itself off for charging.
Ground assemblies for wireless charging can be placed either on the surface of the asphalt or under it. Mounting ground assemblies on the surface is the most cost-effective means of introducing the technology but there are points of vulnerability, like exposed cables. But the efficiencies mentioned above also allow ground assemblies to be mounted just under the surface of the asphalt. Either way, spreading this technology across our parking network will be costly. Funding will probably come from several sources. Government funded pilot programs will probably get the ball rolling but there will be money to be made from supplying wireless charging. Private car park owners, shopping centres and even local councils will be eager to install ground assemblies. It could even be that councils are able
Tier-1 automotive suppliers like Continental are heavily involved in wireless charging. The Continental system can transfer power at up to 11kW and is compatible with worldwide electrical grids (above). It’s likely connected cable charging will continue to exist alongside newer wireless charging parking spaces for the foreseeable future (below)
Ford is trialling wireless charging in New York taxis. Wireless charging is ideally suited to taxis because of their wait times in taxi ranks (top). Connected wireless charging will continue to play a part into the future (above). Connected charging retrofitted to existing parking spaces introduces problems with cables. It works, but it’s less than ideal (below left & right) to replace revenue from parking fines and fees with revenue from wireless charging. Better still, they could retain fines and fees and simply add charging fees. We’re sure that when councils recognise the potential, they’ll probably make EVs compulsory and introduce fines for parking ICE powered cars in their municipalities.
Apart from single ground assemblies set in parking spaces as described above, there’s also the notion of strings of ground assemblies that are activated as cars pass over them. The first application of such a system would likely be in taxi queues. As taxis creep along ever closer to passenger pick up points at airports and the like, they would be able to recharge as they aligned with each of the primary coils. This approach could also be applied to queues of traffic at red lights or just traffic jams in general. Sitting in queues at either end of the day might be a bit more bearable if recharging your EV was part of the picture. In fact, spacing the ground assemblies at carefully calculated intervals could help manage merging and general congestion. Aside from stationary and semi-stationary charging as described above, there’s also the option to charge cars while they’re moving. Some concepts envision dedicated charging lanes in which EVs can receive a continuous charge
at freeway speeds. If such a system could be made to work, it would mean the end of range anxiety. In fact, an EV would become akin to a nuclear submarine – limited only by the need to feed its crew. The salient point here is that this is still only a concept although an Israeli company has produced a nice video showing how such infrastructure might be installed relatively easily. We’ll see. The proof will be in the charging. The developing EV wireless charging industry is likely to achieve the growth it predicts for itself. It’s a genuinely useful technology in most applications and a vital one in many. Even where it isn’t really needed it will still be utilised. If stocks are available in the companies bringing such technology to market, buy them. However, caution is needed because there will be grand predictions that don’t get beyond conceptual art.
Marc Heckner, Unsplash
Andrew Roberts, Unsplash
Eye watering cost, mouth-watering engineering
WORDS Paul Tuzson
EARLY last year Swedish hypercar manufacturer Koenigsegg Automotive released the latest in its line of impressive supercars – the Gemera. So, what’s this article all about? Just another story about a hypercar that almost none of us can afford and which won’t be available in large enough numbers to satisfy the market for those who can? Sure, but there’s more to it than that. Certainly, the Gemera ticks all the boxes for a hypercar. It’s fast, sleek, beautiful, has a sumptuous interior, corners on rails, exudes prestige, is exclusive and so on and so forth. However, in our opinion, the incorporation of stateof-the-art technology along with the thoughtful application of more fundamental engineering principles in the drivetrain are the standout features of the Gemera. It’s beautiful on the inside. There have been endless reviews of the Gemera but for those who haven’t heard, it’s a hybrid car powered by
