A new industry podcast is coming soon. Shane Jacobson, Greg Rust and VACC CEO, Geoff Gwilym talk auto news and views
08 CHOOSE CHOICE
Having choice of repairer is a fundamental right for motorists but it seems insurers want to make it all too unclear
10 TECH SOLUTION
Franchising researcher and PhD candidate, Adiba Fattah is Women in Automotive’s member of the month 0 6 16 10
Australia’s most comprehensive technical solution combines VACC’s suite of products with the global reach of Haynes
12 GOOD GUIDE
MTAA, in partnership with FCW Lawyers, has released a road map for car dealers and dealer councils
14 MEMBER TOUR
VACC CEO, Geoff Gwilym travels around Victoria to mark some important membership milestones
RIGHT TRACK
Michael Sukkar MP makes a right-torepair commitment, joining VACC CEO, Geoff Gwilym at a member workshop
BIG PLANS
Nason Engine Parts, long associated with the Australian engine reconditioning trade, celebrates a new era
22 WINA SPOTLIGHT
24 MENTAL HEALTH
When it comes to employees, contentment and commitment are key to a mentally healthy workplace
26 BIG CHAIR
Bruce Parker is a man of one trade and many talents. Running HM GEM Engines is just the tip of the iceberg
32 STILL WAITING
When it comes to automomous vehicles, we’re concepts abound – it’s the technology holding up the production line 38
TOUGH TARGETS
World leaders seem to be on an emissions mission but things were much simpler when it was all about cars
This issue’s technical topic is the Easy Select and Super Select 4WD Systems of crowd-pleasing Mitsubishi Triton
Find everything from the latest products to the best business services you need all in one place
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TIMES ARE CHANGING
COMMUNICATIONS continue to evolve. A decade ago, people read the newspaper in the morning and watched the news on TV at night to stay informed.
These days people get their information from numerous sources. A modern person’s day might look this: read the news online over breakfast; check the social media feed before heading to work; listen to the radio on the drive to work; browse a newspaper in the staff kitchen at morning tea; check a few websites over lunch; listen to a podcast on the way home; watch the news before dinner; check out a current affairs program before bed.
Victorian Automotive Chamber of Commerce (VACC) communications need to be where its members are, when they want to consume them.
VACC already has lots of communications channels: Bulletins, emails, newsletters, websites, social media, videos, events, magazines, blogs, face-to-face and online meetings and webinars, and special publications like Directions in Automotive 2021 and the AnnualReport
Now, from 1 July we are adding something new: THE GRILLE, VACC’s own podcast. And it’s going to be pretty special.
VACC has engaged media personality Greg Rust to host the show, and Shane Jacobson and CEO Geoff Gwilym will
act as permanent guest-hosts.
THE GRILLE will feature auto industry news and views, there will be a ‘name’ guest interviewee, and each episode will feature a VACC member who will talk in-depth about their sector of the industry. And the hosts promise lots of laughs along the way.
THE GRILLE is another way for VACC to communicate with its members, the motoring public, and politicians and regulators. It’s important that we make this move – people are migrating from traditional communications to digital platforms, and consuming
media where and when it suits them.
THE GRILLE is a modern way for the Chamber to have its voice heard on policy matters, to be known as automotive experts, and to get closer to its members and their customers.
THE GRILLE launches on 1 July. You can subscribe and listen at any time of the day or night on your mobile, tablet, laptop or PC. Search for THE GRILLE on all your favourite podcast sites. If you are new to podcasting it might be best to visit the VACC website and we’ll point you in the right direction. Be sure to be listen in on 1 July.
David Dowsey
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
Steve Bletsos, John Caine, Daniel Ellul, Geoff Gwilym, Rod Lofts, Paul Tuzson
VACC adheres to its obligations under National Privacy Principles legislation. Information on products and services contained in the editorial and advertising pages of this magazine does not imply the endorsement of any product or service by VACC. Australian Automotive is copyright and no part may be reproduced without the written permission of VACC. Advertisers and advertising agencies lodging material for publication in Australian Automotive indemnify the VACC, its directors, Board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. This publication is distributed with the understanding that the authors, editors and publishers are not responsible for the results of any actions or works of whatsoever kind based on the information contained in this publication, nor for any errors or omissions contained herein. The publishers, authors and editors expressly disclaim all and any liability to any person whomsoever whether a purchaser of this publication or not in respect of anything and of the consequences of anything done or omitted to be done by any such person in reliance, whether whole or partial upon the whole or any part of the contents of this publication. Advertising accepted for publication in Australian Automotive is subject to the conditions set out in the Australian Automotive rate card, available from editor@australianautomotive.com
Connect with VACC
Choice of repairer
Do you have it or not?
And yet, it’s extremely important that you know what you’re paying for. Having choice of repairer is a fundamental right. It’s your vehicle. You are paying good money for your insurance policy. So, you should be allowed to have your vehicle repaired by the business of your choosing. You may not have a strong opinion on who repairs your vehicle, and that’s fine. But plenty of people do.
All these are legitimate reasons to want choice of repairer.
So, when it comes to renewing your vehicle insurance cover, take the time to ask if you have choice of repairer. If you do not, go to an insurer who does offer it.
– I reckon I’m on safe ground in suggesting you don’t know the answer. I can’t blame you. An insurance PDS is hardly riveting reading, with plenty of fine print that’s tedious to wade through. Insurers are good at making
Some motorists have an ongoing relationship with a panel repair shop they know and trust. Some people, particularly in regional areas, are passionate about supporting local businesses. And some owners of collectable and classic vehicles only want to take their pride and joy to a marque specialist.
VACC CEO, Geoff Gwilym voices his opinion each week in the motoring section of Friday's Herald Sun.
It all starts with spirit.
VACC Technical has changed
VACC Technical Services has launched into a new era of product offerings that will change the automotive technical information game in Australia.
VACC has signed a multi-year deal with the famous British-based Haynes Publishing Group, bringing to market a suite of products, unsurpassed in Australia, under the banner of VACC MotorTech.
VACC MotorTech brings together VACC’s proven Tech Online, Times Guide, Tech Estimate, Tech Advisory Service and Tech Talk products with the might of Haynes’ international know-how, to provide an enormous (and evergrowing) amount of technical service and repair information to subscribers.
Available now for subscription are four ‘solutions’: Maintenance, Service & Repair, Diagnostics and Commercials. These new products are positioned at an unbeatable price and VACC members receive generous discounts of up to 50 percent.
Haynes is best known in Australia for its Haynes manuals that have been in print since 1965 and have sold over 200 million copies worldwide. However, they
online products, designed for automotive professionals under the HaynesPro brand.
Until the agreement with VACC, HaynesPro products have not been available in the Australian market in such affordable and convenient packages.
The HaynesPro products include:
• HaynesPro Manuals AllAccess Cars allows access to all Haynes manuals online, providing step-by-step repair and service information, along with extra details not published in the hard copy versions. The Haynes OnDemand video tutorials – available for many of the most popular models – are the ultimate aid to getting vehicles correctly serviced and repaired.
• HaynesPro WorkshopData Tech contains extensive maintenance information like repair times, timing belt and chain replacement procedures, capacities, wheel alignment, torque specification and over 100,000 high-quality technical drawings.
• HaynesPro WorkshopData Electronics and Smart includes the VESA guided diagnostics system, wiring diagrams for most vehicle systems, fuse and relay locations, earth point and control unit locations, TSBs and known fixes.
• HaynesPro WorkshopData Truck includes WorkshopData Tech, WorkshopData Electronics and WorkshopData Smart. It is the most effective application from fault to fix.
The agreement between VACC and Haynes provides automotive business owners new options and easy access to repair information and vehicle repair times not available previously, in bundles to suit every business’s needs.
Visit: motortech.com.au to learn more.
The
new auto industry podcast
brought to you by the best in the business
Join journalist Greg Rust, motoring enthusiast Shane Jacobson, and industry authority Geoff Gwilym as we dig deep into automotive. There’ll be news and views, industry insights and trends, special guests, and plenty of laughs along the way.
So join us.
THE GRILLE: Launches 1 July
Road map for car dealers and dealer councils released
A road map for car dealers and dealer councils, Navigating recent automotive regulatory reforms has been released.
The comprehensive 56-page guide was prepared by FCW Lawyers in partnership with VACC’s national body, the Motor Trades Association of Australia (MTAA) and outlines important information including agency agreements, end of term obligations, capital expenditure requirements, dispute resolution, unfair contract terms, Australian Consumer Law, and collective bargaining.
A Q&A panel event was hosted by the Victorian Automobile Dealers Association chair, Sid Cetindag; MTAA CEO, Richard Dudley; and VACC CEO, Geoff Gwilym. FCW Principal lawyer and Head of Commercial, Sotheary Bryant, and Director Robert Gardini, made a presentation and answered questions from VADA and VACC’s Farm and Industrial Machinery Dealers Association of Victoria members.
Download the guide via the VACC website: vacc.com.au/News
VACC memberbusinesses and Chamber leaders attended a Q&A event, hosted by FCW Principal lawyer and Head of Commercial, Sotheary Bryant, and Director Robert Gardini
Business' legal responsibilities when dealing with customers
Words John Caine
AUSTRALIAN Consumer Law (ACL) came into force on 1 January 2011. It’s designed to help ensure businesses act responsibly in their dealings with consumers.
ACL replaced previous Commonwealth, state and territory consumer protection legislation. It is contained in the Competition and Consumer Act 2010. Aspects of ACL are also reflected in the Australian Securities and Investments Commission Act 2001 (ASIC Act) to protect consumers dealing with the financial products and services sectors. Let’s start by considering three main areas of this law.
Misleading and deceptive conduct: Businesses must not engage in conduct which could mislead consumers about their goods or services.
