autoforum july 2011

WWW.AUTOFORUM.CO.ZA JULY 2011

I N F O R M E D A N D I N N O V A T I V E

PAGE 22NEWS AFRICA

NEWS AFRICA

IN PARTNERSHIPWITH AUSTRALIANBODYSHOP NEWS

InsideTHE TOLLING DEBAcLE cONTINUES

OHS - DOES YOUR BUSINESS cOmPLY?

cAPEX BOOST fOR SA AUTO INDUSTRY

STEREO cAmERA SYSTEmIN

NO

VA

TIO

N

TRAINING TRUck DRIVERS ONLINE

Bosch 60th International

AutomotivePress Briefing

RSA: R20.00 (incl VAT)Other Countries: US $12.00

July 2011

EDITOR CLARE RUTKIEWICZ

CONTRIBUTORS:AUSTRALIAN BODYSHOP NEWS DAVE SCOTTROBERT KAISER GRAHAM BUSHROY COKAYNE PAUL FAIL STEVEN FREEMANTLE JOHN HEMPELMICHAEL ROHDE

ADVERTISING:GRANT WEST WARWICK ROBINSONC: 076 727 8161 C: 082 855 7750 T: 011 466 3733F: 086 627 1135

PRODUCTION: KAZ NEL

EMAIL: [email protected]

PUBLISHER:SWIFT PUBLICATIONS & OLYMPIC PARK TRADINGSUITE 446, POSTNET X033, RIVONIA 2128

Editorial This issue marks the beginning of the second half

of 2011 and again means that the year is running

away with us. It does not however, mean that you

should feel complacent about what is happen-

ing in your business. Our July issue is packed

with tips on how best to manage your operation,

no matter the size, with a mini feature on OHS

compliancy. Of course all the news you need is

crammed into the pages you are now holding too -

so go on, start reading.

Cover photo - Bosch 60th International Automotive press briefing.

PAGE 1

WWW.AUTOFORUM.CO.ZA JULY 2011


PAGE 22NEWS AFRICA

NEWS AFRICA

IN PARTNERSHIPWITH AUSTRALIANBODYSHOP NEWS

InsideTHE TOLLING DEBAcLE cONTINUES

OHS - DOES YOUR BUSINESS cOmPLY?

cAPEX BOOST fOR SA AUTO INDUSTRY

STEREO cAmERA SYSTEmIN

NO

VA

TIO

N

TRAINING TRUck DRIVERS ONLINE

Bosch 60th International

AutomotivePress Briefing

AutoForum has an ABC circulation of 13 898 ABC (July 2010 to Dec 2010)

CONTENTS

Cover StoriesThe Tolling debacle continues 14

CAPEX boost for SA Auto Industry 18

OHS - does your business comply? 36

Stereo camera system 46

Training truck drivers online 54

Bosch 60th International Automotive press briefing 58

52

48

28

10

14

News ForumLeaf could be heading for SA 10

Rapid parts delivery programme 12

E-Tolling Update 14

50 years of safety innovations - and now? 16

Motor industry capex boost 18

BodyShop NewsPaintExpo 2012 23

Aer-O-News 24

Glasurit launches updated easy-to-use site 25

New colour trend report 28

Business ForumSupercharge your supply chain by getting back to basics

32

Why you need an OHS plan 36

How to comply with the OHS Act 38

Automotive skills driven by investment in industry and youth

40

Building customer relationships 42

Trade TalkHighlights of global and local industry news 4

www.Autoforum.co.za

While reasonable precautions have been taken to ensure the accuracy of the advice and information given to readers, neither the editor, nor the publishers, can accept any responsibility for any damages, injury or loss which arise there from. The opinions expressed by contributors to this magazine are not necessarily shared by the editor or the publishers.

Advertisers Guide


ACD/Midas Group 21Aer-O-Cure 26-27, OBCAlfa International 11Autocosmos/Electrolog 64Autozone 8, 34-35Bosch 5, IBCCoetz 57Federal-Mogul 19, 47First National Battery 39GMSA 9, 43, 63Highveld Garage Equipment 37Hofmann Megaplan 41Ital Machinery 49, 57Leaderquip 7Mahle 45Midas 53MISA 28Motor Merchandise 22NAPA/Midas Group 13POS Service Holland 17Probe 20Sabat 65Safeline 15Silver Falcon/Hurricane 30-31SKF 49Snap-on/John Bean 25Technica 60-61Tenneco/Rancho 51Turbo Exchange 20UD Trucks 55Victor Reinz 33World Spares 3, 64

InnovationsNew Flywheel technology cuts consumption by 20% 44

Stereo camera system 46

Commercial VehiclesHino walks away with Platinum Arrows 48

When a bakkie wants to be a truck 48

World class customer service is the key 50

First gas truck for long-haul 52

An automated shift for online truck sales training 54

After-Marketplace DirectoryDirectory listings 66

New ReleasesLatest offerings of local products 64

Show TimeAutomechanica Middle East (Dubai) 56

Bosch 60th international automotive press briefing 58

Fuel industry overviews at Forecourt Africa 2011 62

58

Trade Talk AutoForum - July 2011 www.AutoForum.co.za

Stop-start car sales to spikeStop-start vehicles (SSVs) have been gaining more and more airtime over the last ten years due to their ability to save energy and meet carbon emission reduction goals. The technology goes by a number of names - micro hybrids, idle stop vehicles, and others – and includes a variety of technologies branded by automakers, and in many cases is bundled with other fuel efficient systems.

Typically these vehicles offer 5% to 10% reductions in both fuel consumption and CO2 emissions, and require more ro-bust batteries and starter systems than are found in internal combustion engine (ICE) vehicles. They are also priced at a small premium over ICEs, but considerably less than hybrid electric vehicles (HEVs).

According to a new report from Pike Research, sales of stop-start vehicles will experience strong growth in the com-ing decade, rising from 3 million units in 2011 to 37.3 million units per year by 2020. The market intelligence company believes that by that time, SSVs will represent more than a third of all light-duty vehicle sales.

The report’s analysis indicates that Europe has seen by far the greatest selection of vehicles with stop-start technol-ogy and the greatest volume of vehicles sold – thanks to the region having the most aggressive environmental goals in the world. North America has experienced a relatively slow penetration of the technology due to less stringent emis-sions reduction goals and the fact that the US Environmen-tal Protection Agency (EPA) testing cycle underestimates the benefits of the technology.

It continues, however, that despite the technology not being as well known in North America, SSVs are already outsell-ing hybrids globally, with 3.5 vehicles expected to be sold in 2011 for each hybrid. That gap is expected to widen to a 16 to 1 ratio by 2017 because of the lower cost of SSVs compared to HEVs.

Road assistance on your phone The American Automobile Association recently launched a new application for iPhone users that assists stranded motorists, sending their location and other details to the company’s roadside assistance dispatch unit.

The app makes use of location services to send the mem-ber’s location as well as their vehicle description and the problem details to the assistance team, saving the team time in getting to the member as well as ensuring as far as possible that the correct repair equipment is within reach.

And while the member is waiting, he or she can use the app to search for approved repairers, car parts distribu-tors, rental companies, accommodation and more. Best of all – the service is free to AAA members, and all approved retailers and services offer AAA members discounted rates. Let’s hope the idea catches on locally too.

PAGE 4

AutoForum - July 2011Trade Talk AutoForum - July 2011 www.AutoForum.co.za

BMW lights the wayBMW recently launched two of its new lighting products - Dynamic Light Spot and Glare-Free High Beam Assistant – part of the auto-maker’s Night Vision system, which uses a thermal imaging camera to assist in anticipatory and safe driving at night.

Dynamic Light Spot is a spotlighting system that is able to automati-cally highlight pedestrians, giving the driver a ‘heads-up’ that they are in the vicinity of the vehicle. The so-called ‘marking light’ system uses sensors to identify potentially endangered objects in the driver’s surroundings which are then illuminated in a targeted manner with a spot of light. At the same time, a beam of light projected onto the road in front of the vehicle leading to the possible collision object draws the driver’s attention to that object. All of these allow the driver enough time to either brake or take suitable evasive action. Once the vehicle has safely passed the pedestrian, the marking light and the beam of light on the road are switched off and then normal light-ing continues.

Glare-Free High Beam Assistant on the other hand eliminates the ‘blinding’ issues associated with using high beams, by locating approaching vehicles at close range, as well as those ahead, and preventing glare.

It works in conjunction with the existing High Beam As-sistant, and recognises other vehicles at an early stage and, depending on the traffic situation, switches the beam to high or low automatically. A camera sensor in the interior mirror bracket registers the headlight beams of approaching vehicles from a distance of as much as approximately 1 000 metres, and the taillights of other vehicles in front from about 500 metres.

The assistant automatically switches the high beam to low, and then returns to the high beam once the other vehicle has moved out of ‘glare range’.

Dynamic Light Spot, Glare-Free High Beam Assistant,

following a vehicle.

On-coming traffic

PAGE 6

AutoForum - July 2011Trade Talk AutoForum - July 2011 www.AutoForum.co.za

Wellness Cluster lauded in New YorkLast month Ford Motor Company of Southern Africa (FMCSA) walked away with GBC Business Action on Health Award for the company’s innovative Wellness Cluster programme, at the Global Business Coalition on HIV/AIDS, Tuberculosis and Malaria (GBC) annual conference.

The Wellness Cluster programme – that is run in conjunc-tion with the Automotive Industry Development Centre (AIDC) and Aids Workplace Programmes in Southern Africa (AWiSA) and which was launched two years ago - assists FMCSA’s supplier companies to provide in-house HIV/AIDS counselling and testing for automotive industry workers in South Africa.

So far, ten SA-based automotive industry suppliers have enrolled in the programme and more than 2 000 employees have volunteered to be tested for HIV, receiving potentially life-saving counselling in the process. The programme indirectly benefits the entire community as its teachings are spread by word-of-mouth.

FMCSA President and CEO Jeff Nemeth commented: “It is heartbreaking to see the devastating toll HIV/AIDS has taken on families in South Africa and around the world, especially when its spread can be prevented through education and awareness. My hope is that this recognition will energise our efforts and encourage others to join the fight against this disease.”

The 2011 GBC Awards include six categories: Ford took second place in the Partnership/Collective Action category.

Shock (absorber) road testMonroe recently added a link to a video on their website that displays exactly why worn shock absorbers are as dangerous as we have been led to believe. The video shows the company’s in-house driver testing two vehicles – one equipped with new shock absorbers and the other with 50% worn-out shock absorbers.

The video was made at the World Touring Car Champion-ships (WTCC) race in Zolder, in collaboration with team Monroe driver Tiago Monteiro, and makes for sobering view-ing. The company recommends that all vehicles have their shock absorbers professionally tested every 20 000km from 80 000 km onwards.

To view it yourself visit the website www.tenneco.tv and click on the “Tiago Monteiro: Monroe safety test” link.

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Leaf could be heading for SA - Roy Cokayne

The Leaf, Nissan’s electric vehicle, could be introduced into SA. Nissan has con-

firmed it is engaging with the government about possible incentives to enable it to in-troduce the Leaf into the domestic market.