three electric motors and one threecylinder internal combustion engine. The choice of three cylinders is one of the fundamental principles we mentioned. We might as well get the name of the engine out of the way. Koenigsegg calls it the Tiny Friendly Giant, or TFG. Must be a Norse thing. Regardless of the name, the TFG is an engineering masterpiece. Most often, manufacturers use threecylinder engines simply because they have one less cylinder than a four. This means fewer components like pistons, conrods, valves, etc. However, the Gemera is a $2.5 million hypercar. The cost of an extra rod and piston assembly isn’t so much the concern. What really matters in a hypercar, and all cars for that matter, are size and mass. The Gemera is a four-seat design so drivetrain space is at a premium. Three-cylinder engines are simply more compact and weigh less than engines with more cylinders. In fact, the Gemera’s
internal combustion engine weighs only 70kg. Still, the question remains, a hypercar with just three cylinders? There may only be three cylinders but the bore of 95mm and stroke of 93.5mm in each sweeps out a combined 2.0 litres. Compression is 9.5:1. Each of these nearly square cylinders is more akin to a V8 stroker than to a typical three-cylinder engine. Koenigsegg provides performance figures in a mix of metric and imperial. Making the conversions and presenting both units is unwieldy, so we’ll simply convey the figures as presented. So, while it may be hard to believe, the TFG puts out 600Nm between 2000 and 7000rpm. It makes 600hp at 7500rpm and redlines at 8500rpm. Those are high numbers for an engine with those internal dimensions. It’s not hard to imagine that turbochargers are involved but their operation can’t be explained without understanding the TFG valvetrain.
The Koenigsegg Gemera is all-wheel drive with three electric motors. Two drive the rear wheels independently and one assists the ICE in driving the front wheels. The large dark area is the 800-volt 16kW/h battery pack. You can see how small the ICE is (above)
The TFG doesn’t have camshafts, not even one. Rather, it’s fitted with a radically different pneumatically actuated valvetrain from Freevalve, a company within the Koenigsegg Group since about 2012. The name is apt because the valve operating freedom made available by the system is revolutionary. It’s ironic that a revolution should come about due to the elimination of revolving valvetrain components.
Each valve in the TFG is pneumatically actuated and can be held in any position by the hydraulic section of the actuating mechanism. Oil in the hydraulic system also acts as a damper. Activation of the pneumatic and hydraulic circuits is by means of electrically activated solenoids. This means that each valve in the Freevalve/TFG system can be individually controlled by software, which constitutes the ultimate valve train flexibility.
In terms of traditional valve operation, the Freevalve/TFG system has infinitely variable lift from zero opening to full lift for each of the four valves in each cylinder. In fact, the TFG has no throttle
This shows the battery pack more clearly and the front drive assembly consisting of the differential and Hydracoup torque converter (above). The TFG really is tiny, except in performance. Koenigsegg is committed to meeting all future emissions requirements. Freevalve technology will allow it to do so (left). The engine can run on almost any motor fuel, but it’s designed to use more CO2friendly fuels like E100 and methanol (below)
body. Instead, the inlet valves are used to throttle the engine. Also, the valves open and close very quickly because there are no compromises needed to keep a valve mechanism in contact with a cam lobe. This means more area ‘under the curve’ for a given lift.
The TFG/Freevalve system also has infinitely variable valve timing or overlap. For those from the stone age, it has the equivalent of infinitely variable lobe phasing, or lobe splits. This is another reason that the TFG makes good torque across such a broad rev
range yet still turns to 8500rpm. The Freevalve system also offers infinitely variable duration. That is, valves can be held open for as long as needed.
The TFG/Freevalve engine is the first in which lift, duration and timing can all be altered independently and simultaneously. This is the future of valvetrain technology. It can be used to support different fuels and even operating paradigms like the Atkinson cycle. As Koenigsegg’s founder and owner, Christian Von Koenigsegg pointed out, Freevalve technology is beginning to find its way onto more ordinary production engines. Now, back to the twin turbochargers. As almost everyone in the auto trades would know having twin turbochargers makes for maximum responsiveness. However, our magazine is also read in customer waiting areas, so we’ll explain a bit more of the obvious. If just a single-turbo system is used and the turbocharger is small enough to be responsive at lower revs, it will be restrictive at higher revs. Conversely, if a single turbo is big enough to supply enough air for high revs, it will be sluggish and unresponsive at low revs. The answer is two turbochargers with one feeding the engine at lower revs and the other being brought on-stream for increased airflow to support higher revs.