A business can break the law by failing to disclose relevant facts
to a consumer. Whether silence is deceptive or misleading will depend upon the circumstances of each case. Descriptions, promotions and advertisements must accurately represent:
• the standard, quality, value, and price the composition, style, and model the performance, characteristics, uses, and benefits.
Along with this, any additional warranties or conditions should be clearly stated.
The next area is ‘unconscionable conduct'. This is best defined as a statement or action so unreasonable that it defies good conscience. A business must not act unconscionably when selling or supplying goods to a consumer or supplying or acquiring goods and services to or from a business. This could include using high
pressure sales tactics, taking advantage of a consumer with a disability, exploiting age, sickness, gender, or financial difficulties. The third important area of consumer law is unfair terms in consumer contracts. This has been a subject of much discussion and constant review since the introduction of ACL.
A consumer contract is an agreement between business and consumer for the supply of goods or services for the consumers’ personal, domestic, or household use.
These contracts should not allow the business to change the contract without notifying the customer, avoid liability for negligence, avoid responsibility for any shortcomings or allow fees and charges not related to costs to be incurred.
In general, unfair terms will be treated in a dispute as though they never existed.
Sanick Motor Body Works 50 year anniversary
SANICK Motor Body Works in Fawkner has reached the milestone of 50 years of Chamber membership. To recognise this achievement, Body Repair Division Industry Policy Advisor, Kathy Zdravevski and VACC Area Manager, Kris Stavreski met with Santo and Tony Zappulla.
Originally starting out as a small, family-run business by Santo and Antonietta Zappulla, Sanick Motor Body Works has grown. All the while it has maintained its family values whereby today their son, Tony manages and runs the body shop and their daughter, Nuccia works in the front office.
Over the past 50 years Santo has seen a lot of change to the body repair industry. He shared a story where before ABS brakes were introduced in modern
day vehicles, if he knew the weather bureau had forecast rain for the day, he would wake up earlier than normal and his wife would ask why? His response was that “braking capabilities of vehicles were poor, which meant more accidents and a busy day at work”.
Tony discussed adapting to technology. Reflecting on what's currently taught in various trades for repairing standard vehicles, he said Santo showed him the same ‘techniques’ when he was only starting off in the business, and those processes are still in place, but modified to suit certain machines and devices used today.
Santo mentioned, during his time in the industry, he has also seen changes in how insurers operate, including stricter regulations for body repairers and the
necessity for vehicles to be repaired to meet insurer requirements.
Throughout its 50 years of VACC membership, Sanick has utilised VACC’s various services including the workplace relations team to assist with ensuring staff wages are paid correctly, given the complex workplace relations laws that exist. In addition, their VACC Area Manager Kris has regularly visited Sanick and built a great relationship with the repairer to ensure all their needs are met and they are supported in their business operations.
VACC’s Industry Policy Team lobbies and works hard for all members to ensure the industry is protected, ensuring the longevity of small businesses like Sanick
Santo and Tony Zappulla proudly pose with their membership certificate, surrounded by their team
Sheen Panel Service
50 year anniversary
TO celebrate 50 years of Chamber membership, VACC CEO Geoff Gwilym and Body Repair Division Industry Policy Advisor, Kathy Zdravevski visited the Sheen Panel Service Bayswater repair shop, meeting with Sheen Panel Service founder, Martin Stone and Sheen Bayswater Manager, Scott Purdey. Martin Stone arrived in 1967 from England at a time when Australia was booming. With many immigrants arriving on our shores, he found a job within days and, in 1969, rented a factory in Bayswater and together with four other employees, Sheen Panel Service began. Martin, together with his business partner, Blair Denys have since grown the business, which has expanded to 26 locations, employing over 400 staff, along with three towing depots and 50 trucks. The brand is now synonymous with smash repairs. Sheen Panel Service has developed a reputation for excellence and reliability.
Sheen remains a family-run business and it's those family values which have attributed to its success.
Members of Martin and Blair’s family work today in the business, but other staff have also worked with Sheen for many years. Jenny Felsenthal, the Office Manager at the South Melbourne branch, has been part of the Sheen family for over 30 years. At Sheen Bayswater, there are 10 staff members with a combined 120 years of experience. Staff training and development is important. At Bayswater branch, all panel beaters have undertaken the same training, which is vital in maintaining Sheen’s reputation for excellence and reliability. Scott Purdey began in 2006 as a VACC spray painting apprentice and today is the Manager of Sheen Bayswater.
Sheen has been servicing the community for over 50 years, not just by keeping them moving, but also working with local charities, like Variety, having raised $5 million.
With the values that have contributed to its success, Sheen Panel Service is a respected VACC member and the Chamber looks forward to the next 50 years of membership.
From left: VACC Industry Policy Advisor, Kathy Zdravevski; Sheen Panel Service CEO, Martin Stone; Sheen Bayswater Manager, Scott Purdey; VACC CEO, Geoff Gwilym
Mildura member visit
VACC CEO, Geoff Gwilym and Industry Policy Advisor, John Khoury arrived in Mildura to support announcements made by the Hon. Michael Sukkar MP regarding the Motor Vehicle Service and Repair Information Sharing Scheme that is currently before the Australian Parliament.
"This is a long journey that is as much about consumer rights as it is about a fair landscape between vehicle manufacturers and independent repairers,” said Gwilym.
Gwilym and Khoury joined Minister Sukkar at the Oasis Service Centre in Mildura, where the Minister publicly made clear his intentions to gain whole-of-government support for the transition of the Bill for access to repair information.
Owner of the VACC member-business, David Seddon outlined the major issues facing independent repairers and how they cannot access the right information to undertake repairs.
While in town, VACC also visited the business owners of Stuart & Harrison, John and Robyn Harrison, who opened a car dealership in Mildura in the early 1920s. John’s father, Harry was the original owner of the business along with Norm Stuart. In 1927 they opened a General Motors Holden dealership which lasted 85 years, eventually ending in 2012.
Gwilym presented the Stuart & Harrison team with a certificate to mark the business' 75 years of Chamber membership. He reminded the family that VACC started in regional Victoria over 100 years ago and members in regional and rural areas were glued-on for the long haul.
Next door to the old Stuart & Harrison premises is Robyn and John’s son Tim Harrison, who operates a Honda dealership.
COVID confronted the motorcycle industry in Mildura, as it did all over Australia, with a crash in stock levels. Built for survival, Tim geared the shop up with bicycles to keep the cash flow moving until stock started to creep back in.
It’s still a great family affair with Tim’s wife, Helen and daughter, Sarah playing a big part in the success of the business.
Next was a catch-up with VACC Board member, Craig Beruldsen of Mel Schmidt Panel Works – which also includes its own towing operations.
The VACC team had a great discussion with Craig about the ongoing battles between insurers and body repairers. “We are looking forward to a range of legislative changes this year that will hopefully put a better balance
Craig showed John and Geoff around the workshop and provided a few tips on body repair methods. But he declined the offer to sand back a few panels.
The afternoon trip was an on-site visit to 50-year member-business, Groves Engineering. It’s a great multifunctional outfit run by Robert and Faye Groves, where the team can weld just about anything. There is a big focus on regional farm machinery gear, with a combined 145 years of engineering capability in the business. So, it's no surprise they have been in business for such a long time, with a capacity to turn their hand to repair, design and engineering jobs, all before lunch time. It was great to catch up with Robert’s father, Sid. Born in Redcliff and one of nine siblings, Sid quickly saw a demand for farm machinery modifications and opened the business back in 1952.
It was a rewarding day in Mildura, with the Minister announcing impending legislation, seeing VACC memberbusinesses that have supported the town and the region over an 85-year timeline and a VACC Board member, right in the region’s backyard.
Clockwise from top left: VACC CEO, Geoff Gwilym and Industry Policy Advisor, John Khoury toured northwest Victoria,
IN 2018, the Australian Government released it National Waste Policy, aimed at better supporting our local economy, protecting the health of citizens and reducing the environmental impact by minimising waste and harnessing the materials we dispose of and return them to productive use.
As a result, the government’s focus has shifted towards a broader circular economy and is investigating a Right to Repair policy that would lead to increased competition in repair sectors, greater consumer choice and improved environmental outcomes. Leading the way is the automotive service and repair industry.
In what has been over a decadelong journey, right to repair advocacy efforts began back in 2008 when members of VACC’s Automotive Repairers Division executive committee found it was becoming increasingly difficult to access manufacturer repair information and specifications in order to complete repairs, including reinitialising replacement components. Repeated attempts by vehicle manufacturers and industry stakeholders to resolve this issue has largely failed and was confirmed during an 18-month long ACCC investigation into the new-car retailing market.
The consumer watchdog found that limited access to service and repair information caused detriment to consumers through increased costs,
Australian Government backs small business and consumer choice
having a car repaired or serviced by an independent repairer.
The final report also included a key recommendation that a mandatory scheme be introduced for vehicle manufacturers to share technical information with independent repairers, on commercially fair and reasonable terms including access to environment, safety, and securityrelated repair and service information. Since then there have been numerous industry consultations, stakeholder meetings and roundtable meetings with government officials.
On 24 April 2021, Assistant Treasurer, the Hon. Michael Sukkar MP presented to Parliament a Bill for an Act to amend the Competition and Consumer Act 2010 in relation to sharing information for motor vehicle service and repair, and for related purposes.
Known as the Motor Vehicle Service and Repair Information Sharing Scheme, due for its third reading in Parliament during the May sitting period, the overarching principle of the legislation is to establish a scheme that mandates all service and repair information provided to vehicle dealership networks and manufacturer preferred repairers be made available to independent repairers and RTOs to purchase on fair and reasonable commercial terms.
Outlined in the Bill’s explanatory memorandum are examples of what repair information is to be shared, such as technical service bulletins,
codes and testing procedures.
More importantly, access to software updates and service campaigns is also included, meaning vehicles will no longer have to be returned to a dealer for reinitialisation.