According to Gilles Normand, the Corporate Vice President Africa, Middle East and India, the automaker had been involved in explor-atory talks with the South African government since before the 2010 FIFA World Cup last year. He said Nissan needed three elements from every country where it introduced an electric vehicle: someone to invest in the infra-structure for the charging stations, incentives and education. He continued that incentives were only necessary initially, because the economies of scale from its investment in electric vehicles were not yet present. “Our objective is to sell at the price more or less of a traditional C-segment car. We still need some incentives to reduce the price. It’s for the customer, not for us, to make the price in line with a traditional C-segment car.”

Normand explained that these incentives could be in the form of reduced import duties or VAT, or an exemption from toll fees. He said Nissan had already entered into more than 90 partner-ships with governments, utility corporations,

local authorities and other relevant parties to develop long-term electric vehicle (EV) tech-nology. “We look forward to working with the South African government and other industry stakeholders to define the regulatory frame-work for an EV introduction in this country.”

Normand said one of the 90 EV agreements it had signed was in Africa, with Jordan, while it had also reached a distribution agreement with Mauritius. “We have been working with the SA government for the last few years. But we don’t want to push, we want a pull. If you are not motivated towards EV it’s not going to work successfully.”

“We are making sure that when people want to engage in this, they know exactly the impact and the necessary investment. We are ready. The technology is here. The car is here and we can do it anytime,” he said.

Mike Whitfield, Managing Director of Nissan SA, said the new industrial policy action plan (Ipap2) contained a section on electric vehicles and the government was “very focused on is-suing guidelines” about this. He said both Nis-san and the National Association of Automo-bile Manufacturers of South Africa (Naamsa) had been engaging with government on this

The latest global news

Roy Cokayne is a senior financial reporter for Business Report.PAGE 10

issue and the engagements with government were “an ongoing process”, but some clarity from government on electric vehicles was expected soon. “There is an interest and desire to get there. It is moving forward but not neces-sarily at the same pace as in other countries.”

Normand said the Leaf formed part of Nissan’s commit-ment to zero emissions and clean air technologies and, as leaders in the field of zero emission mobility, were on track with the global rollout of the Nissan Leaf, the first mass market electric vehicle.

He said proof of the Leaf’s appeal was that since its launch in Europe, North America and Japan it had been named European Car of the Year and World Car of the Year. Nor-mand said more than 27 000 orders for the Leaf had been received worldwide, and Nissan believed it would sell more than 50 000 units by the end of this year.

AutoForum - July 2011NEWS FORUM

Rapid parts delivery programme

Peugeot recently released a statement to the press regarding their new Gauteng parts deliv-

ery system, which sees dealers in the province re-ceiving four parts deliveries a day, and promises improved servicing turnaround.

The programme is a collaboration between the automaker and UTI Distribution, and as the former explains, is a result of the improved efficiencies in the company’s Linbro Park parts warehouse. The warehouse houses an estimated R35-million worth of parts and boasts a totally integrated storage, identification and picking system based on best-practices from France. The latter allows for rapid retrieval of parts. Dealers are required to adhere to strict cut-off times, and orders received by the warehouse by 4 pm are delivered to a locked ‘drop-box’ at the dealership and guaranteed to be ready and waiting when the workshop opens. If the order is placed after 4 pm, it will be processed and delivered by 10 am the next day. Overnight delivery to anywhere in South Africa means that it’s not only Gautengers that benefit, with a guaranteed turnaround time of no more than 24 hours from when the order was placed. According to Peugeot Citroën SA Parts Manager, Peter Devereux: “If a part isn’t in stock locally, we can have it at the dealership between five and sev-en working days after ordering it from France. We can also track it day-by-day from the moment our order is placed - this is especially relevant when it comes to the less common maintenance items and also body repair parts destined for our network of approved panel shops.”

PAGE 12

SMTM ABR Second A4.indd 1 2011/07/01 3:27 PM


E-Tolling Update - Roy Cokayne

A final decision on e-tolling by the Gauteng Freeway Improvement Project (GFIP) is

only likely to be taken by Transport Minister Sibusiso Ndebele by the end of July.

The Department of Transport has indicated that there will be another round of consultation with stakeholders after the report of the GFIP steering committee has been submitted to Ndebele before a final decision on the e-tolling of the GFIP was made. The debate about e-tolling has intensified despite the appointment of the steering committee.

The SA National Roads Agency (Sanral) has also been fighting a court battle since Decem-ber to prevent a temporary High Court interdict from derailing its e-tolling plans. This follows a judgment and temporary interdict granted in the North Gauteng High Court in Febru-ary to HMKL 3 Investments, part of the New Africa Developments group, stopping Sanral and Trencon Construction from continuing with the construction on a toll gantry in Centu-rion. HMKL 3 owns a property on which it has erected signage and billboards that will be ob-scured by the toll gantry.

Judge Bert Bam found that the declaration of section 21 of the N1 as a toll road was irregu-lar and should be set aside because Sanral had failed to comply with Section 27(4) of the SA National Road Agency Limited and Na-tional Roads Act. Bam said in terms of this provision of this Act, Sanral had to notify and invite interested parties to make comments or representations on the planned declaration of this section of the N1 as a toll road.

He also found Sanral’s failure to comply with the National Environmental Management Act

(Nema) regarding the impact of the toll gan-try on the environment was “clearly a non compliance with a material issue and require-ment of natural justice which amounts to an irregularity”.

Sanral in April unsuccessfully applied to the North Gauteng High Court for permission to appeal the judgment and temporary interdict at the Supreme Court of Appeal or a full bench of the North Gauteng High Court was on the grounds the court erred in law and/or in fact in one or more respects. It has now petitioned the Supreme Court of Appeal directly for per-mission to appeal the entire judgment and temporary interdict granted.

Several entities, including Avis and the SA Ve-hicle Rental & Leasing Association (Savrala), the representative body for the car rental and vehicle leasing industry, have in the meantime continued the public debate over the e-tolling by publicly criticising it.

Avis claimed the “spin doctors” had cleverly diverted attention away from the need for e-tolling itself to the price per kilometre. Savrala expressed “grave concern” about the open road tolling (ORT) administration costs and questioned how the tender evaluation process for ORT could have reconciled and justified such a wide tender price range when deter-mining the successful bidder. In its detailed submissions to the ORT Steering Committee, Savrala highlighted the vast variance in tender pricing between successful tenderer ETC’s R6.22bn and Areya’s R15.29bn tender.

Linda Kotze, Savrala’s President, said at 66c a kilometre before the toll rates were suspend-ed, Savrala estimated an average car rental

PAGE 14

customer may have to pay an extra R32 a day in tolls, representing 10% of the average car rental daily rate. Leas-ing customers could also expect an increase of up to 33% in their cents a kilometre costs, she said.

Kotza said Savrala maintained its posi-tion that the billions earmarked to be spent on the administration costs of ORT could be avoided altogether by us-ing the national fuel levy, which was cur-rently collected at the fuel pump without any need for further intervention.

Wayne Duvenage, CE of Avis Rent a Car, echoed this view, stressing the sim-plest and least expensive way to fund commuter road infrastructure upgrading was to do this via the fuel levy and this was how the country’s roads and up-grades were funded in the past. Duve-nage said Avis did not dispute the need for the long overdue GFIP, but needed answers about the decision to adopt the proposed e-tolling funding mechanism and transparency about the motives

and rationale for the proposed e-tolling system.

Project Manager of the GFIP, Alex van Niekerk, countered criticism about the cost of collecting toll fees by stressing it was below the international benchmark of 20%. However, he conceded Sanral did not yet have the operational costs of the e-tolling system on the GFIP be-cause it had not started operating yet.

Van Niekerk said Sanral would fully sup-port a super transport regulator be-cause the debate taking place now over e-tolling could have been prevented, but was adamant Sanral had followed the correct process in 2007 and 2008 for the GFIP before construction start-ed. He continued Sanral was paying ETC, the e-tolling operator, for a service that was priced in direct relation to the cost of providing that service and not a flat fee.

Van Niekerk added that market research indicated consumers were not against

the user pay principle, but the issue was how much they had to pay. He stressed Sanral did not make government policy and the dedicated fuel levy for road infrastructure was abolished in 1986. There was already a R7 billion deficit in 2009/10, even with the funds raised from the fuel levy and government allo-cation to road infrastructure.

According to van Niekerk, the medium-term budget estimates showed that this shortfall would increase, and that there was an estimated R149bn road infra-structure backlog which would take about eight years to address, and cost an additional R1.80 a litre to cover us-ing the fuel levy. If Sanral relied only on budget allocations for “big ticket proj-ects” it would have to execute projects over 15 years and could never be able to catch up on the backlog. Van Niekerk added that it was irresponsible for San-ral to blame a lack of funding as the rea-son for only “maintaining” the roads as opposed to “improving” them.

PAGE 15


50 years of safety innovations- and now?

In a recent presentation entitled ‘50 years of progress: Where do we go from here?’ which

was presented at the Edmunds’ Safety Confer-ence in Washington recently, the President of the US safety organisation IIHS, Adrian Lund, raised some key issues related to how govern-ments can assist automakers to reduce road accidents.

He started by highlighting some of the safety developments over the past fifty years, such as the establishment in 1967 of the Congress of the National Highway Safety Bureau in the US and its issuing of the first federal motor ve-hicle safety standards, safety belt use from the mid 1980s and improved roads. “Nevertheless, there can be no doubt that changes in vehicle design for occupant protection in crashes and the integration of new safety equipment have been key (in protecting drivers and pas-sengers).” These include energy-absorbing steering columns, fuel tank integrity require-ments, airbags, side impact protection and

the NHTSA (National Highway Traffic Safety Administration) making comparative safety test information available to the public, which in 1978 was a world first.

According to Lund, much of the crashworthi-ness improvement has been accomplished through new technology and understanding of vehicle structure, and the focus now is largely on how technological improvements can also help with crash avoidance. Electronic controls and sensors, forward collision warning, lane-keeping and side-view assist, turn-by-turn navigation, and adaptive headlamps are all currently available and much work is going into vehicle-to-vehicle and vehicle-to-infrastructure communications, to name but a few.

He cautioned, however, that it is key we re-member that not all of this technology will perform in the real world as it appears to work in the lab. “Translating lab results to the field will not be as easy for crash avoidance as

PAGE 16

for crashworthiness. Why? Essentially because technology that reduces the likelihood of crashing often affects the driving task, and anything that changes the driving task risks changing driver behaviour as well. Put differently: once a crash starts, the injury outcomes are straightforward outcomes of physics and biology. Preventing a crash intro-duces a third, much less determined factor — psychology.”

He cited the example of the introduction of antilock brake systems in the 1980s. IIHS and other organisations had test track results demonstrating the clear superiority of this technology in emer-gency obstacle avoidance and braking in slippery conditions, but real-world studies of insurance claims and fatal crashes found no benefit of antilocks in lower crash frequencies. “This is a co-nundrum still unresolved, though many proffered explanations involve driver reactions. My own guess is that all the explanations have some truth, and this simply demonstrates how difficult it is to

predict how drivers will respond to new technology that changes how they op-erate their vehicles.”