Koenigsegg is certainly far from the first manufacturer to implement a twin-turbo solution. However, how it controls the operational integration of the turbochargers is unique and only possible because of the innovative design of the TFG/Freevalve engine. Specifically, each of the four valves in every cylinder has its own port. That’s to say, each cylinder has two separate inlet ports and two separate exhaust ports.
At low revs the low-speed turbo is fed exhaust gas through just one exhaust valve in each cylinder, while the second valve in each cylinder remains closed. In this running condition the second, high-speed turbo remains inactive. The Freevalve system makes this easy to do, and for that matter, undo. When more air is needed to support higher revs the second exhaust valve in each cylinder is opened and the second turbo comes on-stream.
Freevalve technology also allows the valves to be slightly canted. So, if just one inlet valve is used, swirl can be achieved. If both inlet valves are utilised, tumble
can be induced. It’s really the best of both forms of in-cylinder turbulence. We also found the TFG conrods interesting. There are arguments about whether I-beam or H-beam conrods are superior. The reality is that conditions vary so much in an operating engine that each has advantages under conditions. The TFG rods are H-beams and I-beams combined up at the little ends and I-beams down at the big ends. So, all the foregoing explains how a 2.0-litre engine can produce 600hp. Although I3 engines are lighter and more compact, they do have some disadvantages. If 120-degree phasing
Three cylinders and Freevalve technology allow the ICE installation to be small enough to have space available for luggage. It has more than just four seats crammed in, it has carefully engineered comfort considerations (above left). A Freevalve unit. These are pneumatically operated, oil dampened and controlled. There is a return spring inside, but it’s assisted by the pneumatic system (left). All the creature comforts you could want are included in this superb hypercar. Koenigsegg refers to it as a Mega-GT which is apt considering the ability to take four occupants with limited luggage.
A B C
A graph of the combined output of the TFG ICE and the three electric motors (above). Full piston movement from TDC to BDC consists of the rod journal pulling the big end to one side – B secondary movement – and directly downward –C primary movement (left)
of the crank journals is utilised, they’re well balanced for primary and secondary forces. There is some misunderstanding of secondary forces. When a crank throw rotates from TDC to BDC it also pulls the piston from TDC to BDC. This is primary piston movement. As it does so it also pulls the big end of the conrod away from the centre line of the bore. This sideways displacement of the big end is greatest at 90 degrees after TDC and causes the piston to move down the bore somewhat. This is secondary movement, and it must be added to the primary movement to get the total movement and accurately calculate the reactionary forces involved. It means that at 90 degrees after TDC the piston is more than halfway down the bore. If this seems hard to believe, measure it on a short motor. So, although primary and secondary forces are in balance, it’s the way they are in balance that creates the problem. When number one piston is at TDC, the number two piston is 120 degrees after TDC and the number three piston is 120 degrees before TDC. This means the balancing forces to the number one piston are spaced along the rear two thirds of the crank length. In turn, this leverage creates a downward force at the rear end of the crank. Conversely, when the number three piston is at TDC this downward force is reversed and occurs at the front of the crank. Combined, these forces create a rocking couple as the crankshaft rotates. It’s only when the number two piston is at TDC that the opposing primary and secondary forces are at even lengths on either side of the piston at TDC (the number two piston).
In an inline six-cylinder engine the crankshaft is really two mirrored I3 crankshafts. So, the rocking couples at either end of the crank cancel each other out. Therefore, I6 and V12 engines are perfectly balanced. A V12 is just two I6 engines stitched together at 60 degrees.