What’s more, any car manufacturer found to be in breach risks a penalty of up to $10 million.
The importance of this world-leading legislation cannot be understated.
It will enable consumers to have their vehicles serviced and repaired at a repairer of their choosing and give repairers access to the critical information they need to ensure the safety and service needs of their customers.
It’s expected the Motor Vehicle Service and Repair Information Sharing Scheme legislation will pass through Parliament and receive Royal Assent in 2021 with an implementation date set at 1 July 2022.
It’s a great result that will bring a new dawn for many hardworking Australian automotive business owners and motorists.
One of the key elements of this legislation is the provision of training material to registered training organisations.
With vehicles becoming more technologically advanced and repairs increasing complicated, it’s imperative that business owners make significant investments towards training and upskilling of their technicians to ensure they are competent when working on these modern marvels.
Grand opening of Nason Engine Parts Building
NASON Engine Parts, a name long associated with the engine rebuild trade in Australia, has expanded the size of its existing Dandenong premises. To mark the occasion, an official opening was held. Among the attendees were VACC CEO, Geoff Gwilym; Mayor of Dandenong, Angela Long; Headmod Group Managing Director, Bruce Parker OAM; and Nason Engine Parts General Manager, Paul Magri – along with customers, suppliers and staff.
The name Nason has been part of the Australian automotive industry since 1927 in various incarnations, and in 1991 it became part of the Headmod Group. The company may have changed throughout the years, but its culture has remained the same, with a team of loyal employees maintaining high levels of customer service.
The market has seen an influx of manufacturers in the past 10 years, along with model diversification, resulting in the need for the existing Nason site to expand. Paul Magri revealed that Nason’s SKU levels grew from 44,000 units to 71,000 units, a 61 percent increase in the last 10 years. By mid-2019, the warehouse was bursting at the seams and the decision was made to add an additional 45 percent of floorspace and relocate the phone room from within the warehouse to the front of the building. Making these updates has improved working conditions for Nason staff and enhanced the street appeal of the building.
All works were completed by April 2020 – at the early stages of COVID-19 – and fortunately, as an essential service, Nason could continue trading, although the official opening was postponed. As part of the ceremony, the new building was officially opened by Angela Long, Geoff Gwilym delivered an
address, and all attendees received a tour of the expanded warehouse. Paul, Bruce, and the management team are proud of Nason Engine Parts and its standing in the automotive industry. They also look forward to the next chapter of Nason’s success celebrating 100 years.
From left: VACC CEO, Geoff Gwilym; Mayor of Dandenong, Angela Long; Nason Engine Parts General Manager, Paul Magri and Headmod Group Managing Director, Bruce Parker
2020/21 Automotive Environmental Scan Released
Words Steve Bletsos
ON 17 May 2021, VACC released its new 104-page report into Australia’s automotive industry. The report titled Directions in Australia’s Automotive Industry 2021, provides an assessment of the current state of Australia’s automotive industry, and projections for the next three years. The report was produced on behalf of the Motor Trades Association of Australia (MTAA), with contributions from state and territory motor trades associations.
Key Findings
The report contains numerous findings, some of these include:
There were 72,521 registered businesses operating across the automotive industry as at 30 June 2020, employing 384,810 people. The industry contributes $39.35 billion to Australia’s GDP, which is approximately 2.1 per cent of the Australian economy.
Prior to the arrival of COVID-19, the automotive industry was in a healthy position, with positive-to-strong business conditions experienced by most automotive sectors in all jurisdictions. The arrival of the COVID-19 pandemic in 2020 had a varying impact on automotive businesses in each jurisdiction, with Victorian businesses being the most seriously affected, whilst Queensland and Western Australian businesses were the least affected.
• The car retailing sector is forecast to decline more than any other sector over the next three years, with an expected loss of 151 businesses by 2022/23.
Industry growth is being heavily driven by sole trader businesses across most automotive sectors. Industry intelligence reveals that many skilled technicians are increasingly leaving their employers to set up their own businesses as sole traders. This redistribution of skilled labour has left a void for many business owners that are struggling to replace these skilled tradespeople.
The most significant issues for automotive businesses over the next three years are economic
conditions, maintaining business profitability, and the availability of skilled labour. The least important issues are technological change and electric vehicles.
52 percent of automotive businesses nationally are currently experiencing a shortage of skilled labour, up from 45.7 percent in 2016/17. Skill shortages in regional areas are more severe than in metropolitan areas. Queensland and Western Australia have the highest skill shortages, and the Northern Territory the lowest.
The current industry skilled labour deficit is estimated at 31,143 positions nationally, the highest number ever recorded. This deficit is forecast to rise to 38,700 positions by 2022/23. Light vehicle mechanics represent the largest single skill shortage (deficit of 17,509 positions in 2020).
Demand for automotive apprentices is expected to be more subdued over the next two years. Potentially, there could be up to 11,000 fewer automotive apprentices hired by automotive businesses over the next two years.
By 2030, battery electric vehicles are expected to comprise up to 26 percent of new vehicle sales in Australia. Electric vehicles could be the catalyst that significantly alters or dispenses with the existing dealership network model, by the supply of electric vehicles directly from the manufacturer to the consumer.
• Electric vehicles are the biggest challenge facing Australia’s automotive industry. Norway’s experience shows that on an EV, there is an average reduction in revenue on labour hours of 25 percent, and an average reduction in revenue on parts sold of 55 percent. This translates into a total reduction
in revenue per vehicle of 42 percent for an automotive workshop or dealership. Not all automotive workshops will be able to compete in the automotive service and repair market for EVs. By 2030, it is forecast that 20 percent of automotive workshops will exit the repair market in Norway. This finding has important implications for Australia.
There is considerable apprehension amongst consumers and businesses as to whether the Federal Government will also impose its own tax regime on low emission vehicles, on top of the state levies already being designed, i.e., ‘double dipping’. If double dipping occurs, this will create a major disincentive for the purchase of electric vehicles. These are just some of the findings contained in Directions in Australia’s Automotive Industry 2021 which provides a fascinating insight into the state of the industry.
The report is available for download at vacc.com.au
Cybersecurity checklist
THOUSANDS of Australian businesses are subject to security breaches and crimes each year. The consequences of a security breach can range from inconvenience and lost productivity to significant financial and reputational damage that can threaten an organisation’s ability to keep operating. Understanding and managing your security risk is therefore critical, and, if done right, can even lead to competitive advantage in your market. Up to 59 percent of Australian organisations are disrupted by cyber breaches each month, and this number is on the rise. With an estimated 2.2 million businesses actively trading in Australia at present, that means a cyber security breach occurs on average every 1.8 seconds. Examples of attacks are ransomware, which causes business disruption or loss of critical data, diversion of payments and other scams leading to financial losses and viruses that corrupt digital information. On top of these attacks there is legislation and regulations that may result in fines and loss of licenses. Under the Notifiable Data Breaches Scheme, organisations can be fined up to $2.1 million and company directors personally up to $420,000.
The best businesses see a strong link between information security, innovation and success. They adopt and embrace the attitude that mitigating security risk is a part of a robust business strategy. This proactive approach not only minimises their security risk but can also lead to competitive advantage. Customers and companies increasingly prefer to do business with organisations that they know will protect their information and assets - trust is good for business. Key challenges organisations face
Understanding the risk
What organisational and client assets are worth protecting, and at what cost?
Preventing an attack
How does the organisation stay aware of new threats and keep its organisation secure?
Responding to an attack
Is the organisation prepared to respond to a cyber breach?
Awareness & training
Is the organisation instilling good cyber practices in people, creating a cyber aware culture and keeping cyber front-of-mind?
Embracing new technologies
How does the organisation safely embrace new technologies such as Data Analytics, Robotic Process Automation (RPA), Internet of Things (IoT), Artificial Intelligence (AI) and Big Data?
Becoming compliant
Is the organisation fulfilling its obligations under the Privacy Act, Notifiable Data Breaches Scheme, APRA CPS 234, GDPR or other legislation and industry.
Key security questions to consider
Keeping your organisation secure requires ongoing management and remediation of your organisational security risk. The key security questions below are relevant for all organisations and should be considered when reviewing whether the security risk is appropriately managed.
1. Has your organisation assigned the responsibility for your information security risk to an executive or senior manager?
2. Is executive management and the board periodically informed about the organisational information security risk and risk remediation activities?
3. Are the executives and directors aware of their legal and regulatory obligations and potential penalties, such as outlined in the Privacy Act, GDPR or APRA CPS 234?
4. Is the organisational security risk reviewed at least annually and does it include key business processes, technology management, third party service providers, business continuity and compliance requirements?
5. Is the security of key IT systems periodically tested through security penetration tests?
6. Does your organisation regularly train its staff about security awareness and their role in keeping your organisation secure?
7. Are security requirements and legal clauses considered when engaging a third party, such as an IT service provider or cloud service, and are these third parties periodically reviewed during the contractual period?
8. Do the organisational backups cover all business critical data, potentially including data stored on third party platforms such as cloud services, and are these backups stored offline and regularly tested?
9. Does the organisation regularly review the security logs of all key systems and keep copies of these logs for a period of at least 12 months?
10. Is there a documented Data Breach Response Plan that can be quickly initiated when an incident is detected, ensuring the impact of the incident is minimised, while meeting legal and regulatory obligations such as notifying impacted stakeholders?
11. Does your organisation have a documented and tested business continuity plan that will allow the organisation to continue to operate during a large incident such as a complete IT outage?
Tow Me VACC
A VACC Towing Operators Division initiative, Tow Me VACC is a new trade towing service exclusive to members. Connecting member towing operators with member automotive workshops, Tow Me VACC is an easyto-use booking platform that gives workshops access to competitive towing rates at the press of a button.