Lund highlighted the contribution of low-tech and past-tech in improving safety, such as strategies that empha-sise road improvements, enforcement of traffic laws, and crashworthiness. He also identified traffic circles as one of the more basic but key changes to driving behaviour. “If just 10% of US intersections with traffic signals were converted to roundabouts, we would prevent 70 000 crashes annually, 450 of them fatal. At the same time, we would reduce vehicle delays and fuel con-sumption,” he said, quoting figures from a Bergh et al study in 2005.

“For signalised intersections that cannot be converted, we need to improve com-pliance with the signals. One proven method is the use of camera enforce-ment. In a recent IIHS report, we ob-served a 24% reduction in fatal red light

running crashes in cities using cameras to enforce the law.”

Lund concluded: “Finally, we need to recognise that, promising as the new crash avoidance technology is, a crash-free environment is not on the horizon. Even in frontal crashes, where we have made the most progress, many people still are dying and we need to address the tree, pole, truck, and small overlap crashes that are killing them. The pri-mary problem for safety professionals in road cashes is the transfer of mechani-cal energy to or from occupants at rates that exceed their injury thresholds. Until cars do not crash, we need to reduce the rates of energy change.”

The old saying “the more things change, the more they stay the same” seems to apply to road safety too. It’s the good old basics that really work in reduc-ing fatalities and injuries – enforcing the rules of the road is the most consistent safety ‘technology’ to date.

PAGE 17

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Motor industry capex boost - Roy Cokayne

Capital expenditure by the motor manufacturing industry and job cre-

ation is set to receive a massive boost from the Automotive Incentive Scheme (AIS) within the new Automotive Pro-duction and Development Programme (APDP). Automotive component manu-facturers will also be among the benefi-ciaries of the scheme.

Capital expenditure by OEMs is pro-jected to increase to R4.45bn this year from R3.99bn in 2010 and R2.47bn in 2009, according to the latest National Association of Automobile Manufactur-ers of South Africa (Naamsa) quarterly review of business conditions in the motor manufacturing sector.

However, Trade and Industry Minister Rob Davies said during his recent bud-get vote that the finalisation of the AIS had led directly to planned investments of R13bn by automotive assemblers

and component supplier companies, which would support 24 000 jobs.

Davies said a feature of these invest-ments was a significant expansion in local component sourcing by OEMs, which was significant because most of the job creation in the automotive sector would emerge from smaller companies producing components. Of the R13bn, R4bn of the investments are by com-ponent manufacturers and the balance by vehicle assemblers and involve virtually all the locally-based motor manufacturers.

Roger Pitot, Executive Director of the National Association of Automotive Component and Allied Manufacturers (Naacam), was aware of 69 applica-tions by Naacam’s members for AIS incentives - but said the value of these applications was significantly lower than the R4bn reported by the Department.

Pitot said investments by compo-nent manufacturers were related to new models to be produced lo-cally by Volkswagen, BMW, Ford and Mercedes-Benz.

Deloitte has identified R13.61bn in investment announcements in the past about two years by OEMs. These include R3.3bn by Volkswagen in 2009; R3bn by Ford in April 2010; R2.2bn by BMW in October 2009; R2bn by Daim-ler/Mercedes-Benz in December 2010; R1bn by General Motors in October 2010; R1bn by Renault in June 2009; a further R0.75bn by Volkswagen in June 2010; and R0.36bn by Toyota in Febru-ary this year.

Naamsa’s quarterly review revealed that total industry employment improved by 0.2% or 51 jobs during the first quarter of this year, to 28 179 jobs from the 28 128 positions in the industry in the previous quarter.

Continued on page 20

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68397 Ferodo Premier ad V1.indd 1 2011/04/19 2:31 PM


Nico Vermeulen, Naamsa’s Executive Director, said the Department of Trade and Industry’s investment figures and those in Naamsa’s quarterly review were not strictly comparable. Vermeu-len explained that Naamsa’s capital expenditure figures were for a single year and included investment that was not necessarily related to the APDP, and also some investments planned by

truck original equipment manufacturers - while the Department’s figures were for a three-year period.

According to Duane New-man, a partner at Deloitte, his analysis of announced OEM investment over the past few years indicated in-vestments totalling R13.6bn were planned and the an-nounced investment figure of R9bn “sounds reasonable”.

Newman said the budgeted expendi-ture for the APDP in the medium term expenditure estimate was R3bn over three years, comprising R916m in 2011/12, R1bn in 2012/13 and R1.08bn in 2013/14.

The investment incentive in terms of the AIS is 20% and tied to certain performance criteria, including vol-ume growth, employment growth, new technology and localisation, with an additional incentive of 10% tied to performance.

Newman continued that most OEMs would struggle to get the 30% in-centive, and the R3bn budgeted for incentives over three years at 20%, amounted to R15bn in investment. He stressed this was not the only support given to the motor industry, adding that revenue the state foregoes in the form of customs duties in terms of the MIDP peaked at R16bn in 2007/08 and totalled R12bn in 2008/09.

This MIDP incentive was based on exports, while the focus in the APDP shifts from exports towards produc-tion, with a minimum annual production threshold of 50 000 units is one of the major qualifying criteria for incentives. Newman said the effective tax rebates for the APDP were effectively the same as the MIDP, but the calculation mecha-nism was different. Nico Vermeulen

Roger Pitot

Duane Newman from Deloitte

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Contents

23 PAINTEXPO 2012

24 AER-O-NEWS

25GLASURIT LAUNcHESUPDATED EASY-TO-USE SITE

28NEW cOLOURTREND REPORT

In association with BodyShop News Asia and Australian BodyShop News

NEWS AFRICA

NEWS AFRICA

Body repair insight


PaintExPo 2012

The 4th PaintExpo will take place in Karlsruhe, Germany from 17 to 20 April

2012, and according to its organisers, the next show is expected to grow dramatically from the last event. Already the exhibitor list includes more than 180 companies from 13 countries, which Jürgen Haußmann of the or-ganising company FairFair, attributes partly to the extensive investment requirements for companies with in-house painting facilities. This in turn has been triggered by ever stricter requirements regarding efficiency, quality, flex-ibility and environmental protection, as well as by new materials and material combina-tions. He also believes that the fact that Paint Expo has gained a reputation for being a key information and procurement platform for us-ers, due to the fact that it presents the world’s most comprehensive offerings ranging from pre-treatment right on up to final inspection.

The event exhibition offerings include systems and equipment for liquid painting, powder coating and coil coating, application systems and spray guns, liquid paints and powdered enamels, as well as automation and conveyor technology. Cleaning and pre-treatment, as well as drying and curing, environmental tech-nology, compressed air supply and exhaust purification, water treatment, recycling and disposal, and many more will also be covered. And if that was not enough, downstream pro-cess steps such as printing and packaging will be dealt with as well.

For more information visit the website www.paintexpo.de.

BODY

SHOP

PAGE 23

Ivano (Ivo) Sega, CEO of Carrozzeria Viglietti, recently purchased a repair

shop at 7 Friesland Drive, Longmeadow Business Estate which he then

- in collaboration with Walter Lenaerts, MD of Aer-O-Cure - completely

upgraded, to create a benchmark Ferrari collision repair centre.

This state of the art paint and panel shop is custom designed to

maximise the available space, in terms of work efficiency and

production flow. Two jig repair systems are aligned with the preparation

area, which consists of 5 Aer-O-Prep bays complete with underfloor

extraction and overhead infra-red driers, as well as under floor lifts.

Aer-O-Cure supplied and installed a compressor with dryer and tank,

complete with airlines and droppers.

The special aluminium repair bay incorporates a complete Aer-

O-Cure aluminium booth with roller doors and fume extractor.

In addition, there are 2 Aer-O-Cure drive-through combination

spraybooth ovens, of which one is a complete Waterbourne

spraybooth, with integrated paint mixing room. These spraybooths

and the mixing centre all meet the Ferrari factory specifications.

This turnkey project, with its well considered design and

layout incorporating the demanding requirements of the Italian

Marque and custom designed diesel fuel storage facility for the

spraybooths, is further proof that when it comes to the latest

innovation, Aer-O-Cure is a market leader. On a recent visit, the

Ferrari Group international representative was deeply impressed and

commented that when it came to Ferrari and Maserati repair, there is

nothing better anywhere else in the world.

Aer-O-Cure is proud to partner Ivo Sega and Carrozzeria Viglietti in

achieving this world leader status in vehicle repair.

BODYSHOP NEWS

AER-O-NEWS

5 bay Aer-O-Prep preparation area with underfloor extraction

and overhead infra-red

Aluminium Spraybooth

A well designed layout for an efficient repair shop

Complete compressor system

with dryer and tank as well as

airlines and droppers

Waterbourne and standard combination Aer-O-Cure spraybooth ovens with inte-

grated Aer-O-Mix paint mixing room

Aer-O-Prep bay with overhead dry flattening and under loor extraction

Glasurit recently revamped its international website, mak-ing it more user-friendly. The new site boasts more inclusive information, together with a more attractive design and makes it easier for users seeking country specific product knowledge.

The company believes that the comprehensive drop down menus across the top of the screen will not only save users time, but will allow them easy access to whatever infor-mation or assistance they require. These include product systems, colour tools, consultancy services and training centres. There is also a dedicated mixing formula search area which directs users to Color Online, the Glasurit colour database. Local web surfers will find their own SA specific page. Visit www.glasurit.com to see it for yourself.

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nEw colour trEnd rEPort

BASF Coatings’ international design team recently presented its global

trend report, which comprises the most sought after hues of the future from co-lour experts based in Asia, North Ameri-ca and Europe.

So what colours will dominate our – or more likely European - roads in the future and on what social changes will they be based? With the environment top of mind for many, these days luxury and ecology are no longer perceived as mutually exclusive concepts. In line with this, the forecasters expect that in Europe the trend toward browns (already 6% of all new car registration in Germany last year) will continue with earth tones reflecting the new ecological

awareness. This new “green luxury” also means subtle or very reduced sparkle, and is also embodied by the colours indigo, mint or broken white.

New colours such as LED blue, brilliant turquoise, sparkling black or bright red, combined with matt finishes represent the second trend which is all about blending technology and humanity.

The third trend towards individualism is expected to be expressed in colours that are new or unique such as beige and greige (a mixture of grey and beige favoured by nail salons at the moment), and also apricot and rosé tones, various shades of gold and even reddish gold.

The fourth trend regards cultural diver-sity and is embodied in various browns with subtle effects that according to the forecasters “conjure up home and one’s own roots”. The experts also see this trend moving toward exotic, bold and brilliant colours such as yellow, violet and emerald. The amalgamation of familiar and novel effects is especially apparent among the new lilacs, which are immersed in a colourless, familiar grey.

Whether South Africans will follow these trends or not will remain to be seen, but perhaps we should expect a lot of brown German-made cars in the next few years.

ASF Colour Designer Corinna Sy and Mark Gutjahr

Membership is open to all Office -, Stores -, Sales – and Clerical employees, Artisans

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PAGE 28

BODYSHOP NEWS

Cultural diversity is also accompanied by a new type of colour.