To attain perfect balance, an I3 engine needs a rotating balance shaft. The TFG doesn’t have one. This means judicious spacing of carefully formed counterweights along the crankshaft is necessary to minimise the rocking couple described above. The other thing that can contribute to the lack of smoothness in an I3 engine with 120-degree phasing of the rod journals is the fact that the firing intervals are 240 degrees apart. However, the Gemera’s electric motors help compensate for this. So far, we’ve only discussed the TFG but as we mentioned, the Gemera also has three electric motors. Two, rated at 500hp and 1000Nm each, drive the rear wheels while a third is positioned at the output of the TFG where it contributes 500Nm and 400hp to help drive the carbon fibre torque tube connected to the front-mounted differential. The general layout of the Gemera is the opposite of a conventional car, which is to be expected. Everything about the Gemera is the furthest thing from conventional. Combined power from the TFG and the three electric motors add up to 2000hp. However, the 800-volt battery pack and the fact that electric motors and TFG make peak power at different revs means that the total combined power is about 1700hp. Combined torque for the electric motors driving the rear wheels is 2000Nm. For the TFG and front electric motor, the total is 1100Nm. So, that’s 3100Nm in total. Multiplying these figures by the 2.69 diff ratio at the front and the 3.325 ratios in each of the rear electric drive gearboxes gives 9309Nm. Koenigsegg quotes 11000Nm because of torque multiplication
from its custom designed torque converter, which it calls the Hydracoup.
The Gemera doesn’t have a gearbox, it’s a single-speed direct drive. The front diff and rear wheel ratios provide the masses of torque needed to accelerate the car from 0-100km/h in just 1.9 seconds. Fundamentally, the Hydracoup is like other torque converters. During acceleration at low vehicle speed, the stator takes high velocity fluid emerging from the inner ends of the turbine vanes and redirects it to act on the trailing faces of the impeller vanes. This gives the impeller a boost allowing it to apply greater force to the fluid it flings into the turbine. The front differential has clutches on either side that allow torque vectoring. At the rear, torque vectoring is achieved by means of the independent electric motors.
So, that’s an overview of how the Koenigsegg Gemera works under the skin. There’s a great deal more to say about the Gemera but we’re out of space. We’ve elected to concentrate on the deeper technical aspects of the car. It’s certainly a beautiful creation on the outside but even more so when you know how it works.
The general styling inside and out is everything you would expect from a leading hypercar. The Koenigsegg TFG uses port injection rather than direct injection. The company is aware of the need to reduce particulate emissions and plans to be compliant with all future emissions specifications. The Gemera has four-wheel drive, torque vectoring and four-wheel steering. Not having a transmission means less weight and frictional losses. The Gemera has an overall range of 1000km and can cover 50km on battery alone. It has a top speed of 400km/h. There will be just 300 Gemeras built (left, above & below)
Everything your workplace needs to work safe.
Out of sight, out of mind? Not exactly. This year, cleaning practices are increasingly focused on removing invisible bacteria and germs to reduce the spread of infection and provide peace of mind.
To keep your workspace as safe and hygienic as possible, we recommend a two-step process; surface cleaning followed by disinfecting.
Our resident Medical and Health expert, Terri Goldstein explains the difference between cleaning and disinfecting and offers her top tips on ensuring a safe and hygienic work environment.
Terri Goldstein
Medical and Health Specialist at Winc
TIP 1
DETERGENT
Clean visibly dirty surfaces with a detergent or soap and water prior to disinfection.
DISINFECTANT WIPES
For effective disinfecting, use diluted household bleach solutions, alcohol solutions with at least 70% alcohol, disinfectant wipes or EPA (Environment Protection Act) registered household disinfectants.
DISINFECTANT SPRAY
Regularly disinfect high touch surfaces in shared spaces. These areas include doorknobs, light switches, desks, sinks and kitchen counters.
HAND WASH/SOAP
Help reduce the spread of bacteria by washing your hands thoroughly and regularly - after blowing your nose, coughing, sneezing and using the restroom.
HAND SANITISER
Provide easy access to hand sanitiser and wipes at convenient locations throughout the workplace.
Shop the full range online or contact your Winc Account Manager.