A VACC member requiring a trade tow (e.g. the transportation of a vehicle from a dealership, body repair shop, or mechanical workshop) can request the services of a member towing operator using the Request Tow submission form via the program website. An alert is then sent to participating towing operators, who can bid on the job. The VACC member reviews all bids, including price and pick-up time details, and accepts the provider that best suits them.
For more information W: towme.vacc.com.au
P: 03 9829 1111
E: towmevacc@vacc.com.au
towme.vacc.com.au
Member of the month
WomenAutomotive in ABIDA FATTAH
AUTOMOTIVE
franchising researcher and PhD candidate, Adiba Fattah’s first taste of the industry came while working as a research assistant at Indiana State University. Adiba’s work focused on the impact of Tesla’s historic decision to sell directly to market, gaining immense insight as it was happening. Tell us a bit about your current role or involvement in the automotive industry. My current involvement is from a research perspective. I am currently completing my PhD in marketing. My research topic is the franchise model in the Australian automotive industry – I am specifically looking into the franchising relationship between car manufacturers (or distributors) and new car dealers. This is a topic that I had been interested in prior to coming to Australia. The automotive industry worldwide has been witnessing some important disruptions and four years ago, I had a unique opportunity to work with Professor Joyce Young at Indiana State University on research investigating the reasons behind Tesla’s effort to be legally exempt from selling via a franchised dealer network in the US market. Many people in the automotive industry know the history that made US federal laws and state legislatures strongly protect dealers in the American automotive industry. It was the automotive industry itself that made me truly passionate about marketing channels and franchising. Professor Young saw this growing passion in me and connected me with Professor Lorelle Frazer, the first person in Australia to have obtained a PhD in franchising, whom I am also proud to call today my research supervisor along with Dr Wayne Graham. So far, this research journey has exceeded all of my expectations. The Australian automotive industry is constantly changing and evolving, which has been incredible to watch and navigate as a researcher, particularly during the global pandemic. What was your first professional experience within the automotive industry? I have only been involved in the automotive industry through research, so my professional experience is purely academic. The initial research involved the Tesla distribution model. The case study of this has already been published last year. I am currently halfway through my PhD. This year will be special as I am hoping to present
two papers, including one from my PhD, at the International Society of Franchising Conference. There is very limited academic research on the automotive industry and the paper that I will be presenting, and hopefully publishing, is an interesting review on how different sources of power and control mechanisms have been used in the automotive industry in many countries, including Australia. Since I have started the data collection for my research, I have felt a strong attraction to work in the industry. I would love to have some experience in a dealership, see what it is like for the dealer principal, sales staff, or the workshop and service technicians. I would also love to see what it is like for the managing team at the OEM level. I am researching these people but I have never been in their shoes. It would be fantastic to have this experience one day. For the moment, I am juggling between parttime teaching and full-time research. Do you think you have experienced challenges within the industry that your male counterparts have not? In any industry, women will experience various challenges that their male counterparts will not. For me, as someone who interviews a lot of people as part of my research, it will be great to have more women participants – women who are the Dealer Principal, women who work as Managing Director at OEMs, women who are automotive franchising lawyers or consultants. It has been really hard to recruit women in the Australian automotive industry, but I continue trying. Actually, recently, I attended an amazing industry event, that was held online. The event itself was fantastic, but from a team of at least 50 people, the speakers who were in the front presenting were all males. I would have loved to see a representation that the company was at least trying to make a change to the male-dominated history of the industry. What is your biggest achievement within the automotive industry, personal or professional?
mentor, Dr Peter Blanchard. He worked for many years in the Australian auto industry and now teaches at university. The book is amazing. It has great insight on the industry from before the 1960s and it is still relevant for today’s context. Who is your inspiration, as a woman working in automotive?
Professionally one of my greatest achievements would be seeing the first paper I contributed to being published. That is something I am particularly proud of, partially because it is a project that also involves my mentor in the US, Professor Young, who I admire greatly. Personally, the work I am doing right now brings me great pride. Every day it feels like a small achievement, collecting and analysing data, trying to make sense of it, creating a story, putting together all
I’d say anyone who I have been in touch with in the automotive industry. That may sound very general, but because of my studies, most of the auto professionals I meet are people who get a sparkle in their eye when discussing the industry. They’re passionate people, and that’s very inspiring. What is the best piece of advice that you have received or that you could give to another woman working in the automotive industry? That would be what my Mum taught me as a kid and still reminds me of today. When I was little, I’d often worry that I wouldn’t be very ‘good’ at many things, but my Mum would always say ‘you just have to work hard and give your best, so that when you look back, and you can see your best effort, you can’t be disappointed. You don’t need to be the best at anything in order to be successful at it. It’s the people with the strong work ethic and the drive to always improve who ultimately achieve it.
A networking group, WinA's mission is to celebrate, educate and give a voice to women in the automotive industry. To learn more, visit womeninautomotive.com.au Alternatively, call 03 9829 1145 or email info@womeninautomotive.com.au
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A MENTALLY HEALTHY WORKPLACE
IT'S ALL UP-SIDE!
A mentally healthy workplace is all ‘up-side’, no down-side, for both the business and its people.
Employees who are happy about their work, who have good workplace relationships and are contented with the conduct of the business are more productive, take less time off work and are more likely to share your vision for success.
'Contentment and commitment' – you would bag it and sell it if you could. Fact is, if you’ve got those two things, you’re more than close to being on the money with a mentally healthy workplace.
But how do you achieve it, how do you grow it, and how do you hang onto it?
Feeding contentment and growing commitment requires awareness ‘from the top’ if it’s going to take root. And, strangely enough, while most organisational leaders (78 percent) consider that their workplace is mentally healthy, not a lot of their employees agree (only 37 percent)*.
So, for most, there is a bit of work to be done.
We can start with two ‘biggies’ to set the ball rolling:
Training and support
A good ‘training culture’ drives job satisfaction and enjoyment, as well as loyalty and productivity.
All employees new to a role need to be given clear information, instruction, and supervision to enable them to perform their work safely and capably. And if their role changes, or new processes arise, they need to be given training to ensure they have the skills and knowledge to carry out their duties. Have you got processes in place to ensure that this happens? We all want to do our jobs well, and none of us want to go home each evening worried about our work. Younger, inexperienced workers can be in danger of both physical and psychological harm if they are given duties they feel ill-equipped to perform, are inadequately trained and supported, or poorly supervised.
Let’s face it, we all feel better about ourselves and about our work when we feel we’re up to the task and valued for the things we do.
Insufficient training and support can lead to increased staff turnover, increased absenteeism and low staff morale. Take some time to review your current business practices to identify if there are opportunities to do things differently.
Communication
It should be easy, shouldn’t it… just talking? Good communication is at ‘the golden core’ of contentment, of people management and of a mentally healthy, productive workplace. But it’s surprising how many businesses struggle when it comes to meaningful communication. Good communication, of course, has everything to do with 'good listening'. To welcome input, to invite participation, is a deliberate act of respect and a ‘pressure release valve’ for workplace stress. The task for leadership is to create the opportunity for speaking, for listening, for being heard.
So, think about it. Are your staff meetings an opportunity for real discussion and the free flow of ideas, top-to-bottom, right through the organisation?
Do your people feel encouraged to speak up when pressured or stressed, or when work systems are failing?
Can they do this in a ‘no blame’ culture, where mistakes become opportunities for a review of work systems and for training and support?
And do you have a support system and strategies in place where people experiencing distress are encouraged to speak up and report poor behaviours or work system
best protection against unhealthy practices, productivity shortcomings, absenteeism and role burn-out.
Of course, in a healthy workplace, most of this can be done around the lunchroom table – just talking, respecting each other, and building that sense of common purpose that comes from ‘a committed, contented team’.
It’s not hard, but get it right and everybody wins. Getting it right is not only good for the workplace, morale and productivity, but simply good 'for people'.
Visit: finetune.vacc.com.au or call 03 9829 1130.
*Source: headsup.org.au; TNS Social Research; The State of Mental Health in Australian Workplaces.
BRUCE PARKER
HM GEM ENGINES
HM GEM Engines founder, Bruce Parker, started his business in 1969, building engines in a shed in his mother’s backyard. Over the years, Bruce transformed the business into an automotive powerhouse, performing machining work for some of the biggest names in automotive manufacturing. Today, HM GEM Engines has a major network of branches in Sydney, Adelaide, Brisbane, and Cairns, and machine shops and engine warehouses in Tamworth, Wagga Wagga, Shepparton, and Bendigo. A firm believer in giving back to the community, Bruce joined with others to create the Commando Welfare Trust to look after the dependent children of fathers killed or seriously wounded in action or training.
The business has changed quite a lot since it began. Our speciality was high volume passenger car engine reconditioning, on a production line basis, and that market has dissipated over the last 20 years. These days, most people do not want to put a remanufactured engine in a 15-year-old vehicle, but it was commonplace in the ’70s, ’80s and early ’90s. We manufactured just on 40,000 units per annum, and we now build less than 1000. Halfway through the ’90s, it also became obvious that engines were going to last a lot longer than they did in the ’70s and ’80s, because of improved engine design, and advances in engine oils and coolants. Also, the introduction of the GST in 2000 reduced the cost of vehicles,
particularly used, late model cars, so the exchange engine equation went out the window. So, we scaled down our volume and set our sights on developing diesel engine work. We have supplied machining services to Cummins Diesel for 50 years, and Caterpillar for a similar period. Also, Mercedes-Benz, and MTU; they are all solid relationships. In addition to that, a lot of heavy diesel engine machine work is sent to us, where the customer has his own workshop to remove and refit engines and do their own overhauls. We also get a lot of work through OEM customer recommendation. Repco is also a major customer, so is the Burson Group. We still do a few exchange engines, and we manufacture cylinder heads as well. We are also a Capricorn supplier.