“Green luxury” is not an oxymoron. Ecological thinking and action is recognised and widely accepted. This

type of connection can also be observed among the colours of this trend world in Europe.

The colours in this trend world have a very artificial effect. On the other hand, they are also derived from humans.

The colours that stand for something new or unique

– colours people talk about together and that didn’t exist in

this manner previously.

PAGE 29

As the cost of vehicles rise, so does the customer’s expectations for ser-vice cleanliness. Increased technolo-gy has resulted in lowered general un-derstanding of the mechanics of the vehicle and a trend to judge the ser-vice levels on superficial things such as cleanliness and speed of turn-around. Customer Satisfaction Index’s (C.S.I.) are often negatively influenced by mere fingerprints, which could have been eliminated for less than the price of a cheap cup of coffee!

Non Slip disposable seat-covers, floor mats and steering wheel cov-ers, when placed in the vehicle as the customer drops off their vehicle for servicing and removed at the comple-tion of service delivery, will enhance the customer’s perception of a pro-fessional service and prevent those

unnecessary soils that are still the biggest complaint in the service de-partment. Clean-up costs for seat service soils average R500 – the im-pact on your reputation and customer satisfaction is, however, 10 times that amount.

Another thing to bear in mind is an average service centre services 7 500 cars per year. That is 7 500 opportuni-ties to impress a customer and make a sale. If it is a positive experience, they will be back, and what’s more - they will be happy to tell their friends and family about your great service.

According to Lexus statistics in the US, an LS430 customer who pur-chases from Lexus for the rest of their life expectancy will spend between

R5-R6 million. Wouldn’t it be worth hanging onto that person at all costs?

Have you considered using the floor mats in your workshop as a potential marketing tool? These mats are apt-ly called “Cash Mats” as they offer a unique tear-off voucher or coupon, which can be given to customers for the purpose of marketing value-add-ed incentives, such as a test drive of the latest model, new accessories or a discount at a local restaurant.

These disposable paper floor mats can be branded in full colour with your company logo, marketing slogan or even pictures of the latest in your range of vehicles. For more informa-tion, please contact Mike Pollock.

Tel: 0860 10 13 17, E-mail: [email protected] or visit our Website: www.motormerchandise.co.za

Would you allow a mere fingerprint to ruin your reputation?

This series of technical articles is supplied by Motor Merchandise.


PAGE 30

AutoForum - July 2011BusinessForum

Supercharge your supply chain by getting back to basics - Steven Freemantle

The supply chain is the arrowhead of a business, as it determines the ser-

vice experience for customers - be they internal or external. Production and pro-curement need to align to customer de-mand while optimising inventory, and achieving a balance between supply and demand is ultimately what supply chain management is all about. Companies look to SAP to help achieve this balance through its integrated sup-ply chain functionality. However, when they do not receive the expected ben-efits, experience shows that they tend to focus on expensive tinkering with the software itself. In fact, throwing more technology at an underperforming SAP-based supply chain is counter-produc-tive: a closer look will reveal that human error predominates. One common challenge concerns the mundane housekeeping that needs to be undertaken to maintain the integ-rity of transactional data inside SAP—checking on overdue purchase orders and sales orders and so on. Data integ-rity can also be adversely affected by inaccurate master data that was not val-idated prior to being transferred from the legacy system into SAP. Such lapses detract from SAP’s abil-ity to do its work, and result in incor-rect or late proposals and thus a dis-trust of SAP on the part of users. From their perspective, the system “doesn’t work”. The fact is, it is working, but ac-cording to incorrect demand and supply signals from errant transactional data, within a framework of incorrect param-eters defined in master data or business rules. In short, human rather than sys-tem error. Another typical challenge relates to user complaints of system inflexibility. Fre-quently, however, this actually means that the user has simply not been

adequately educated about the value of adhering to the business processes that have been built into the system. In such cases, the user sees “flexi-bility” as the ability to make the sys-tem conform to “my” way of doing things rather than adapt to the new way of doing business. Frustrated users tend to take their data out of the SAP system and onto spreadsheets that seem to be more accurate and controllable. By doing this, the system and all its users—except for the owner of the spreadsheet—lose vis-ibility of the supply chain. This loss of visibility leads either to overstocking or poor customer service. In fact, these uneducated users are effectively using SAP as a transactional tool, and do their real planning and controlling of the pro-curement processes offline, in their own silos. This compounds the problem by robbing the system of yet more data. The end result: parallel systems, with SAP used as a very expensive data-capture tool, while the real work gets done in other programmes. GETTING THE BASICS RIGHTIt’s clear now that fixing the problems does not require new technologies or expensive add-ons. It’s simply a matter of going back to the beginning to im-plement good housekeeping processes and fix the master data. The people who are using the system incorrectly need to be identified and ed-ucated about the benefits of using stan-dard SAP supply chain and inventory management tools. If this understanding is successfully established, the benefits will be immediate and far-reaching. Once all the supply chain data is healthy and accurate, and remains in SAP, the transactional side of things will work, providing all supply chain role-players

with real-time and accurate visibility. Now the software’s intrinsic strength, flexibility and standard functionality can be used to identify bottlenecks and oth-er improvement opportunities across the entire supply chain. This visibility enables you constantly to refine that all-important balance between the supply of goods and customer demand. Ongoing Value Optimisation, or oVo, is a methodology that guides companies through this process of getting back to the basics in order to realise the bene-fits of their existing investments in SAP. Using this methodology, one would ex-pect to reduce supply chain bottlenecks by 60%, with 90% not being uncom-mon. Average inventory holdings can also be reduced by between 10% and a whopping 50%—while improving cus-tomer service by at least 20% to 30%. Improvements like these are achievable simply by using the standard SAP tool-set. Far too many users insist on con-tinuing to do things as they have always been done, and thus have to distort the SAP system to make it do what it was not designed to do. And in so doing, they lose sight of the beauty and sim-plicity built into the programme. The benefit of using SAP properly is bountiful—and it will be unleashed by going back to the basics!

Business insight

Steven Freemantle is a partner at Reveal South Africa, a consultancy that uses its “Ongoing Value Optimisation” (oVo) methodology to help clients gain the desired benefits from their existing SAP investments.

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PAGE 32

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Is there ever a time when we can, in all conscience, stand by and watch a

work mate continue to work irrespon-sibly, placing themselves or others at risk? Is it reasonable for a company principal to allow or direct an employee to work without adequate instruction or equipment? Is it sensible to place yourself in at-risk situations by choos-ing to ignore warnings or because you are unin-formed about hazards? The answer to these is clearly ‘no’. Oc-cupational health and safety as defined by the Occupational Health and Safety Act, is everyone’s responsibility.

The hazards of employment have been understood for more than a century. ‘Dusted lungs’ in coalminers was com-mon in the early years of the 1900s. Me-sothelioma and asbestosis were already identified as workplace hazards in the middle of the last century, but their full effects are just being felt some 50 years later. Tinnitus, a debilitating though non-life threatening disease, is common in workers from heavy industry and other high noise level industries. Back injuries continue to be a problem across any in-dustry that requires heavy lifting. Build-ers are still killed or seriously injured through falls. What do these have to do with body shops and repairers? All of them are common in the motor vehicle repair industry – carcinogenic dust, toxic chemicals, noise, heavy lifting and fall-inducing situations.

Once, safety was deemed to be the individual’s responsibility. Not anymore. Too often it has been discovered that employees were inadequately trained, equipped or supervised to carry out their work tasks and employers became legally responsible for the training, safety and welfare of their employees. But it is a two way street. We all have examples of employees who decide to take risks – foregoing hearing protec-tion, goggles, gloves, breathing appara-tus, unnecessarily lifting heavy objects simply because it is inconvenient to get the right equipment, mistrust of

management motives or, the most inane of all reasons, peer pressure.

Most disturbing of all is the fact that the cost of some of this negligent behaviour won’t be experienced until toward the end of a working life, when good health

is harder and more expensive to maintain.

The issue of occupa-tional health and safety

is a legal phenomenon, but despite this for some employers it is seen as little more than a nuisance: “Didn’t need that rub-bish when I was an apprentice!” However, the business owner presenting this view expects to drive a motor car far safer than the one he drove in the 60s. He ex-pects his equip-ment to be more efficient and safer. He is more likely to believe a string of acci-dents, seriously impacting his insurance premiums, to be the fault of careless and negligent employees rather than deficiencies in his body shop operation and his failure to exercise duty of care. What he is ignoring is that the law now places the responsibility for a safe work environment on his shoulders.

But it’s not all doom and gloom. The owner may also be missing out on significant benefits to the business which could be gained by being more proactive with health and safety factors around the body shop. Direct benefits include reduced insurance premiums, reduced litigation costs, reduced sick pay costs, improved production and productivity rates, lower accident costs and production delays, as well as reduced product and material dam-age. Indirect benefits include reduced

absenteeism, reduced staff turnover, better quality of work delivered to customers, improved corporate image, improved chances of winning contracts and improved job satisfaction and morale.

Where does a company principal (owner, partner, manager) start to come to grips with the responsibilities? Infor-mation is a good starting point.

Training and workplace auditing servic-es are readily available for management and staff through relevant authorities

and trades associations. These services are run as workshops and seminars that guide companies and their staff through the process of compliance. Manufactur-ers also often provide data sheets or training sessions on safe handling of their products and it’s a good idea to regularly send staff on such training. While it may cost the business upfront to implement - the benefits outlined above will accrue.

Once acquainted with the requirements the responsible principal will want to put in place programmes to establish safe working practices within the organisa-tion and communicate the OHS Act so that employees understand that safe working is a company priority.

So, are you ready to get underway with your OHS programme?

Why you need an OHS plan - Paul Fail

Once, safety was deemed to be

the individual’s responsibility. Not anymore.

PAGE 36 Paul Fail in part of the Australian BodyShop News Editorial team.

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Contact us today (012) 330 0540

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Architects sketch of new Highveld Garage Equipment head office in

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The Occupational Health and Safe-ty (OHS) Act and Regulations ap-

ply to all employers, irrespective of the number of employees, as the employer is responsible (and therefore liable) for the health and safety of all employees, contractors, visitors, customers and the general public who can be affected by the activities of the business. In a typical business environment, there are specific sections and regulations that must be complied with, as a non-compliance carries a fine and a jail term, with the maximum being R1000000 and/or two years. It is also essential to bear in mind that all companies must also be registered and in good stand-ing with the Compensation Fund or Licensed Compensation Insurer (FEMA).

As part of the Act, employers are compelled to identify all hazards and risks, and take steps to make the work-ing environment safe. For members of the motor industry, it is a difficult task indeed to ensure that not only are the employees safe from harm, but also that any customer who has to climb up a step or walk on slippery tiles, is not in-jured while on the employer’s premises.

This also includes waste generated by the chemicals that are used on site. All waste must be disposed of correctly, with proper disposal certificates issued to prove that the disposal process com-plies with the stringent Environmental Management Act Regulations. Further-more, an employer may not use the ser-vices of a contractor, if that contractor is not registered with the Compensation Fund, and cannot prove that he/she has paid his/her assessment for the year by submitting a letter of good standing.