TIP 3
TIP 5
TIP 4
TIP 2
MITSUBISHI 4D56 2.5-LITRE DIESEL TIMING BELTS
Common faults and revisions
The 4D56 diesel engine was released in 1980 and as a part of the ‘Astron’ family of Mitsubishi engines, which share common design features. The 4D56 has been in constant production ever since with improvements and additions over time, and one ongoing issue that persists.
THE common feature of this engine family is the use of twin balance shafts (originally called ‘Silent Shafts’). These are used to overcome a design quirk of the inline four-cylinder engine that causes vibrations. Even though all of the pistons and connecting rods are matched to the same weight, as they rotate, they do not cancel out all
of the ‘up and down’ motion, which means that there is some leftover ‘up’ motion. This causes a second order vibration that gets worse as engine speed increases. The balance shafts rotate at twice engine speed, in opposite directions and are phased in a way that cancels out the leftover ‘up’ motion with some extra ‘down’ –
which equals a very smooth engine.
The 4D56 has two timing belts, one for the camshaft and a smaller belt behind the cam belt to drive the two balance shafts. They are designed to have the same service life and replacement interval. As the design of this engine has evolved, so has the layout of the cam belt. For
Diagram 1: 4D56 – same engine code, two different fuel systems and two timing belt layouts
On the left is the layout diagram for the timing belt procedure for early models that can be found in Tech Talk October 1998 page 1508
On the right is the layout diagram from the timing belt procedure for later models with common rail injection that can be found on Tech Online
NOTE: The camshaft belt layout has changed but the balance shaft belt has remained the same
the earlier models 1986 to 2003, they had a cam belt layout with a large fuel pump sprocket and spring tensioner. See Diagram 1. For replacement procedure refer to Tech Talk October 1998 page 1508.
From 2008 in the ML Triton 4x2, the 4D56 was updated with the
introduction of common rail direct injection. This resulted in a change in the layout of the cam belt to a small fuel pump sprocket and a hydraulic tensioner. The balance shaft belt layout has remained the same. See Diagram 1. For procedure logon to Tech Online.
The balance shaft belt has a habit of stripping its teeth before the replacement interval. In some cases, people don’t notice. Other times, owners might feel the extra vibration, and sometimes parts of the balance shaft belt interfere with the cam belt and then things get expensive.
The belt replacement procedure for the early engine includes the steps to align the balance shafts by inserting a screwdriver in the RH side and a socket extension into a hole on the LH side of the block. Later belt replacement procedure does not include these steps, maybe because the common rail diesel components are in the way
The RH shaft is driven via a gearset, which means that even though the timing marks are aligned, the weight could be out of phase. Check its position with the screwdriver in place
These bearings are the first to seize if there are any problems in the lubrication system as they are rotating at twice engine speed
Diagram 2: Balance shaft layout and alignment
RH balance shaft Engine block
LH balance shaft
LH balance shaft
RH balance shaft
Sometimes, the balance shaft belt with the stripped teeth can make a whistling noise, which increases with engine speed due to the belt slipping on the sprockets. This sound is like a failed turbo bearing. Some variants of the 4D56 are turbocharged, and
The balance shaft belt is the same across all engine variants, and it is common for the teeth to strip off. This can happen if there is increased resistance in the bearings of the balance shaft or just old age. With no teeth, the belt can make a whistling sound like a failed turbo
there have been stories of workshops replacing turbos only to find that the same noise is still there. So, check the balance shaft belt before you go replacing turbos. See Diagram 3.
If the balance shaft belt has stripped teeth or has broken, always check
that the shafts rotate freely. It is not unheard of for the balance shaft bearings to fail and the shafts to seize. If so, check the oil supply and oil pressure. See Diagram 2. Problems that can affect the oil quality are lack of servicing, leaking
Diagram 3: Balance shaft layout and belt failure
Balance shaft belt with stripped teeth
LH balance shaft
RH balance shaft
Tensioner
Crankshaft
Diagram 4: Service schedules for Mitsubishi Tritons
The service schedule above is for vehicles up to October 2012, the schedule to the right is for vehicles after October 2012, when the timing belt interval was moved to 90,000km
injector seals and excessive DPF regenerations which can dilute the oil. So, make sure that the oil changes are completed when specified with the correct oil, because if there are any lubrication problems the balance shaft bearings are the first thing to grab, as the shafts are rotating at twice engine speed.