How should a business prepare for substantial change?
Talk to your customers. Businesses should treat their customers as their number one external priority. Keep very close to your customers and listen to them. Talk to them about the future, that’s what we did. The relationship we have with Cummins Diesel is a classic example. They have worked very closely with us, not only supplying us with specifications and technical information, but also telling us what the future holds. I class some of the senior people at Cummins as my very best personal friends and we have had a great working relationship over a very long period of time.
In the early days you had a racing involvement with Allan Moffat.
We built engines for Allan when we were in Doncaster, in the early ’70s, when he had the Coca-Cola Mustang. HM Engines also supplied the special exhaust systems to the Ford Motor Company for use on the Falcon GT-HO Phase III. Allan was very helpful in getting us into Ford’s competition department. I can’t speak highly enough of Allan. In those days, he raced against the likes of Norm Beechey, Bob Jane, Jim McKeown and in my opinion, no one was a better touring car driver than Allan. I had a tremendous amount of admiration for him. I recall being part of his pit crew at Mallala in South Australia, where he won a race in his GT-HO Phase III. He came into the pits after the race and said, “There’s a flat spot on one of the tyres.” We jacked the car up and there was a flat spot on the tyre he had nominated. How he felt which side it was on from the driver’s position just shows the feel he had for the vehicle. In my candid opinion, he was the best at the time.
What is HM GEM engine’s competitive advantage?
Our competitive advantage is our staff. Some have retired after being with us for 40-plus years. We don’t make people retire when they reach a certain age. I’m happy for them to work on past what used to be called a retirement age – 65. I’m 76 now and I’m still working in the business because I love it. My original sales manager, Charlie Nichol, retired at 85. He wasn’t working full time at that age, but he was coming in a couple of days a week. He knew a lot of our major customers, he knew their children, the football team they barracked for, and so on. Doug McKenzie, who was trained by Charlie, will have been with us for 50 years in 2022. Doug is 70-plus years of age. A number have been with me for 30 years and a substantial number for 20 years, 15 years, and so it goes. We try very hard to retain our apprentices and we pay them adult wages once they click over into their fourth year. That helps retention, but it’s not the only thing. The other competitive advantage we have is the machinery and equipment that we use from brands considered to be the world’s best. HM Gem Engines has always had a policy of updating at least one major piece of machinery every year. In recent times, we’ve taken advantage of the government’s full tax write-off, spending a lot of money in the financial year nearing completion and we will do
the same next year. We also hold quality assurance 9001 Certification, which we’re very proud of, and we are audited on a regular basis. Quality is absolutely paramount to us and to our customers.
Why do you still love coming to work? It’s a ‘family business’ – I’m not talking about my actual family, it’s a family business because of the people who work here. We treat the business as one big family and that works for us. People are our biggest asset, from the skilled tradesmen through to the admin people. Nothing gives me more pleasure than to see a young person coming up through the organisation to a supervisory role, then on to middle management and in some cases, senior management. For example, the General Manager of HM Gem Engines, Dean Taylor, started as an apprentice. He could have gone to university, but he wanted to build engines, and good on him. He has been with the organisation for 25 years and I’d like him to be here for another 25 years, long after I’m gone. My son, Daniel, has his own business doing small repetition engineering. Daniel is also a part-owner, and director of HM Gem Engines, as is Dean. As I step back from the business, I expect Daniel will keep this business going, not as a manager but as an owner, so that it remains in the family when I’m pushing-up daisies.
That’s my wish for the business. You’ve stepped back a little bit. Was that tough to do? It wasn’t easy. I’m in a couple of days a week and looking at trimming that back a little further. The general management operates well, and I don’t interfere with the day-to-day running of the business. I’m in for the management meetings, board meetings that occur every month. We take a full day every month and examine every single aspect of the business.
Is there one big decision that has made the company what it is today?
There’s not one big decision. I’m very thankful that my marble came out of the national service draw years ago. I stayed on with the army for a period, then continued in the reserve. I was a non-commissioned officer (NCO). The army taught me leadership and management, and you’ll go a long way to find better training for that. I might be old fashioned, but a boy could do a lot worse than experience compulsory national service. It’s only for a relatively short period of time, but by crikey, it teaches you a lot about yourself, self-discipline, and leadership, and prepares you very well for the rest of your life. Not
everyone would agree, I understand that, but for me, it was very appropriate.
What about other organisations?
We are in South Dandenong, and it is a unique area. It’s the industrial hub of Melbourne, it’s been designed properly, and I give a lot of credit to Dandenong’s previous and current CEOs, and councillors. The infrastructure within council and the support services they offer are second to none. The council CEO is John Bennie. He’s a hands-on operator and absolutely first class. Moving to Dandenong was the best thing we could have done to expand. That doesn’t mean there aren’t other parts of the country doing similar things, but I feel Dandenong is ideal as far as innovation and support for large manufacturing and service industries are concerned. We also have SEBN – South East Business Network, which Sandra George has run for many years. She’s been responsible for innovations within the eastern part of Melbourne, which includes Dandenong. And it would be wrong of me not to mention VACC, and MTAA. We have had difficulty in our industry, with a lack of tradespeople. We take on about a dozen apprentices nationally each year, but we have had difficulty filling those positions for the last 20 years. I am concerned that schools have convinced students to go to university and whilst that’s good for
people who are suited to it, the last thing we need is more double-degree baristas. I am delighted with what the man who runs VACC – Geoff Gwilym –is doing in this respect. Geoff is a true general, he’s a strategist and a futurist. The government announced last year that it was creating 100,000 apprenticeships and it added 70,000 more to that this year, and I know that was due, in no small measure, to the lobbying of Geoff Gwilym. Together with his team, Geoff has been instrumental in lobbying the government for more apprentices. We are very, very fortunate to belong to industry associations that take its members seriously. As far as I am concerned, VACC and MTAA are the gold standard.
We were promised autonomous vehicles by now
WORDS Paul Tuzson
When we first wrote about autonomous vehicles there were five levels of autonomy. Now we’re up to six, but who cares? Where are the cars? Perhaps level seven will be defined by fully autonomous cars that are actually available. Maybe level eight will be fully autonomous, available and registerable. Perhaps level nine will stop killing people when they fall asleep at the wheel. We can’t wait, although we’ve certainly had to. What’s been the hold up? Some sources suggested that we’d have general regulatory approval AVs by now. However, governments haven’t framed general regulations to govern such vehicles in mixed company with human-controlled vehicles. They haven’t had to because despite optimistic predictions, there is no car ready to safely carry a sleeping driver to his destination. So far, governments have only enacted provisions that relate to the testing of autonomous vehicles.
Law and its amendment is always complex but as far as autonomous vehicles are concerned it doesn’t necessarily have to be that bad. In the section of the Road
Safety Act 1986 shown below, the terms ‘person’ and ‘person driving a motor vehicle’ could be broadened to include the entity that takes responsibility for the vehicle control system. This will be the developer and owner of the algorithms, effectively the car manufacturer.
17A Obligations of road users:
(1) A person who drives a motor vehicle on a highway must drive in a safe manner having regard to all the relevant factors
(2) A road user other than a person driving a motor vehicle must use a highway in a safe manner having regard to all the relevant factors
(2A) For the purposes of subsections (1) and (2) and without limiting their generality, the relevant factors include the following:
a) the physical characteristics of the road
b) the prevailing weather conditions
c) the level of visibility
d) the condition of any vehicle the person is driving or riding on the highway
e) the prevailing traffic conditions
f) the relevant road laws and advisory signs
g) the physical and mental condition of the driver.
All of the things listed in sub-paragraph 2A are pretty much the characteristics that autonomous vehicles seek to emulate. So, getting the Road Safety Act and Road Safety Rules ready for the arrival of autonomous vehicles might not be the ordeal (or barrier) imagined. This is not to trivialise the task, just to suggest that it is doable within the framework of existing legislation. That the foregoing is reasonable is suggested by the Road Safety Amendment (Automated Vehicles) Bill 2017. Clause 14 amended the Crimes Act 1958, in relation to culpable or dangerous driving and says that an ADS permit holder can be the party prosecuted under the act. That’s a very serious change to one of our most important acts. So, legislation doesn’t necessarily have to hinder the adoption of autonomous vehicles. The real difficulty is getting fully autonomous vehicles to comply with legal expectations to a degree commensurate with human performance. Tesla suggests that its autonomous control system, Autopilot, already exceeds human performance, yet two Model S
The 2017 Audi Aicon is the company’s vision for the future and fully autonomous driving. Though it’s beautiful and forward looking it’s not yet available and won’t be for some time
With the Intelligent World Drive, Mercedes-Benz is testing automated driving functions on five continents, using a test vehicle based on the S-Class. The final stage will assess handling in heavy urban traffic and on highways (left). The ESF 2019 is a transition vehicle moving the company toward fully autonomous driving. It features new interpretations of established safety features like using seat belt pretensioning as a warning (below centre). The ESF 2019 uses light signals on the front panel to communicate its intentions; for instance, ‘I’ll give way to you’. This is described as ‘informed trust’ between an automated vehicle and its surroundings (below). When the ESF 2019 is driving in fully-automated mode, the steering wheel and pedal cluster are retracted to reduce the risk of injury during a crash (bottom)
data each quarter and compares them with statistics for conventional driving. From the first quarter report for 2021: In the 1st quarter, we registered one accident for every 4.19 million miles driven in which drivers had Autopilot engaged. For those driving without Autopilot but with our active safety features, we registered one accident for every 2.05 million miles driven.
For those driving without Autopilot and without our active safety features, we registered one accident for every 978 thousand miles driven. By comparison, NHTSA’s most recent data shows that in the United States there is an automobile crash every 484,000 miles.