The following template is the basic requirements that need to be complied with, in order to ensure that all neces-sary steps have been taken to ensure the Health and Safety of all persons who may be affected by the tasks, pro-cesses and operations of a business.

A good idea is to complete the above template as a self assessment, to gauge where your business currently stands. Another way to check that you are in line with all regulations is to arrange for a baseline audit undertaken at your premises. Reputable organisations spe-cialising in assisting businesses comply will be able to audit your operation and offer possible solutions on where to

improve your processes. They will also issue Health and Safety Legal Compli-ance Certification, which can be used for ISO 9000 series Certification, and for various Manufacturers requirements for Approvals Certificates, but most im-portantly, to help protect everyone from any injury or disease or environmental pollution.

How to comply with theOHS Act - John Hempel

John Hempel is a Director of Compliance South Africa (Pty) Ltd, and has worked extensively within the Manufacturing and Motor industries. He has been instrumental in the start up of the SEIFSA Health and Safety division and RMI4OHS Joint Venture, which was launched with the core focus of assisting

companies to comply with legislation. His company is accredited with the HWSETA.

REQUIRED PROOF OF COMPLIANCE YES NO

1 Health and Safety policy signed by CEO and displayed in prominent areas

2 Risk Assessment (Current Hazard Identification/Risk Assessment: HIRA)

3 Safe Work Procedures for all tasks where injuries/diseases could occur

4 Record of basic safety training/Safety Induction

5 Nominated, elected, trained, Safety representatives (where more than 20 staff)

6 Quarterly Health and Safety meeting minutes

7 Accident reporting and injury reporting records

8 Independent and Sub contractors agreements and Letters of good standing

9 Personal Protective Equipment register

10 Trained and certificated First Aider and fully stocked First Aid boxes

11 Facilities for storage of flammable liquids

12 Ventilation surveys (Spray painting etc)

13 Hot work permits for welding, gas cutting, etc.

14 Ladder Inspection register

15 Emergency escape plan and procedure

16 Lockers for staff

17 Proper toilet and hand washing facilities

18 Dining rooms (Specifications)

19 Material Safety Data Sheets for all chemicals used

20 Medical surveillance records for Table 1, 2, or 3 chemicals (Blood, Lungs, Urine)

21 Noise surveys where noise may be higher than 85 Decibels (Angle grinding etc.)

22 Medical surveillance records (Audiogram test results for noise exposure.)

23 Fire Extinguisher annual service records

24 Lifting equipment (hoists, forklifts, cranes) service records

25 Lifting tackle (chains, hooks slings) inspection records

26 Lifting equipment operator training records

27 Gas cutting equipment register (Quarterly inspections)

28 Electrical Certificate of compliance

29 Portable Electrical tools register (Quarterly inspections.)

30 Annual Earth Leakage register

31 Electrical circuit breaker labelling

32 Company vehicle register (Daily/weekly)

33 Confined space work permits

34 Roof work permits

35 Compressor and Pressure Equipment register

36 Legal appointments in terms of Section 16

37 Electrical lockout register

38 SANS (Ex SABS) code signage

39 Environmental disposal procedures

40 Environmental disposal certificates

PAGE 38


The South African economy has ab-sorbed over 1.5 million* additional

workers over the period between 2003 and 2011. However, even with this in-crease in workers available, recent sta-tistics*2 show that 14% of local employers are find-ing it difficult to fill criti-cal positions within their organisations. It also in-dicates that soft skills - such as values or the right personality fit - were not fundamental to gaining employment, but rather ‘hard skills’ or work experience are the prerequisites for placement. When we examine these figures, it becomes evi-dent that there is not only a lack of pro-fessional skills locally, but this problem

is compounded by the fact that too many individuals are not well enough equipped with the necessary experi-ence to fulfil today’s tough and de-manding work requirements.

The automotive market is no different. However, the key challenge of this sector is that there is not only a lack of training, ex-perience, and generated interest in the industry - but too many obstacles exist for interested young-

sters when they look to gain training and enhanced education in this sector, especially when they approach OEMs (original equipment manufacturers) di-rectly. This aside, there is still an interest

in technical jobs within the automotive market and as such, the industry has to start nurturing this interest by actively contributing to the development of skills, and offering youth the opportunity to gain the required experience. In line with this, Hyundai South Africa is launching the extension of its schools training programme, which has been running successful in Gauteng for the past five years. This year will see Hyundai South Africa work with their 85 dealers around the country to support technical training colleges in different regions around the country, through an ‘Adopt a School’ initiative. The ‘Adopt a School’ programme will see relevant Hyundai dealers around the country ‘adopting’ a Technical School/College in

Automotive skills driven by investment in industry and youth - Michael Rohde

Michael Rohde is the Aftersales and Service Director at Hyundai Automotive South Africa

The Hyundai Academy training programme aims to boost the auto

industry via technical skills and

key competency development at

youth level

PAGE 40

their immediate area to roll-out the Hyundai Academy train-ing programme. The latter is focused on delivering the latest trends, technology and processes to technical students around the automotive sector. All training materials and required auto-motive parts, such as engines, transmissions and components, will be provided at no cost to each school by the company head office. At the same time, each dealer will be proactively monitored to ensure the highest levels of information and support is given to the students at each school – allowing Hyundai to deliver strong technical training for relevant schools nationally.

The aim of this programme is to provide the automotive indus-try with what is most needed – the development of technical skills and key competencies. In maintaining the highest levels of technical education for the motoring sector at ground level, programmes like this will not only promote skills development, but also assist in stimulating market entrant interest in the industry. This programme, however, also focuses on offering the yearly top five students of the respective schools the opportunity to join Hyundai full time - as an apprentice technician or in a non-technical position such as service advisors or administration. In fact, to date, the company has already offered full time employ-ment to 25 students as apprentice technicians at its dealers around Johannesburg. It is our belief as an organisation that it is only through pro-grammes such as ‘Adopt a School’ that the automotive sector can make a distinct difference to the skills development and employment opportunities for individuals. Without this type of approach, locally, the automotive market runs the risk of losing much needed stimulus and market interest from the youth, which will in turn stagger development and innovation in this vital sector. Surely this should be a cause for concern – as the automotive sector has always been a strong contributor to the SA economy, and needs to remain so – through investment in the youth. In an industry that is in desperate need of skilled individuals there is no doubt that the time for corporate education and skills development is now! * http://www.eighty20.co.za/blog/2011/06/building-jobs* 2 http://www.polity.org.za/article/14-of-sa-employers-struggling-to-fill-

key-positions-survey-2011-05-23

Michael Rohde


Customer service is a culture that begins and ends with everyone

in your company. However, deliver-ing excellent service is sometimes not enough. Customers have many choic-es and will exercise their freedom to choose over the smallest of things. The key to winning customer loyalty is to pay particular attention as to how you speak the words you speak. Everything you say must come from the heart – which is very hard indeed – and there are plenty of retailers and suppliers that I have met over the years who do not seem to have a heart in the first place!

THE OfTEN NEGLECTED TELEPHONE MANNERIt is not only what you say, it’s how you say it. In fact, as much as 84% of influ-ence over the telephone is attributed not to what you say, but instead how you sound. Ask yourself these ‘hon-esty questions’: How do you sound? How about your colleagues? Do you sound professional? Sincere? Credible? Trustworthy? Do you sound like you truly care about the customer you are serving, or are you just going through the motions?

A good idea is to have a standard greeting, which everyone uses. “Thank you for calling ABC today” or “Hello, my name is Graham, how can I help you?” This is a well-intentioned greet-ing designed to create a positive first impression. But be warned - if the sin-cerity and enthusiasm are not there, it can have the reverse effect. It can leave the customer with the impression that the person does not really enjoy their work, and no one wants to deal with those who dislike what they do. In fact, trust takes a nosedive in the absence of genuine enthusiasm. This is just as important when dealing with a customer face to face.

WORDS ARE IMPORTANTWhile it is impossible to list all the good things to say, there are definitely things we should NOT say. Here is a list of what I call - The Most Damaging Phrases to say to a customer over the phone (or in person):

• “I’msorry,whatwasyournameagain?” This implies that either we forgot the customer’s name, or we never bothered to get it in the first place. If we do not obtain and remember the customer’s name, we are missing one of the key elements in creating rapport. Write down names. This means, of course, that you should always have pen and paper either on you, or next to every phone in the business.

• “I’llgettoitassoonaspossible.”Whilst this may be an accurate state-ment, it’s not a good thing to tell a customer for one simple reason: it doesn’t answer their question of when. It is too vague, rather like our own homegrown phrase ‘Just now’. Does that mean within minutes, hours, or days? It is much better to say something quantifiable like: “I’ll get to it within the hour.” Be sure then to keep your word. It is better to under-promise and over-deliver, than to over-promise and under-deliver.

• “Itwasn’tourfault.” This is a clas-sic cover your (you-know-what) line. The truth is the customer doesn’t care who is at fault. It is much more persuasive to say: “I’m sorry that happened, let’s find a solution.”

• “You’llhavetocallbacklater.” Never put the responsibility of ac-tion on the customer. If you are not willing to go the extra mile for your customer, someone else will.

• “Sorry,thatisourcompanypolicy.” Policy can be a good thing. It assures that everyone is playing by the same rules, but too often it is misused and becomes the easy out. Instead of hiding behind company policy, take the extra minute to ex-plain the logic behind the policy.

• “Icouldgetalotmoreworkdoneifcustomerswouldstopbug-gingme.” I actually heard this once while I was buying furniture. I almost stopped to tell that person how ridiculous their comment was. Your

worst nightmare is for customers to stop bugging you. Customers are the reason you exist. Never, ever forget that.

• “Pleasehold.” Whenever you must place a customer on hold, always give them a hold time, and choice. It’s OK to say: “I need to put you on hold for two minutes, can you hold or shall I call you back?” If the customer agrees to hold, you have their permission to be gone for two minutes, but no more. If after two minutes you still don’t have an answer, pick the phone back up and let them know. Customers will be forgiving if they know you care about them.

• “I’msorry,that’snotmyjob.”This is one of the most common, yet the absolute worst thing to say. If it’s a customer issue, it’s YOUR job! Customer service is everyone’s responsibility.

Simply avoiding these phrases will not guarantee solid customer relationships, but their use will guarantee bad ones. The process of earning customers’ loyalty is never ending.

Building customer relationships - Graham Bush

Graham Bush is one of Southern Africa’s leading retail gurus, and over the past 30 years has inspired thousands of businesspeople. He has a relaxed style, and along with his humour delivers powerful and motivational talks and

presentations. www.thebushkitchen.co.zaPAGE 42

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New flywheel technology cuts consumption by 20%


The latest automotive technology

Volvo Car Corporation announced recently that it will be one of the

world’s first carmakers to test the po-tential of flywheel technology on pub-lic roads. The company received a grant of 6.57 million Swedish kro-nor from the Swedish Energy Agency for developing next-generation tech-nology for kinetic recovery of brak-ing energy in a joint project togeth-er with Volvo Powertrain and SKF. As Derek Crabb, Vice President VCC Powertrain Engineering explains: “Our aim is to develop a complete system for kinetic energy recovery. Tests in a Volvo car will get under way in the second half of 2011. This technology has the potential for reducing fuel consumption by up to 20%. What is more, it gives the driver an extra horsepower boost, giving a four-cylinder engine acceleration like a six-cylinder unit.” The new system, known as Flywheel KERS (Kinetic Energy Recovery Sys-tem), is fitted to the rear axle. Braking energy, from when the car slows down, causes the flywheel to spin at up to 60 000 revs per minute. When the car starts moving off again, the flywheel’s rotation is transferred to the rear wheels via a specially designed transmission.