Replacement intervals
Another revision that has caused some confusion is the change of service interval for the timing belts. For models up to October 2012, the interval is 100,000km or 60 months (five years), from October 2012 the interval is 90,000km or 72 months (six years). See Diagram 4.
After some research, the reason for the change is to smooth out the service requirements. For example, the MN Trition has 15,000km oil change interval which means that there is a 90,000km service and a 105,000km but not a 100,000km service. So, the customer must come back in the middle for the timing belt replacement.
Mitsubishi moved the timing belt interval forward to 90,000km to be more convenient to the owner. There was no mechanical update, and the belts are the same.
It could be a good idea to replace the earlier models belts at 90,000km due to the nasty habit of the balance shaft belt not going the distance and creating more inconvenience to the customer.
The 4D56 has a second life by also being built under licence by Hyundai
and Kia for vehicles overseas. These variants have a different cylinder head with only a single overhead camshaft. They use the timing belt layout from the early 4D56 with the same balance shaft belt system. The engine codes are D4BB, D4BF and D4BH and may have been imported as the block is the same as a 4D56.
For more information on the 4D56 engine, log on to VACC MotorTech or call the Technical Advisory Service.
FUEL PUMPS: REPEATED FAILURES EXPLAINED
As it is getting harder to replace fuel pumps in modern vehicles, it is essential to correctly diagnosis the root cause of the failure. Otherwise, you may be replacing the pump again very soon for an angry customer. It is not uncommon to have recurring fuel pump failures, and VACC’s Technical Advisory Service has been receiving calls looking for a common fault. We have covered this topic a few times in Tech Talk, and will be referring to past articles as they remain relevant with some updates and tips.
With the fuel level low, the fuel pump is not fully submerged so it cannot transfer heat into the fuel. This will cause the pump to overheat and reduce its service life.
With the fuel tank over half full, the fuel pump is covered in fuel and is kept at an acceptable operating temperature.
THE way that most in-tank fuel pumps operate has not changed a great deal over the past 30 or so years since they were introduced. They consist of an electric DC motor with a roller-type pump attached at one end in a sealed unit. The fuel flows through and around the armature and bushes, which cools and lubricates the pump and motor. Here are some of the common fuel pump killers.
Heat
The fuel in the tank is used to keep the fuel pump cool and lubricated, so if there is no or very little fuel, the pump can overheat and be damaged very quickly. The main cause of this problem is the owner of the vehicle, who may be driving the car at near empty most of the time. These $10 or $20 top-up customers are not putting enough fuel in the tank to allow for the fuel pump to be cooled, which causes rapid pump wear. With so little fuel in the tank it is easy to run dry, which will damage the pump further. You will have to ask the customer about their refuelling habits and re-educate them to ensure that they keep the vehicle fuelled with at least half a tank.
Fuel issues
The fuel pump is usually protected by a small pre-filter or strainer on its intake, which might stop large particles from entering the pump. However, smaller particles can still be drawn into the pump which will wear the rollers and the bearings. If the fuel pump is replaced, make sure you fit a
new strainer/pre-filter and then clean and flush out the fuel tank and lines to remove any foreign particles. The fuel can be contaminated or diluted with other chemicals that may damage the pump and other fuel system components. Water in the fuel is a common problem.
Water can come from an issue at the service station (e.g. water getting into the storage tanks) or moisture in the atmosphere can be absorbed into the fuel if it has been in storage. Fuels with a higher ethanol content absorb moisture at a faster rate and will separate out of fuel and form layers (called phase separation). Any water in the fuel system will cause corrosion to steel components, and flaky bits of rust can be drawn into the pump and cause it to fail.