Other autonomous vehicle developers also suffer accidents. Everyone remembers the 2018 Uber accident in Arizona in which a woman wheeling her bicycle across the road was struck and killed by a test vehicle that recognised the situation seconds too late for mitigation. This was the first death caused by an autonomous car. Still, Uber persisted and at the beginning of 2020 the company painted a bright picture of its plans for the future of ride-
after investing about one billion dollars. Making a fully autonomous vehicle is extremely difficult. The AI algorithms that control autonomous vehicles are extremely good and getting better all the time. Because of its leadership in the field of connected vehicles, Tesla has by far the greatest trove of driving data –by a huge margin. Additionally, Tesla’s latest in-car hardware is very impressive. But, as the majors make their presence felt in the connected EV market they’ll start to catch up. All of the data gathered will push autonomous technology to ever greater reliability. But no matter how great the data set, the real world will always throw up exceptions. Such exceptions are one of the barriers to mainstream adoption of autonomous vehicles.
The 2020 Tesla crash on a freeway in Taiwan is a good example of complex real-world phenomena rendering an autonomous system impotent. Video coverage of the incident is readily available on YouTube and shows the car ploughing into the roof of a truck overturned across two lanes. The driver of the truck is standing on the inside edge of the freeway fast lane, against the
And then there’s Tesla, the world-leading company that has done, and is probably still doing, the most to bring autonomous technology into the mainstream (above). Commercial transport will be accepted for reasons different to passenger vehicles. Like all aspects of automated driving, the predictions for this sector have not yet materialised (left). Volvo will provide Chinese company, DiDi with XC90 cars equipped with necessary back-up systems for functions such as steering and braking, and collaborate with DiDi Autonomous Driving to integrate the additional software and hardware required to make it fully ready for autonomous driving. Externally mounted sensor suites have not been very attractive. But they’re getting better looking all the time, like this unit on the Volvo XC90. When individual ownership wanes, hiding the sensor cluster may not be as important (below)
concrete median barrier some distance from the truck. As the car approaches it seems to react to the presence of the driver and displays a puff of tyre smoke as the brakes are rapidly applied. Then the car proceeds into the truck at speed. There’s a slew of clips on YouTube showing Teslacam videos of both accidents and of Autopilot saves. Many of the accidents were unavoidable and the fault of others, while the saves are often quite impressive. Autopilot works extremely well, but some accidents just can’t be avoided. Unfortunately, even when crashes involving autonomous vehicles are the fault of other vehicles, the statistics will simply indicate the involvement of an autonomous vehicle. This will mar the perceptions of some people and certainly won’t help with acceptance of this technology. How data is perceived can also matter. Even if a fully autonomous vehicle fleet is proven to save, say, 90 percent of
existing road fatalities it could be difficult for legislators to accept. This is because road deaths in conventional cars are seen as accidents. However, signing off on a system that promises fewer fatalities could also be seen as signing off on a technology that guarantees a certain number of deaths, albeit a lower number. It doesn’t take seeing things from a radically different angle to come up with this view.
Pulling real-world data from autonomous vehicles and using it to train and perfect AI-based autonomous control systems is obviously essential, but it’s not enough. Unanticipated situations will always occur. Rather than passively waiting for field data describing unprecedented scenarios to come in, developers use simulations to create situations that aren’t yet available
from real-world data. Use of simulation software in this way has been growing in recent years and will be a cornerstone of future autonomous vehicle development, particularly as AI is used to generate the scenarios used in the simulations. Simulation testing may also provide a more level playing field for companies without the advantage of huge real-world data sets.
Audi, in cooperation with the market research institute Ipsos, interviewed 21,000 people in nine countries regarding their attitude towards autonomous driving. The emotional landscape on autonomous driving produces a mixed picture. On the one hand, internationally there is strong interest in (82 percent) and curiosity about (62 percent) autonomous driving. In the new technology, respondents see potential for the individual and society – from easier access to mobility (76 percent) and greater convenience (72 percent) to more safety (59 percent). More than half of respondents would like to test autonomous driving. On the other hand, clear concerns exist, above all the fear of loss of control (70 percent) and unavoidable residual risks (66 percent), while 41 percent of respondents are suspicious of the technology, and about one third (38 percent) are anxious. The greatest willingness to hand over control relates to autonomous parking and traffic jams on highways. The level of knowledge about autonomous driving appears to be low: only eight percent state that they can explain the subject.
This is a prototype of Nissan’s advanced autonomous driving technology known as ProPILOT. Again, it’s from 2017. It was slated for real-world use in 2020 but we’re yet to see it on the road. In 2018, Nissan formed a collaborative agreement with the NASA Ames Research Center in California’s Silicon Valley to collaborate on research and technology development for future autonomous mobility services. This is an update to previous agreements between the organisations (top left). In 2016, Hyundai announced the Autonomous IONIQ concept. It is specifically designed to deal with high levels of pedestrian traffic and all aspects of urban operation including things like speed bumps, dogs without a leash and other unusual things (left centre). The Gartner Hype Cycle introduces some reality to new technologies (left). It’s now been three years since Miami-Dade became the first place in the world where Ford Motor Company would test and commercialise its new selfdriving services. Ford’s partners at Argo AI have been developing the self-driving technology to build a ride experience that feels natural on the streets of Miami-Dade (below left). Cruise and General Motors announced they have entered a long-term strategic relationship with Microsoft to accelerate the commercialisation of selfdriving vehicles. Microsoft will join General Motors, Honda and institutional investors in a combined new equity investment of more than $2 billion in Cruise, bringing the post-money valuation of Cruise to $30 billion (below right)
Predictions for autonomous vehicles have ranged from the sublime to the ridiculous. MIT autonomous vehicle researcher, Lex Friedman suggests Elon Musk is one of the more optimistic proponents of the technology. In 2017 he suggested that in 10 years “. . . it will be very unusual for cars to be built that are not fully autonomous.” At the other end of the expectation spectrum, Friedman summarises the views of Rodney Brooks, another major industry player. Brooks suggests that perhaps one major city will ban manually driven cars from a significant portion of its streets but not until 2031. He further suggests that beyond 2045 the majority of US cities will have introduced such bans. We assume that the prediction holds for other major
cities around the world. Brooks suggests that this is how autonomous vehicles will eventually gain acceptance.
Friedman suggests that autonomous vehicles will not be adopted because they are safer, although they will be. Nor will they gain acceptance because they’re faster. In fact, until the majority of the fleet is fully autonomous they will be over-cautious and slower. And they will not be accepted because they’re cheaper. Economic indications are that this probably won’t be the case for some time. One caveat on the economics is in road transport and delivery. Removing the cost of human participation in such sectors will deliver significant economic benefits.
As far as autonomous cars are concerned, Friedman suggests that the most important reason they will be accepted is because they will create a better experience for the passengers.
The RethinkX report we reviewed a few years ago suggested the same and noted that releasing drivers from the burden of the attention-sapping, peak-hour crawl will be enough to generate acceptance. Data analysis company, Gartner developed a technology mapping indicator called the Hype cycle. It places new technologies on a curve that indicates the current state of development. It features a peak of inflated expectations (probably reached a few years ago for autonomous vehicles) followed by a trough of disillusionment in which, arguably, the technology currently sits – ready to ascend the slope of enlightenment on its way to reach the plateau of productivity after the difficulties (both real and perceived) have been tamed. The real bottleneck with autonomous driving is the technology itself. But we’re working on it and edging ever closer to readiness for real roads in real conditions. Meanwhile, we wait with somewhat less bated breath than we might have had in the past.
THE GOOD OLD DAYS
Life used to be so much simpler when emissions were all about cars
WORDS Paul Tuzson
its coal. One analogy invoked to support this notion is that if a company makes guns and then sells them to a person whom the company knows is going to kill someone, then shouldn't that company be responsible for the death enabled by its products? Whether or not this is a valid argument depends on a lot of things but subjective, rather than objective reasoning and beliefs, usually informs opinion on the matter. If such an approach is adopted then the actions of all companies and countries should be, in some degree, the responsibility of those judged as enablers of such actions. What does the foregoing have to do with cars and transport in general? Well, by the logic outlined above, the inevitable conclusion must be that all pollution enablers should be responsible for the
emissions their products create around the globe. That means car companies must be held responsible for the emissions created by their vehicles in the countries to which they’re exported. We’re sure that BMW, Mercedes-Benz, Audi, VW, Peugeot, Citroen, Toyota, Nissan, GM, Ford and the others wouldn’t be so keen on the idea. Also, emissions created by any plant or machinery that facilitates the burning or production of fossil fuels should be counted in the country that manufactured such plant or machinery. If not, the process is subjectively biased and therefore corrupt. So, emissions from burning coal for the Kraftwerk Union alternator at Loy Yang A should be attributed to Germany. Similarly, Japan should be held accountable for the coal used to spin the Hitachi generators
CO2 is the new poison and coal produces the most of it but contributions from aircraft and ships are very significant (left). Australia is the world’s largest exporter of coal (top, centre and below)
By the analogies used to foist responsibility for burning coal in other countries onto Australia, all CO2 emissions from all cars around the world should be the responsibility of the countries in which they were manufactured. Similarly, all CO2 emissions from manufacturing facilities around the world should be attributed to the companies that made and installed the infrastructure (top). The world is hoping to reach carbon neutrality by 2050. It remains to be seen if this can be done (above). Total annual CO2 emissions of the two largest emitters compared with Australia in absolute terms (bleow left). Here’s the emissions from China, the US and Australia compared on a per capita basis (below right)
at Loy Yang B. And what about the giant dredgers that continuously dig the coal out of the ground? More broadly, who built all the extraction, processing and refinery infrastructure for oil and gas production around the world? As with the gun analogy, the companies that supplied all this infrastructure knew what it would be used for, so they should be responsible for emissions from it.
Clearly, this is all sounding a bit ridiculous but don’t blame us, we didn’t start it.