The combustion engine that drives the front wheels is switched off as soon as the braking begins. The energy in the flywheel can be used to accelerate the vehicle when it is time to move off once again, or to power the vehicle once it reaches cruising speed.

“The flywheel’s stored energy is suffi-cient to power the car for short periods. However, this has a major impact on fuel consumption. Our calculations indicate that the combustion engine will be able to be turned off about half the time when driving according to the official New European Driving Cycle,” continues Crabb.

And because the flywheel is activated by braking and the duration of the energy storage - the length of time the flywheel spins - is limited, the tech-nology is at its most effective during repeated stop and start driving. What that means is that the fuel savings will be greatest when driving in busy urban traffic as well as during active driving. If the energy in the flywheel is combined with the combustion engine’s full capac-ity, it will give the car an extra boost of 80 horsepower, and thanks to the swift torque build-up this translates into rapid acceleration, cutting 0 to 100 km/h figures significantly.

Flywheel propulsion assistance systems have been in testing by the automaker since the 1980s, and flywheels made of steel have been evaluated by various manufacturers in recent times. As the latter is large and heavy and has rather limited rotational capacity, this has not been a viable alternative. The system undergoing testing now, however, is made of carbon fibre, and weighs about six kilograms with a diameter of 20 centimetres. The carbon fibre wheel spins in a vacuum to minimise frictional losses.

“We are not the first manufacturer to test flywheel technology. But nobody else has applied it to the rear axle of a car fitted with a combustion engine driving the front wheels. If the tests and technical development go as planned, we expect cars with flywheel technol-ogy to reach the showrooms within a few years. The flywheel technology is relatively cheap. It can be used in a much larger volume of our cars than top-of-the-line technology such as the plug-in hybrid. This means that it has potential to play a major role in our CO

2-cutting DRIVe Towards Zero strategy.”

Flywheel KERS (Kinetic Energy Recovery System), is fitted to the rear axle. During

retardation, the braking energy causes the flywheel to spin at up to 60 000 revs per minute.

When the car starts moving off again, the flywheel’s rotation is transferred to the rear wheels

via a specially designed trans-mission. The fuel consumption

is expected to be reduced by 20%. Also horsepowers

are boosted and acceleration improved. This is a research

project in cooperation with Volvo Powertrain and SKF.

PAGE 44

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The ContiGuard safety system will soon include a stereo camera,

which its makers explain will act as an integral element of the forward-looking braking system. The change is aimed at assisting with the prevention, or re-duction, of the seriousness of acci-dents that involve either pedestrians or other vehicles at intersections. Ac-cording to Continental, such accidents account for 46.6% of serous injury-causing traffic accidents in its home country, Germany.

The stereo camera, as its name sug-gests, uses two cameras, and is able to use the difference in the images within one camera shot to detect every type of obstacle - as well as determine their size and the distance from the vehicle. Its creators claim that this cannot be achieved with as much reliability with mono cameras. The latter also have to be taught to recognise a car or a mo-torcycle and are limited to only identify-ing objects that they have learned.

The new stereo camera system com-prises two high-resolution CMOS mono cameras, that are housed approximate-ly 20 cm apart, behind the windshield. Where a mono camera is only able to estimate distances, the stereo camera measures the distance to an object and its height from the road surface. Its analysing electronics then exploit the same effect that gives humans spatial vision – the parallax shift between two

images. At medium distances of 20 to 30 m, the stereo camera can determine the range to the object with an accu-racy of between 20 and 30 cm.

The camera is able to retain its high-resolution capability even when several objects are in close proximity to each other, are partially obscured, or when there is poor contrast between the object and its background.

As well as the spatial position detecting of potential hazards, the system also provides crucial supplementary infor-mation for active safety systems – such as the direction in which every pixel of an identified object is moving along the horizontal, vertical, and longitudinal axes. The six-dimensional (6-D) identifi-cation makes it clear whether an object is moving, and if so, in which direction.

This ability in combination with object classification based on common char-acteristics, affords the stereo camera system such a high standard of deci-sion-making certainty that it is able to initiate emergency braking (up to 1 G) if the driver fails to react to the object. The accuracy of the system enables the stereo camera to calculate the precise point of impact of a potential collision and to make the best possible use of the remaining time to prepare appropriate protective measures. It also functions through the whole speed range at a distance of up to 60 m.

Stereo camera system AT MEDIUM DISTANCES Of

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PAGE 46

INNOVATIONS

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Hino walks away with Platinum ArrowsLast month Hino SA was awarded three Platinum Arrows by PMR Africa magazine, in its national survey of truck manufacturers and distributors.

The survey involved interviews with 180 respondents across the country during November/December 2010 and January 2011 with a sample of fleet owners, manag-ers and controllers, as well as transport managers in the private and public sectors, and trucking journalists.

Respondents rated the various commercial vehicle manufacturers across 27 attributes, and also listed the details of their own fleets. The heavy-duty vehicle maker placed first in all three categories of the research – under 10 tons, over 10 tons and in the combined truck market - scoring more than 4.10 out of a possible five points in each of the categories.

This latest achievement builds on the company’s win of three Golden Arrows last year. As Hino SA Senior Manager for Marketing, Ignatius Muthien, explains: “We are delighted to have come out (on) top for the second year running.”

whEn a bakkiE wants to bE a truck - Dave Scott

Every light commercial vehicle (LCV) manufacturer would love ‘truck’ classification, because a lower import duty structure applies. This

would mean a more competitive price or larger profits and I am sure that boardroom decisions would aim for the profit bit. But the truck market and its classification starts at 3 500 kg gross vehicle mass (GVM) and bakkies just don’t have that much GVM to be a truck. And then there’s gross com-bination mass (GCM) and perhaps a bakkie can challenge a truck in what it can pull – or can it? Beware, however, in trying to be too macho and creating marketing perceptions with implied promises – especially now that the Consumer Protection Act (CPA) is now in place.

NAMPO is as much a bakkie show as it is South Africa’s premier agricul-tural exhibition. It’s certainly the place where LCV manufacturers flex their product muscle on an off-road track and in outdoor showpieces. And, of course, the new VW Amarok is trying to grab attention with a display based on a high GCM, where the single cab brochure and vehicle display claim a 2 800 kg ‘trailer load capacity’. The words ‘load capacity’ are too easily translated by a ‘reasonable’ man as payload when what should have been stated was a trailer GVM of 2 800 kg that would include a pay-load of approximately 1 500 kg, depending on trailer tare mass.

The VW Amarok has a GCM of 5500kg. Taking the advertised vehicle 3 040 kg GVM off the 5 500 kg GCM, leaves a trailer GVM capacity of only 2460kg – how they get to 2 800 kg for the trailer is a mystery. But the implication is that ‘trailer load capacity’ at 2 800 kg, plus the brochure promise of 1 264 kg payload on the towing Amarok, provides a perceived and astonishing combined payload of 4 064 kg! It’s not possible and a CPA loophole that can cause serious embarrassment.

Ignatius Muthien, Senior Manager – Marketing at Hino SA, received three Diamond Arrow awards on behalf of his company from PMR Africa.

Dave Scott is a member of the S.A. Guild of Motoring Journalists, and is a monthly contributor to the press on transport and trucking

related subjects. In 2002 and 2003 Dave Scott was the S.A. Guild of Motoring Journalists winner of the category ‘Business Motoring’. As a member of the S.A. Institute of Tribology he takes a keen interest in the application of lubricants to road transport maintenance

and the cost of ownership. His key writing focus is on fleet management including the technology of trucks and road transport.

PAGE 48

There are other issues. The Amarok is equipped with ABS brakes and ABS is only mandatory for trailers over 3 500 kg GVM – a 2 800 kg GVM trailer will not be equipped with ABS. The trailer will have to be kitted out with a parking brake and service brake in terms of Regulation 151 (b) (ii) but still, at speed and in an emergency with mixed braking systems, the Amarok towing unit could ‘out-brake’ the trailer resulting in a jack-knife situation. Add in the event that the trailer GVM, at 2 800 kg, exceeds the bakkie GVM by 100 kg, there is an opportunity for the ‘tail to wag the dog’.

It goes without saying that the tow-hitch must have sufficient design D-value – expressed in kilo-Newtons (kN) – to cope with the 5.5 t GCM and a standard hitch is not enough. This is sometimes overlooked out of ignorance or price considerations.

Finally, any LCV driver pulling a trailer with a GVM exceeding 750 kg must have an EB coded licence – the

standard light motor vehicle B code licence only applies to trailers up to 750 kg GVM (a Venterjie).

What does all of this mean? Firstly, don’t over-promise and under-de-liver. Secondly, beware of creating implied promises that cannot be matched. Thirdly, it’s not a good thing to ‘stretch’ a new product on the market; every competitor is just watching and waiting for VW Amarok to make a mistake and get a bad name - and running a 2-litre ‘tdi-engined’ LCV at 5.5 t GCM may be a ‘stretch’ too far. One road accident with a 2.8 t payload

on a trailer will be enough of a court case to ruin many lives and reputations.

VW sales people must manage the risk for customers and not create false expectations – they had better under-stand GVM and GCM and watch their marketing efforts under the CPA’s ‘big-brother’ eyes.

PAGE 49

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With UD Trucks Southern Africa having taken over responsibility

for the UD Trucks Corporation’s entire sub-Saharan region at the beginning of last year, the local arm of the heavy-du-ty vehicle maker has been working hard to develop and strengthen its footprint across the region. Part of this strategy is to roll-out global quality standards in dealerships across Southern Africa.

The UD Trucks Academy in Pretoria forms part of the UD Trucks Global Competence Development project, and has been tasked with developing and implementing global best practices for UD Trucks dealerships across all regions. The company’s dealer network adheres to stringent quality standards, and is continuously measured across all disciplines, from parts to sales, service and admin, to bring customers only the best service and after sales support. UD Trucks Southern Africa has dealers in Angola, Botswana, Lesotho, Mada-gascar, Malawi, Mauritius, Mozambique, Namibia, Seychelles, Swaziland, Zambia and Zimbabwe.

As Johan Richards, CEO of UD Trucks Southern Africa, explains: “In a highly competitive market, we believe the key differentiator is the level of service provided to customers, no matter the size of their fleet. That means that our customers can expect the same

world-class quality service, no matter where they are in southern Africa.”

UD Trucks iscontinuously aiming to get

the fundamentals right

Richards explains that by matching customer business insight with the global expertise inherent in the com-pany, UD Trucks is continuously aiming to get the fundamentals right, here in South Africa and across the region.