So, never reuse the fuel that you have drained from the vehicle as it could be the cause of the original pump failure. Always use new fuel from a reliable source.
If you have a customer that has a vehicle that is in storage or gets used rarely, you should advise them to drain the tank before storage or only have a small amount in the tank. So, if the fuel goes off, it can be topped up with new clean fuel.
Electrical faults
It is embarrassing at best to fit a new fuel pump, only to have one that does not work as well due to a fault in the vehicle’s electrical system. The most common issues are loose or corroded
connectors, melted or shorted wiring, and bad earths. However, there are other systems that can affect the fuel pump’s operation.
Many modern vehicles have returnless fuel systems and have a fuel pump control module that controls the fuel pump via a pulse-width modulated signal. They then manage the fuel delivery pressure by adjusting the duty cycle to the pump. It is a good idea to check this signal on an oscilloscope to make sure it not only has the correct voltage, but the signal is also clean. The fuel pump control module communicates with the PCM/ECU via the CAN bus. So, if you have a no-start situation, and you have some CAN Bus Codes (e.g. VE Commodore U0101 to U0249 – Loss of communication with Modules DTCs) this might be stopping the fuel pump from operating.
Other systems monitor the engine oil pressure, and if there is a fault in this signal or if the oil pressure is low, this could affect the fuel pump operation. Faults in the immobiliser systems can also stop the fuel pump from operating.
For more information on fuel pump problems refer to the following Tech
Talk articles:
May 2002, page 1860
September 1998, page 1496
September 1988, page 175
Login to VACC’s MotorTech or call the Technical Advisory Service for wiring diagrams and testing specifications for fuel pumps and systems.
• OEM level access to module programming, resets, relearn; key programming and normal diagnostic functions
• Covers a large range of vehicles worldwide
• Capable of performing a vehicle health check on all systems on late model vehicles (checking all computers on vehicle)
• Dynamic vehicle health reports
• Ability to send email reports to customers
• Regular software updates
• Reads live data and graphs information for comparisons
• Alarms can be set for range sensor problems
• Has quick resets of fault codes
• Automatic vehicle model detection on late model vehicles (mainly European)
•
• Does your workshop need more leads and customers?
TNT Express Welcomes
TNT is one of the country’s largest providers of business-to-business express delivery services. TNT provides on-demand, time-critical door to door express delivery services for documents, parcels and freight, worldwide and locally.
TNT has an extensive regional, national and international network of warehouses, sortation hubs and depots all linked by sophisticated technology. TNT has provided the Australian market with distribution services for more than 60 years. For more information on TNT’s services and solutions, please call
VACC members
Becoming a VACC or TACC member opens up a wide range of special offers and discounted products and services for you and your business. VACC and TACC have collaborated with organisations which provide essential services to your business to offer special low rates for members. Couple the savings from discounted products and services with the subsidised services which VACC itself offers to members, and your annual membership can easily pay for itself. Everything from IR advice, to cheaper EFTPOS terminals to technical solutions is on offer. This guide gives you an idea of the offers which you can access, as well as a number of other collaborations.
Workplace/IR Advice
Members can access services including a call centre for employment-related questions, a web page with award rates and policy and employment fact sheets, writing of employment contracts, handbooks and policies, and member and industry representation.
03 9829 1123 ir@vacc.com.au vacc.com.au
Auto Apprenticeships
VACC takes the hassle out of hiring trainees and apprentices, as businesses are matched with high quality candidates who meet strict selection criteria. VACC also looks after all administration aspects of the apprenticeship, including visits by Field Officers.
NIB has a mission and vision of people enjoying better health. VACC and TACC members (including their staff) receive a corporate discount on nib’s retail health insurance products.
1800 13 14 63 nib.com.au/corp/vacc
Website Services
OurAuto Digital provides a one-stop solution for your business’ website, including a custom design, rendering for smartphones and tablets, email accounts and hosting. Businesses are able to update web content themselves. VACC and TACC members receive these services at a discounted rate.