Australia has been painted as one of the world’s worst emitters of CO2. The view has been propagated widely and readily accepted in many parts of the world. And it’s more than just name calling. As most readers might know, the EU is stalling on a free-trade agreement with Australia because it says we’re not doing enough to reach acceptable CO2 reductions.
While we’re absolutely sure that the EU is genuine in its concern over climate change, we’re just as sure that the last-minute stalling of the trade agreement would be generating paroxysms of delight within the CCP. Neither will it hurt EU solicitations for Chinese investment dollars and the recent in-principle agreement for easier operation of EU companies within China. We’re just saying. It’s certainly a different
world from the one in which emissions meant a four-gas analyser up the tailpipe. Criticisms of Australia’s CO2 emissions targets and practices are both right and wrong. Emissions can be represented in absolute terms or on a per capita basis. Per capita assessments indicate that Australia could do better. Unfortunately, per capita methodology has come to be the main way entities external to Australia, and also within Australia, assess and express our performance. But this is not the whole story.
Extreme bushfires, catastrophic floods, more powerful storms are all said to be linked to CO2-induced climate change. Good enough. But such events don’t have much to do with climate change due to CO2 emissions from Australia. If it’s taken that such disasters are caused by CO2-induced climate change, then it must obviously be from climate change due to worldwide CO2 emissions, from all countries.
According to some estimates, Australia’s CO2 emissions in absolute terms account for just 1.3 percent of global CO2 emissions. So, conflating Australia’s per capita CO2 emissions profile with increased natural disasters isn’t an appropriate use of that methodology. In attributing blame for such events on increased atmospheric CO2 the
focus should be on the major total emitters. China is at the top of this list – followed by the US, EU, India, Russia, Japan, Germany, South Korea, Iran, Saudi Arabia, Canada, Indonesia, Mexico, Brazil, South Africa, Turkey and then Australia in seventeenth place, according to 2017 figures.
The tiny multi-island nation of Palau is an interesting example of the discrepancies that can exist between per capita and absolute energy accounting. Palau is considered to contribute zero percent of world CO2 emissions. According to absolute accounting methods, it sits in 192nd place among the world’s CO2 emitting nations. However, when per capita accounting is applied to this nation of just 17,907 people, Palau occupies the top spot on the list of international CO2 emitters.
As we mentioned initially, there is pressure from some quarters to include emissions from Australia’s coal exports in the equation. Suggestions are that Australia’s responsibility for absolute global emissions would be about four percent, rather than the 1.3 percent mentioned if this approach was adopted. This would bump Australia up to about sixth place on the absolute emissions list. However, the EU (9.57 percent), US (13.77 percent) and China (29.34 percent) would still be well ahead of us in terms of responsibility for climate change and its global consequences. Also, it’s not like attributing emissions to energy exporters is a new idea. It has been considered by the authors of both the Kyoto Protocol and the Paris Accord and rejected by both. Don’t get us wrong. None of this is to say that Australia shouldn’t be doing better at setting targets for CO2 reductions and implementing plans and actions for reaching them. Every country should be doing the best it can. Indeed, Australia should be trying to live down its actions at the 1997 Kyoto Protocol meeting in Japan. For those who don’t remember, allow us to recount.
Under the protocol, nations agreed to cut their emissions in relation to their 1990 levels. Australia cut a deal that allowed us to increase emissions but by no more than eight percent of 1990 levels. However, there had been a great deal of land clearing in Queensland between 1990 and 1997 – leading to increased CO2 emissions. Australia managed to get those emissions added to the 1990 figures used as a baseline. Because the logging had stopped by the nominated reporting period, the figures fell. Then, after the special conditions Australia insisted on, the Howard government refused to ratify the agreement at the last minute. This annoyed everyone except the US, which had also refused to ratify the agreement. Especially galling was the fact that as Australia had been able to increase its starting point at Kyoto, it was able to gain credits. Other
Australia’s actions at Kyoto in 1997 did not do much for our international reputation on climate (above). There are those who say that no matter where Australian coal is burned, the emissions should be attributed to Australia (below)
countries did too, however they rescinded them. Not Australia. We hung on to them and planned to use them to meet our reduction targets under the Paris Agreement. It was only in December 2020 that the Morrison government dropped that plan. International memories are long, and these events foster the opinion that Australia doesn’t do enough. So, what’s the Paris Accord and how does is effect emissions these days?
The 2015 Paris Agreement is an international treaty to limit global warming to less than two degrees Celsius. It seeks to ensure that GHG emissions in the near future
become peak figures for the planet and mark the beginning of a global reduction in GHG emissions, leading to carbon neutrality by 2050. Achieving such neutrality will require economic and social transformation and signatories are required to report their action plans for doing so. The Treaty operates on five-year cycles of increasingly stringent measures to drive all signatories to the goal of midcentury neutrality. So, how are emissions determined under the Agreement?
GHG accounting methods generally use either production-based, or consumptionbased approaches. It’s important to note that these can produce conflicting results, so the method chosen is important. The production-based approach considers emissions outputs only from within the countries in which they occur. Consumption-based accounting considers emissions from the entire production chain for imported goods, and then assigns responsibility to the importing country. As would be expected, each approach has vociferous proponents but, on balance, each also has genuine advantages and disadvantages. Australia uses productionbased accounting, which assigns responsibility for emissions from production to the country in which they occur.
Carbon accounting is becoming increasingly fine-grained with sub-national regions like cities or states, and large companies called upon to account for their GHG emissions under three sub-protocols (to the global Greenhouse Gas Protocol)
The Paris Accord represents the latest global attempt to reign in emissions. This time we really mean it. It doesn’t matter who makes a suggestion or creates a plan, there’s someone who doesn’t approve. COP stands for Conference of the Parties (above right). If fires, floods and storms are made worse by CO2 emissions then the largest bulk emitters are the most responsible, although emissions from all countries do contribute (below)
known as Scopes 1, 2 and 3. These scopes will be referenced with increasing frequency in future discussions relating to CO2 and other GHGs.
Scope 1 covers emissions from the burning of fossil fuels in-plant within the reporting region or company and also includes vehicles owned and used by an entity for the production and delivery of goods. Basically, Scope 1 covers on-site and in-region emissions. These are also called direct emissions.
Scope 2 covers on-site activities that don’t create emissions on-site but which do create emissions off-site. The use of electricity is the most common element in Scope 2. While it doesn’t create any emissions on-site, it certainly does at the power station. Interestingly, a green-minded reporting entity that adopts electric cars would have to report the emissions related to the charging of such vehicles.
Scope 2 emissions are known as indirect emissions.
Scope 3 emissions are all other offsite emissions that relate to on-site activities and can be the largest source of emissions. Scope 3 elements are divided into Upstream and Downstream groups. Upstream elements would include emissions related to the raw materials for products, un-recycled waste from production and the delivery of such materials. Downstream elements are those from distribution of products and from post-use disposal. Scope 3 emissions are also classified as indirect emissions. These are obviously over simplified descriptions. Another important measure often mentioned in the struggle against anthropogenic climate change is known as Cap and Trade. It’s been in the dialogue for a long time but while people know the term, the understanding of it is not so widespread. Under it, the amount of carbon that regions or companies can emit is specified, or capped, and then credits are issued to that amount. If a company, for instance, manages to reduce
its emissions it will have surplus credits. These can be sold to other companies that have exceeded their limit. That’s the trade part. This rewards companies that invest in more efficient processes and practices. Conversely, companies that do exceed their allowance are still permitted to operate but it costs them more to do so. This provides an incentive for such companies to improve their emissions. It’s a market solution. Carbon offsets are also a marketbased solution. They generally consist of environmental projects around the world. One might be a project to plant trees, another might consist of installing a new solar array. Under the offsets arrangement, a company with high carbon emissions can purchase carbon offsets to mitigate the effects of its emissions. Even individuals can purchase offsets to assuage guilt from plane trips or intense car usage. Sounds good but there are critics. The main objection is that they allow companies to continue polluting. Climate change, and the methods employed to mitigate it, is complex.
The sheer number of reports, organisations, panels, trading schemes, technologies, moral dilemmas, economic consequences, lifestyle limitations and social development issues is vast. Some of the things we mention here can be nothing more than good jumping-off points for further investigation for those interested.
Guilt over personal contributions to the world’s CO2 problem can be assuaged by purchasing carbon offsets that fund various carbon reduction schemes and technologies around the world (top and above)
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MITSUBISHI TRITON SUPER & EASY SELECT 4WD SYSTEMS
The Mitsubishi Triton has been a best seller, rugged enough for the trade and farm customers while also having enough refinements for those who want to play in the mud but don’t want to get their hands dirty.
ONE of these refinements is the Easy Select 4WD and Super Select 4WD systems, which allow the driver to engage 4WD in a way where they don’t have to get out to lock the front hubs and thereby potentially come in direct contact with the wild outdoors. These systems are not overly complicated. However, many things may cause the 4WD light on the dash to come on or flash that may take some time to diagnose. This article will provide an overview of the operation, parts locations and common faults.
Super Select is fitted to the GLX-R and GLS option and Easy Select is fitted to the GL. Normal operation
The 4WD light for the Super Select 4WD system is complex, as there is a centre differential and viscous coupling in the mix. This gives the option to drive in 4H or 4HLc, which will lock the centre differential, or 4LLc which is low range with the centre differential locked. The front wheels in the 4WD light will flash
The vacuum tank is mounted on the outside of the chassis, under the driver’s door
4WD vacuum solenoids are fitted on the firewall below the steering column. These are later model ones, without vent caps, viewed from under the bonnet
Super Select 4WD light showing 2WD is selected
4H/4L is selected 4HLc or 4LLc is selected. Centre differential is locked
when engaging 4H and the centre diff will flash when engaging 4HLc and 4LLc. The light will stay on once selection is completed.