In line with this, dealer staff are trained to keep abreast of the latest develop-ments within the industry on an ongoing basis, and to service customers in a passionate, professional and depend-able manner. This means that they can solve problems faster and assist customers in finding the right solution in the shortest space of time.

“The emphasis has moved away from purely training staff for the sake of train-ing, to helping each person develop their various competencies to reach their full potential in their specific job role,” said Richards. “As a result, our customers are dealing with competent and well-informed staff.”

He continues that the company believes 70% of learning occurs ‘on-the-job’ making a combination of self-study,

on-the-job coaching and classroom training, a more effective learning plat-form. It also means that managers at the various dealerships are able to take on the responsibility of training their staff. “This means that our dealer staff all across the region are able to develop their competencies and skills to a level of global quality.”

To support the increased demand for competence development in its export markets, the company is also introduc-ing a train-the-trainer concept - an ap-proach that ensures that more learners can be reached in a shorter timeframe, and also eliminates the problem of language barriers. Richards believes this new approach provides the com-pany with the opportunity to establish a so-called Competency Development Network across the southern African region.

All learning activities are supported by the UD Trucks Academy in Pretoria, which is MerSETA-accredited and offers high-level training in sales, parts, techni-cal skills, driver training and advanced leadership to dealers and customers. “Trucking forms an integral part of the regional economy and it is of great importance to ensure that the wheels of industry and business continue to rotate effectively and productively.”

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Volvo Trucks recently launched its FM MethaneDiesel, powered up to 75%

by gas, and which includes extend-ed operating range, allowing it reduced CO2 emissions from heavy and long-dis-tance transport operations.

The company has made clear its focus on developing gas technology and mak-ing it more attractive for the transport sector, in order to create significant re-ductions in the collective environmen-tal impact of heavy transport. It believes that increased use of natural gas will lead to greater availability and use of biogas, which reduces CO2 emissions still further.

This new natural gas technology gener-ates 10 % lower CO2 emissions than a diesel engine does. “We are convinced that liquefied gas is one of the most im-portant future alternatives to today’s ve-hicle fuels,” says Lars Mårtensson, Di-rector Environmental Affairs at Volvo Trucks.

Volvo explains that its gas technology offers 30 to 40% higher efficiency, cut-ting fuel consumption by 25%, com-pared with conventional gas-powered spark-plug engines. It continues that if one of its gas-powered trucks were to run on biogas, emissions of carbon di-oxide would be cut by up to 70% com-pared to a conventional diesel engine.

The FM MethaneDiesel is powered by up to 75% natural gas or biogas - both of which consist of methane gas. The engine technology is based on a con-ventional diesel engine equipped with gas injectors, a special Thermos-like fuel tank that keeps the gas liquefied and chilled to -140 degrees Celsius, and a specially modified catalytic convert-er. By using liquefied gas, more fuel can be stored in the tanks compared to if the fuel is compressed, giving the meth-ane-diesel truck a far greater range than that of traditional gas-powered trucks that utilise spark-plug technology. In a truck with a gross weight of 40 tonnes, the fuel tank holds enough gas for a range of up to 500 kilometres in normal driving.

Apart from environmental benefits, natu-ral gas offers cost benefits too – as it re-tails for less than the equivalent amount of diesel – making it more attractive for the general commercial transport sector.

The Volvo FM MethaneDiesel will initial-ly be sold in select European markets where the gas infrastructure is best es-tablished, with plans to build about 100 trucks this year. Series production will get under way in August, after which time the vehicles will be rolled out to the rest of Europe and other markets.

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There’s no substitute for face-to-face training interventions but time is the

problem. And truck sales people are not professional students, so cramming ki-lobytes of knowledge into a couple of days does not mean they will work with it in the future. It’s just another stored, seldom-referred-to training manual. Over time, live training has condensed; three-day training does not happen any longer, two-day interventions are about the longest and usually start on a Fri-day running to Saturday noon. The usu-al complaint is that training is interfering with selling time – so what comes first, the cart or the horse? It’s such a time-waster to attend face-to-face training in complete ignorance and without hav-ing done any preparation on trucks and trucking basics. What’s the answer to these issues?

The solution lies in distance learning, at the learner’s own pace, with interactive visual content, an online assessment, a wide geographical territory coverage and ability to handle staff turnover. The answer is all wrapped up in a service from a Cape Town-based outfit, Fuel Online, a ten-year-old service business with an IT product. Enter technology – computers, the Internet, innovation, IT experience, networks, hard-drives, help desks and trucking knowledge. It’s not about learning in secret. Management must be able to monitor learner prog-ress from independent reports. And there must be deadlines – taking two years is just not acceptable over what can easily completed in three months.

Fuel Online has become a serious train-ing platform for the business of trucks and trucking. This writer, under the of-ficial trading title of Dave Scott & Asso-ciates cc, recently partnered with Fuel Online to bring concentrated, online training modules to the African sub-con-tinent. Twenty-eight modules of around ten minutes each have been carefully scripted and presented by a profession-al actor with a local accent. It’s auto-mated shift training – the online train-er is never tired and you can pick him

up at any time of the day that suits the learner, for a fresh insight into trucks.

What’s more is HTM TransSolve is an added-value part of the training pack-age. TransSolve software has become a trucking industry standard – but it still needs training. However, learning pace differs greatly, with some people more computer literate than others. The TransSolve people are certainly dedicat-ed to support and react to training re-quests, however, face-to-face training for one person is too costly an exercise and the waiting period for a group ses-sion once more delays a learning curve for an important selling tool.

Ross Goodall, Fuel Online Chief Oper-ating Officer, reminisces: “We started selling to dealerships and small groups, with the Orbit Group (now Sandown) being our first client comprising six dealerships.” And he adds: “Today we train over 700 dealerships. Our IT plat-form is used by Toyota SA, Mercedes-Benz SA and their Commercial Vehicle Division, General Motors SA, Hyundai

SA and Isuzu Truck SA. In the last year we have looked to expand into other in-dustries, and have just began a very ex-citing project training Shell Petrol Out-lets around the country. We are currently busy with this roll-out, and have in-stalled 130 Shell outlets to date.”

“The platform was built with the deal-ership in mind, allowing training to be-come a habit in the dealership,” ex-plains Goodall. “It is flexible in the fact that the user can do it at their con-venience while the sessions are de-signed to be short and impactful and do not take a staff member away from the dealership for a full day at a time. This minimises the impact of lost productivity.”

25 000 MODULES PER MONTHDistance also costs in face-to-face training – travel expenses, time get-ting to a venue and return plus accom-modation. Goodall comments further: “The cost benefits are extensive and obvious to see, but the real differentia-tor between Fuel Online and other on-line platforms is our service and com-munications programme. Around 75% of learning management system fail-ures are due users not engaging with these platforms. Over the last ten years we have built and refined a strategy that works, and not only does it support the user in their training efforts, but also motivates them.”

Goodall concludes: “This way we have delivered more than 1 000 000 successfully completed modules into the South African motor industry to date, and now deliver close to 25 000 modules a month.”

an automatEd shiFt For onlinE truck salEs traininG - Dave Scott

Subjectsfortrucksalestrainingareasfollows:

1. Introduction - explaining the truck market structure

2. Basic trucking terminology

3. Diesel engine driveline technology

4. The powertrain technology behind the engine

5. Truck bodies & trailers - terminol-ogy & appliciations

6. The basics of tyres & wheels

7. The basics of brakes & retardation systems

8. Truck performance factors - in-cluding mass distribution

9. Fuel consumption – the biggest operating cost

10. Essential legal regulations affect-ing vehicle selection

11. The critical technique of vehicle selection

12. The basic principles of vehicle costing & cpk

13. The essential elements of effective quotations

PAGE 54

UD Trucks is committed to making your business a success. An extensive network of more than 50 dealers across southern Africa, delivers a professional service that will keep your business on the road, day after day. And with a full range of genuine UD Trucks parts available, as well as a host of value-added

products and services, customers can expect to take their fl eets to the highest levels of productivity and profi t. Become part of a winning partnership with almost 50 years’ experience in the trucking industry.

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Automechanika Middle East (Dubai) - Michel Malik

When Australian BodyShop News Publisher Michel Malik was in Dubai for the inaugural Automechanika Middle East in 2003, it took up just

half a hall and comprised a little more than one hundred exhibitors. Now, however, the show has grown to a formidable and must-see event.

Dubai has probably suffered the most from the Global Financial Crisis (GFC) outside of the US. However, Dubai remains the leading business location in the region and with its improved infrastruc-ture, lifestyle and lower costs than previously, it is starting to attract new business and residents. Many firms downsized in 2009 and breadwinners sent their families home to cut costs. Dubai’s population was expected to fall considerably as a result, but the Dubai Statistics Centre last year surprised all by stating that the population in fact increased by 7.6%.

There were business deals aplenty, new supply contracts drawn up for spare parts and accessories,

orders for new machinery and specialty equipment as the movers and shakers of the regional automo-tive aftermarket concluded three highly successful days of networking at the ninth edition of Automechanika Middle East.

Show Time

PAGE 56

The region’s largest auto-industry related gathering came to a close at the Dubai International Convention and Exhibition Centre, with exhibitors, trade visitors and organisers alike sound-ing decidedly upbeat on the industry’s prospects for the future.

The initial indicators were promising with organiser Epoc Messe Frankfurt expressing optimism about the current surge in the regional industry, as the event concluded with larger than ex-pected numbers. Growing by 18% over the last show, Automechanika Middle East 2011, drew in more than 1 100 ex-hibitors from 52 different countries and took up 32 000 square metres of exhibi-tion space - all reflective of the huge interest surrounding the region among major players on the international stage. There were 21 separate national pavilions, with the largest ever repre-sentation from Germany, the US and Italy, with Australia and SA each setting up their own impressive exhibits. Ad-ditionally, the event had the support of

32 industry associations from across the world.“Automechanika Middle East 2011 has, I’m glad to say, proved to be a great success,” said Ahmed Pauwels, Chief Executive Officer of organiser Epoc Messe Frankfurt. “Not only did we get wider participation than expected, but the buzz on the show floor indicated that the event was very well received by the market. The quality of exhibi-tors and trade visitors was excellent, underlining the importance of events like Automechanika Middle East that reach across the markets of the region, to spur further growth and development in the sector,” he added.

Two major exhibitors called on the public to remain vigilant and prevent them from buying fake auto aftermar-ket products which could endanger the lives of motorists. Mazen Ghanem, Marketing and Production Manager of Robert Bosch Aftermarket said his company had launched a website to combat fake parts. “Buyers should type in the 15-digit number from the label

attached to our products in the website www.protect.bosch.com. The website then displays whether the numbers are correct or incorrect and shows whether the part is original or fake and they can return the part to their dealers.”

Trade visitors from around the world flocked to the myriad exhibits on all three days of the exhibition as they scouted for the best deals, looked for new suppliers and searched for the lat-est trends in the market that would give their business a boost.

Adding to the overall buzz was the Au-tomechanika Academy, which proved a great success and drew the attention of a large number of businessmen and professionals engaged in the industry. The Academy featured key experts in the various automotive aftermarket fields giving presentations spotlight-ing the latest trends and developments within the global market. Additionally, Dubai Customs chose the Academy to release vital trade figures that serve as a benchmark to the industry.