1300 687 288 ourautodigital.com.au
OurAuto iStore
Businesses can purchase a wide range of items, including personalised stationery, consumables such as floor mats and seat covers, workplace safety signage and much more. Member businesses automatically receive a discount on purchases.
03 9829 1152 ourautoistore.com.au
A Grade
The A Grade Automotive Network is a network of VACC member businesses that are dedicated to providing customers a better quality experience across all aspects of vehicle maintenance and repairs. Participants are contractually bound and VACC certified, and are publicly promoted in various forms of advertising.
03 9829 1202 goagrade.com.au
Technical Information
VACC MotorTech brings together VACC’s Tech Online, Times Guide, Tech Estimate, Technical Advisory Service and Tech Talk products with Haynes’ international knowhow, to provide an enormous amount of technical service and repair information to subscribers.
Wavin takes the hassle out of contact tracing. A contactless check-in system, Wavin lets customers wave their phones over a sensor that is placed at the entry of a member-business – no need to download an app. To learn more, VACC members can contact their Area Manager or call the Membership team.
1300 013 341 getwavin.com
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
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.
MTAA Superannuation is the super fund for the automotive industry. MTAA has low fees, is run only to benefit members and offers a range of investment options. It allows employers to make all super contributions with just one transaction.
1300 362 415 mtaasuper.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
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
Visa Checking Services
VACC Helpline offers a quick visa checking service through the Department of Immigration. VACC members and non-members can access the service to ensure an applicant on a Visa has appropriate work rights in Australia. Don’t be caught out.
03 9829 1133 autoadvice@vacc.com.au 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 signup 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
Australian Automotive
Members automatically receive Australian Automotive magazine. The bi-monthly publication offers the latest industry news, reviews, industry comment and technical articles. Australian Automotive is the most widely read automotive industry publication in the country.
03 9829 1247 australianautomotive.com
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 Brokers
TACC members can now access business insurance 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
Advertising
All members have access to advertising in VACC publications at preferential rates, including Australian Automotive with a national readership exceeding 20,000. The VACC marketing department can help members by designing advertisements at a heavily subsidised rate.
Matt Healey 0407 343 330 matt.healey@cameronmediasales.com
VACC Update
All VACC and TACC members receive VACC 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
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
OurAuto Insurance
Comprehensive Insurance Cover
Insurance matters when things go wrong and when they do, it’s important that you have the most comprehensive insurance cover possible.
We work with you to understand and manage your risks and then provide Policy options that address your specific insurance needs.
OurAuto Insurance understands the importance of providing the right insurance that matches your needs.
Competitive prices
We are a broker and therefore not tied to a single insurance company. This means that once we understand your insurance risks, we can shop the market on your behalf to achieve a competitive price.
Cover for all automotive businesses
OurAuto Insurance has a goal to seek insurance for all businesses operating in the Australian automotive industry regardless of size and risk profile.
Challenge us to find a better deal
Contact us today and challenge us to find a better insurance deal for your business.
recent
“I received great service from OurAuto Insurance. The representative Dean was very helpful and conducted a thorough analysis of my previous quote. I discovered that I didn’t have the coverage my business needed and was able to get full coverage with OurAuto Insurance, while still making a significant saving. Overall it was a 10/10 experience.”
Joe Defina, Defina Automotive
“OurAuto Insurance promised to look into my insurance after I told them I had a claim and my existing insurer had increased my premium to the point it was unaffordable. The advice and the service I received was outstanding. They identified areas I wasn’t covered and helped me understand where my business was vulnerable. They provided outstanding service and came back to me with a real saving, something that made a real difference to my business and with greater overall cover.”
Gentile, Generals Automotive Nunawading VIC
Any advice in this document is general and may not be suitable to your circumstances. VACC may earn commission as a direct result of your insurance placement with OurAuto Insurance.
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VACC MOTORTECH brings together VACC’s proven suite of technical products with the might of Haynes’ international know-how.
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