The 4WD light for the Easy Select 4WD system works in the following way:
OFF in 2WD with the transfer shift lever position in 2H
ON with the transfer shift lever position in 4H or 4L
The light will flash when shifting between 2H and 4H, and it will go out momentarily when shifting between 4H and 4L as it passes through neutral. In both systems, the 4WD light may flash until the vehicle is moved forward or backward slightly to allow the clutch on the front axle to align and engage, which is normal.
The 4WD light will flash in both systems if there is a fault. However, it does not record fault codes, so it could be any number of possible issues or a combination of many.
Vacuum operated free wheel system operation and locations
Both the Easy Select 4WD and Super Select 4WD use the same vacuumoperated free wheel system on the front axle housing.
NOTE: These are earlier model solenoids with vent caps. Viewed here via the
NOTE: These are earlier model solenoids with vent caps. Viewed here via the RHF wheel well.
The actuator is mounted on the front axle under the bash plate
Chamber A
Chamber B
Selector rod
Free wheel engage switch
4WD 2WD
Vent cap
Solenoid B (blue dot)
Solenoid A (yellow dot)
Vent Cap
Petrol models: To intake manifold Diesel models: To vacuum pump
Vacuum hose connector
To vacuum tank
The one-way valve must have the arrow pointing towards the engine
Solenoid A (yellow dot)
Solenoid B (blue dot)
RHF wheel well.
Vacuum hose connector
Vacuum tank is attached to the chassis on the driver’s side, below the A pillar
Super Select 4WD system wiring diagram
4WD Indicator ECU
4WD indicator ECU location
4WD Indicator ECU is located behind the glove box
Super Select 4WD transfer case locations
Centre differential lock detection switch
2WD/4WD detection switch Centre differential lock operation detection switch
operation detection switch
4WD indicator ECU connector 5 6 7 8 9 10 1 2 3 4
Back probing view
The 4WD Indicator ECU connector is the same for Easy Select and Super Select 4WD systems. However, the 4WD Indicator ECU is different for both of these systems and cannot be interchanged. See Pindata tables for differences
High/ low range detection switch
Centre differential lock detection switch connector (green or brown)
High/low detection switch connector (white)
2WD/4WD detection switch connector (black)
4LLc switch (auto only)
4WD operation detection switch connector (black)
4LLc switch connector (white)
Centre differential lock operation detection switch connector (brown) Drain
plug
With the ignition on and in 2H, solenoids A and B are powered on via the 4WD Indicator ECU.
With the engine running, a vacuum is applied to chamber B of the actuator and vents chamber A on the front axle, which disengages the clutch. This is 2WD.
When 4WD is selected, the 4WD detection switch on the transfer case is switched to earth which, via the 4WD Indicator ECU, turns off solenoids A and B. This allows vacuum into chamber A of the actuator and vents chamber B, which engages the clutch and locks the axles, engaging 4WD.
When the clutch is engaged correctly, the Free Wheel Engage switch on the front axle is earthed, so the 4WD Indicator ECU knows that the selection process is complete.
Note: The solenoids are different in later models (no vent caps).
4WD Indicator ECU
Common faults
Some of the most common causes of the 4WD lights coming on and staying on or flashing constantly is due to (but not limited to) the front free wheel system not engaging, and disengaging when selecting or deselecting 4WD. Some of this is caused by lack of use, as over time the actuator shaft and fork in the front housing become stiff and may seize. Also, the switches can stick in position and thereby not indicate that the shift occurred. Best practice would be to recommend customers engage the system once a week to ensure it will work when they need it.
There have been reports of the 4WD lights flashing after water crossings or washing the underside of the vehicle, as this allows water into the electrical connectors. Checking all connector terminals are clean, applying dielectric grease inside the connectors and making sure that they fit tightly together should solve this issue.
Other possible causes for incorrect 4WD light operation:
Actuator shaft seized, jammed with mud, or bent
Actuator damaged or leaking vacuum
Vacuum hose disconnected, leaking, or incorrectly fitted to components
Vacuum lines leaking, blocked, or crushed
Vacuum tank damaged, rusted out, leaking, or missing
Vacuum solenoids faulty (electrically or mechanically)
Filters in the solenoid vent caps blocked and will not let the vacuum vent
Electrical faults, lose or dirty connectors
Short or open circuits
Component failures: ECU, solenoids, or switches
Combination of the above. For more information, log on to VACC MotorTech or call the Technical Advisory Service.
Easy Select 4WD system pindata
Note:
Tritons have an optional rear differential lock. This is a standalone system with its own ECU, switch to engage the system and light on the dash.
Pajero models have Easy Select and Super Select and Super Select II, which are similar to the systems in this article, but are not the same.
Easy Select 4WD transfer case locations
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Becoming a VACC or TACC member opens up a wide range of special offers and discounted products and services for you and your business. VACC and TACC have collaborated with organisations which provide essential services to your business to offer special low rates for members. Couple the savings from discounted products and services with the subsidised services which VACC itself offers to members, and your annual membership can easily pay for itself. Everything from IR advice, to cheaper EFTPOS terminals to technical solutions is on offer. This guide gives you an idea of the offers which you can access, as well as a number of other collaborations.
Workplace/IR Advice
Members can access services including a call centre for employment-related questions, a web page with award rates and policy and employment fact sheets, writing of employment contracts, handbooks and policies, and member and industry representation.
03 9829 1123 ir@vacc.com.au vacc.com.au
Auto Apprenticeships
VACC takes the hassle out of hiring trainees and apprentices, as businesses are matched with high quality candidates who meet strict selection criteria. VACC also looks after all administration aspects of the apprenticeship, including visits by Field Officers.
VACC MotorTech brings together VACC’s Tech Online, Times Guide, Tech Estimate, Technical Advisory Service and Tech Talk products with Haynes’ international know-how, to provide an enormous amount of technical service and repair information to subscribers.
nib has a mission and vision of people enjoying better health. VACC and TACC members (including their staff) receive a corporate discount on nib’s retail health insurance products.
1800 13 14 63 nib.com.au/corp/vacc
Website Services
OurAuto Digital provides a one-stop solution for your business’ website, including a custom design, rendering for smartphones and tablets, email accounts and hosting. Businesses are able to update web content themselves. VACC and TACC members receive these services at a discounted rate.
1300 687 288 ourautodigital.com.au
OurAuto iStore
Businesses can purchase a wide range of items, including personalised stationery, consumables such as floor mats and seat covers, workplace safety signage and much more. Member businesses automatically receive a discount on purchases.
03 9829 1152 ourautoistore.com.au
A Grade
The A Grade Automotive Network is a network of VACC member businesses that are dedicated to providing customers a better quality experience across all aspects of vehicle maintenance and repairs. Participants are contractually bound and VACC certified, and are publicly promoted in various forms of advertising.
03 9829 1202 goagrade.com.au
Fine Tuning Automotive Mental Health (FTAMH)
Funded by the WorkSafe WorkWell Mental Health Improvement Fund, VACC has developed FTAMH. The program provides free information, resources and practical measures to help automotive business owners identify and prevent mental health issues in the workplace.
03 9829 1130 finetune.vacc.com.au
EFTPOS Facility
Commonwealth Bank could provide the expertise, insights, technology and financial solutions to help your business move forward. Our Commonwealth Bank Business Banking Specialists can guide you through available business solutions to suit your business needs.
03 9829 1152 vacc.com.au
Training & Education
Members can access automotive industryspecific training programs in business management, industrial relations/human resource management, technical and OHS & Environment. Skills Development Centre also facilitates short courses, online programs and diploma and degree qualifications.
03 9829 1130 info@vaccsdc.com.au vaccsdc.com.au
Freight Services
VACC and TACC members receive discounted rates and benefits, including trace and track capabilities, one number to call, one easy-to-understand invoice, and online job quoting, booking and tracking. Contact VACC for an application form.
03 9829 1152 vacc.com.au
Energy Bill Savings
Smart Power offer a free bill comparison service. It will enable you to evaluate your current energy bills. They will do a comparison with VACC’s approved electricity providers. Contact VACC for an application form.
03 9829 1152 vacc.com.au
Accomodation
Located opposite Albert Park, the Bayview Eden Melbourne is a 192 room 4-star property offering car parking, restaurant and conference facilities. VACC members can obtain corporate discounts on regular room rates.
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Environmental Advice
VACC members can benefit from environmental compliance advice, briefings, training and on-site assessments. Green Stamp is an accreditation program that recognises and promotes businesses which have implemented sound environmental practices.
Spirit Super is a multi-industry super fund with around 326,000 members and $23 billion funds under management. We’re here to help.
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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.
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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.
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Office Supplies
Winc offers a convenient single source for business and workshop supplies. VACC and TACC members have access to discounts on WINC supplies. Contact VACC for an application form.
03 9829 1152 vacc.com.au
Apprentice Support
VACC Helpline provides apprentices and businesses a free automotive apprenticeship sign-up and advisory service to assist all parties at any time. With years of experience and knowledge, it’s well worth a quick phone call to put you in the right direction.
03 9829 1133 autoadvice@vacc.com.au vacc.com.au
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
Automotive business owners can access competitive solutions through OurAuto Insurance. Specifically designed to meet to the unique risk profile of the automotive industry, OurAuto Insurance can help your business access the best cover at an affordable rate.
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Graphic Design
VACC’S Marketing department can assist members with their graphic design requirements at a subsidised rate. Services include business cards, logo re-designs, corporate image overhauls, brochures and advertisements.
03 9829 1189 creativeservices@vacc.com.au
Workplace Update
All VACC and TACC members receive Workplace Update on a monthly basis via email, with issues also available on the VACC website. The publication provides the latest news and information regarding workplace and industrial relations, OHS and environment, business obligations and training opportunities.
03 9829 1123 vacc.com.au
Advertising
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
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
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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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