PAGE 57

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Bosch 60th international automotive press briefing in Boxberg

SHOW TIME

Automotive technology sales should break the 30 Billion Euro threshold

this year, and in terms of this continually expanding and dynamic market, Bosch is a key driver in developing the tech-nologies which shape the future of vehi-cles and mobility in general. To this end Bosch will spend around 3.2 Billion Eu-ros on R&D in 2011.

Remember that Bosch have developed a number of systems that we take for granted as standard equipment on modern vehicles - their ESP® pro-gramme for example, which will be le-gally required on any new car in Europe, the US and Australia from this year. While the company line is that the future belongs to “electromobility”, the reality is that the limited range and high cost of current batteries will delay this move for at least a decade. With this as their stated long-term strategy, their focus in the shorter term is simultaneously on the goals of reducing fuel consumption and a pursuit of “accident free” driving.

This is according to Bosch Automotive Group Chairman, Dr Bernd Bohr, speak-ing at the 60th International Automo-tive press briefing held at the Boxberg proving grounds in June. He restated Bosch’s commitment to develop the technologies to reduce consumption in both diesel and petrol vehicles by at least another 30% - no small feat but important when considering that out of

the total numbers of cars demanded annually by 2020, less than 3% will be electric or hybrid.

This strategy creates demand for Bosch’s fuel saving technologies such as direct injection and turbocharging, which applied on smaller engines still delivers the necessary performance with lower consumption levels. Stop/Start systems are enabling savings of between 4 and 9% already, and will become more and more important.

Emissions control will also play a big part of this evolution. It is expected that by 2025 legislation will dictate that cars generate only 70g of CO

2 per Km - that’s less than 3l per 100km, and less than 50% of today’s average. But to succeed in the electric drive future, Bosch is currently applying their knowl-edge fairly broadly into manufacturing power electronics and semi conductors, the electric motors themselves, and then also producing the batteries that will be required.

Together with their hardware, software systems, and interface developments, there are a number of exciting proj-ects underway, some of which were on display for testing on the Boxberg track. I was lucky enough to accom-pany Dereck Knight to the event, and got to try out some new technologies that are avaibale already in some high

end vehicles, and will find their way into many cars in the next few years.

I found it interesting that many of the systems being demonstrated were purely software based – for instance the side impact sensors. Using the existing PDC sensors, the software identifies and memorises objects to the side of the car and displays them graphically, thus eliminating low-speed side-swipes. The visual version of a similar concept was really amazing – video images from 4 tiny cameras around the car are stitched together and displayed as a flat birds-eye view of the car in real time. It is strange to see the actual road surface and detail displayed as if you were outside of the car, and one hopes that it could be extended to identify obstacles (like potholes maybe?).

Many of the systems, whether input or output based, still need to be integrated into their Human-Machine-Interface concepts, but Bosch are developing an open source operating system which will allow for easy application of new multimedia functions in cars. The pos-sibilities are endless, as you consider how an operating system could link to mobile devices in your car, then display them in a head up display, all the while offering you safer driving systems – such as lane control, radar obstacle detection, active power steering and automatic braking. With so much of the

PAGE 58

development being software-based, updates and new features should be easier to install as new systems develop over time. I could not help thinking however, about where the support for all these systems will be, and how easy educating the motor trade on how to repair them will be.

The highlight for me was the chance to drive the electromobility examples on offer. Firstly I drove the parallel-hybrid equipped VW Touareg, in which the electric motor is integrated between the petrol engine and the transmission. (As opposed to an axle split system, which has an electric drive on one axle and a internal combustion engine on the other.) The real demonstration was not so much on the fuel sipping, but rather on the phenomenal power. This

is due to delivery of maximum torque on the electric engine from standstill, which then combines with the midrange torque of the normal engine. Stomp on the accelerator and 2 tons of Touareg literally leap forward.

We then tested the fully electric “Blue-e-motion” Golf, which offers 135km range on a 9 hour charge. (This can be reduced to a 3 hour charge on 3 phase). It is really unnerving to get in and drive – firstly there is practically no noise, in fact it generates a fake engine sound especially to warn pedestrians at low speed! Then there is just one gear – and boy, it goes! The setup allows for the car to regenerate power and feed it back into the system in a number of ways, using braking energy from the

wheels as well as the engine to top up the battery.

As you drive, you can select one of 3 modes to effect the sensitivity of the system - in much the same way as you would use downshifting in a normal car - and the display shows you when you are consuming, coasting or regenerat-ing charge. As cool as the Golf was, something even simpler really drove home the point – the Merida hybrid bicycles. Hopping on the bike and riding around I really get the sense of what this technology is for – as you pedal, the small electric motor just proportionately boosts the power, and gets you that much further with that much less effort. And its fun too!

Many thanks to Bosch SA for the opportunity to experience the technology first hand.


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CH525 Technica DPS ad.indd 1 2011/07/01 3:24 PM

CH525 Technica DPS ad.indd 1 2011/07/01 3:24 PM


Fuel industry overview at Forecourt Africa 2011 - Robert Kaiser

A three-in-one trade exhibition, name-ly Pumps, Valves & Pipes Afri-

ca 2011, Waterlec Africa 2011 and Petrotex Africa 2011 was held at Gal-lagher Estate in Midrand from 7-9 June with the Petrotex Africa component an-nounced as incorporating Forecourt Af-rica 2011. Whereas the entire exhibition appeared to witness a healthy turnout of exhibitors in respect of the various industry sectors represented, it is the Forecourt Africa sub-component of the Petrotex Exhibition that disappointed in not being representative of suppliers to the forecourt industry. Had it not been for the presence of the RMI’s SA Pe-troleum Retailers’ Association it would probably have risked being a non-event.

However, the Petrotex Exhibition hosted a conference during which a holistic overview of the oil industry highlighted some challenges facing the entire sup-ply chain. According to SAPRA Director Peter Noke, the challenges that refiners face in respect of the quest for cleaner fuels and the investment required in upgrading refineries in a market where refinery margins were under pressure, was highlighted as a challenge of inter-national proportions and not unique to South Africa only.

Insofar as the South African fuel sector is concerned, the debate on whether the SA fuel sector should be deregu-lated or not again reared its head, with oil industry association SAPIA (for) and retailers’ association SAPRA (against) taking opposite views. This is a debate stretching back as far as the 1980s and will no doubt continue into the future with compelling arguments offered by both the proponents and opponents of the deregulation proposal. I would continue to put my money on the reten-tion of the regulated system, especially for South Africa where there are unique factors at play with a regulated fuel industry that has a proven record of having served suppliers, retailers and consumers well.

Interesting was the presence of fore-court systems suppliers such as UCS, a subsidiary of IT giant BCX. The UCS representative at the company’s stand indicated that the company was experiencing rapid growth into Africa and already enjoyed presence in Namibia, Botswana and Tanzania, with expansion plans including Angola and Mozambique. Joint Venture Pump Services, distributors of Dresser Wayne pump equipment, also indicated sterling growth in the supply of equipment and services to SADC Region countries. This is yet another indicator of South Africa’s growing importance as a major supplier of products and services into Africa and no one can disagree that this role is a huge plus for SA’s econom-ic development going forward.

Having said that, there can be little doubt about the crucial role that specialised trade exhibitions can play in promoting this trend, by offering unique marketing, sales, business networking opportunities and dissemination of the latest information to suppliers and buyers.

It is a pity that the Forecourt Africa subsector was not more representative, as the retail fuel industry has during the past years demonstrated growth and innovation among independent deal-ers who have established their own brands and business models. These developments are translat-ing into growing purchasing power of the independent retailers and suppli-ers who ignore this exciting trend do so at their peril. Hopefully the forecourt sector will be favoured with a more comprehensive and representative exhi-bition platform next time around.

SHOW TIME

Robert Kaiser has been intimately involved in the motor industry for the past 25 years. He established Retail Motor Consultants in 2002, a consultancy providing relationship management, marketing and staff recruitment services as well as apprenticeship management programmes and

through an associated company, unique Black Economic Empowerment transformation programmes for both large and SME businesses.

Peter Noke and SAPRA Members

UCS At Forecourt Africa 2011

Joint Venture Pump Services

PAGE 62

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Accessories.


Renault Megane II 1.4 (Right), Renault Modus (Left) and Renault Modus (Right)

WaterPumpsAudi A6 4.2 Quattro (98-05), VW Touareg 4.2 V8. BMW 1 Series 116i, 120i,130i, BMW E90/E91 320i. BMW E46 320D, BMW E39 520D. Citroën Berlingo 2.0 HDi, Peugeot Boxer 2.0 HDi. Citroën Berlingo 1.6 16v, Citroën C4 1.6 1.6v, Citroën Xsara 1.6 1.6v, Peugeot 307 1.6 16v.

BrakeDiscsCitroën C1, Peugeot 107 (Front - 247mm) BMW X3: (Front - 325mm) Jeep Cherokee (Front - 305mm) Iveco Daily ( Front - 290mm ) Iveco Daily (Front - 300mm) Mercedes C220CDi (Front - 300mm)

BrakePadsCitroën Berlingo (2008 - ), Peugeot Partner (2008 - ): Front pads Iveco Daily (2006 - ): Rear pads Nissan Qashqai: Front pads Peugeot 308 (2009 - ): Front pads

SlaveCylindersCitroën C2/C3, Peugeot 307.

For these and many other new part numbers, please contact Paul or Martin at (011) 622-5405. You can also fax them at 086 689 3148 or e-mail them at [email protected].

World Spares - new part numbers just landed! World Spares, the authorised distributor for Metelli products in South Africa, continue to increase their already exten-sive range of products into the local market. Every month, the company continues to import new products in order to remain up to date.

This month, the following parts have been unpacked:

Driveshafts(Complete)Peugeot Partner 1.6 HDi (Left - with ABS), Peugeot Partner 1.6 HDi (Right - with ABS), Renault Megane II 1.4 (Left),

Off-road dual beam lights Control Instruments recently launched a new addition to its Warn off-road 4x4 vehicle light range which, its says, provides one of the longest spot beams available in its driving light range.

The new Warn 7” SDB-210 high-end off-road lights boast a spot beam able to illuminate around 270 m ahead, with a concentrated lighting pattern, and a driving beam wide enough to supplement vehicle headlights by illuminating the entire surface in front of the vehicle.

It also features a precision design-free, smooth and heat resistant curve reflector, that reflects light efficiently due to the vaporised aluminium applied to the reflector surface. And because it has an internal light frame, stone guard, hardened glass lens and a weather-resistant rubber seal, the lamp and lens are protected even in hard off-road driv-ing and bad weather.

The SDB-210 lights are purchased as a set with two lights, wiring harness and remote and come standard with a one year warranty. For more information visit the website www.ci-automotive.com.

New Releases AutoForum - July 2011 www.AutoForum.co.za

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sabat trade ad AUTO ENG SPARE.indd 1 2/18/11 2:00:07 PM

sabat trade ad AUTO ENG SPARE.indd 1 2/18/11 2:00:07 PM

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