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3AUGUST 2012

06 FAIR DINKUM!Fair Work needs name change, say industry leaders

08 THINK AHEADA sovereign wealth fund is critical to Australia’s future

10 TRADING PLACESFantastic opportunities for parts manufacturers, says expert

12 CONFUSION REIGNSNew Fair Work Australia President calls for name change

14 MONEY MATTERS Are automotive apprentices paid too little?

22 IN THE BIG CHAIRInfiniti Cars Australia General Manager, Kevin Snell

26 LITTLE CLASSICS Take a peak at the production of a classic model car

32 WELDING GEAR The low-down on this essential bodyshop staple

36 BIGGEST LOSER Audi’s lightweighting and what it means for your bodyshop

40 BRAKE SPECIAL The secretive art of brake pad manufacture

44 SCAN TOOLSWhat technicians on the ground really think

48 TECHNICALEngine management systems

54 GREAT SCOT! F1 legend, Jackie Stewart: “You’re nuts if you lose the AGP”

58 REVIEWSInfiniti FX50S, Infiniti M35h, Mercedes-Benz B 200 CDI, Ford Falcon EcoBoost, Toyota Aurion Prodigy, Husqvarna Nuda 900

68 SERVICE DIRECTORYGoods and services at your fingertips

70 PITSTOPCrossword, quiz, wordfind, Taillight Teaser, Bollocks, Horace Kope, Derek’s Dipstick

74 MYTHICAL MOTORSInnovation: What’s your next move?

Official publication of the Victorian and Tasmanian Automobile Chambers of Commerce Level 7, 464 St Kilda Road, Melbourne 3004 Phone: (03) 9829 1111 Fax: (03) 9867 3159 ABN 63 009 478 209

VACC adheres to its obligations under National Privacy Principles legislation. Information on products and services contained in the editorial and advertising pages of this magazine does not imply the endorsement of any product or service by VACC. Australian Automotive is copyright and no part may be reproduced without the written permission of VACC. Advertisers and advertising agencies lodging material for publication in Australian Automotive indemnify the VACC, its directors, Board, employees, members, and its agents against all claims and any other liability whatsoever wholly or partially arising from the publication of the material, and without limiting the generality of the foregoing, indemnify each of them in relation to defamation, libel, slander of title, infringement of copyright, infringement of trademarks or names of publication titles, unfair competition, breach of trade practices or fair trading legislation, violation of rights of privacy or confidential information or licences or royalty rights or other intellectual property rights, and warrant that the material complies with all relevant laws and regulations. Advertising accepted for publication in Australian Automotive is subject to the conditions set out in the Australian Automotive rate card, available from [email protected]

President: T La RosaSenior Vice-President: J BuskesJunior Vice-President: P SavigeBoard Members: M Awramenko, F Bortolotto, C Hummer, P Makin, T Sanchez, Executive Director: DA Purchase OAM

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Innovation revolution Innovation evolutionREVELATIONS BY FAIRFAX back in June that it was to reduce the broadsheet size of its major newspapers – The Sydney Morning Herald and The Age – to a tabloid (or ‘compact size’ as Fairfax spin doctors would have it), that the media giant will attempt to make readers pay for online content, and even that regular printed newspaper runs may quickly become a thing of the past really didn’t come as a surprise.The fact that News Limited followed suit with similar announcements days later only highlighted the difficulties these once highly successful companies are facing in the current climate.The world has been turning away from traditional media (print newspapers, even television) for some time now. And as readers’ eyes have been moving online, so have the advertising dollars. Newspapers around the world simply cannot afford to persist with their existing models which, in some cases, go back hundreds of years.So, after the hysteria around the Fairfax announcement that it will shed 1,900 jobs over three years and close down two major printing presses died down, common sense came to the fore.Yes, jobs will go, but that is better in the long run than the alternative: extinction. Fairfax is not out of the woods yet by any means, but by making necessary (and painful) changes, it may survive in the digital age and continue to generate and analyse news into the next century, rather than disappear within the next decade. Time will tell.

The point here is that sometimes there is a need for revolution, and sometimes there is a need for evolution. Either way, change in your business is inevitable. The question for you is: What are you going to do about it?To avoid having to make a revolutionary change in your business (unless, of course, it has come to the point where it desperately needs it), Australian Automotive’s tip is to make small, but constant, meaningful change to the way you do things, and your business, too, may thrive for years to come.The biggest danger in today’s ever-changing business climate is to sit still, ignoring the danger signs, and kid yourself that everything will be okay tomorrow. It won’t.So, start today. Revise your business model, investigate your costings, look at getting a better deal from your (or another) bank, learn more about digital marketing, reward high achieving staff and do something about those who aren’t sharing your vision.Most importantly, do something. If you don’t, the world will simply pass your business by and, instead of saying proudly: “I made this happen”, you will be left standing on the spot asking: “What happened?”

David DowseyManaging Editor [email protected]

Australian AutomotiveManaging Editor: David Dowsey (03) 9829 1247 [email protected]

Design & Layout: Gavin van Langenberg, Faith Perrett

Database & Distribution: Mary Gouvas

Contributors: Dr Richard Creighton-Smythe (retired), Nick Dalziel, Darren House, Horace Kope, David Purchase, Dr Rick, David Russell, Damien Slavin

Advertising Representatives

Hyde Media Pty Ltd Max Hyde (03) 5792 1314 [email protected]

Ian PorterIt’s an issue all bodyshops face, either today, or will face shortly in the future. With so many carmakers producing vehicles with various metals these days, those that don’t

equip and educate themselves will be left behind. Ian Porter investigates how these developments will impact on all panel beaters. How will it affect your business? Turn to page 36 to find out.

Paul TuzsonPaul Tuzson, Australia’s foremost automotive technical journalist, writes for several leading car magazines, including Unique Cars and Street Machine. This issue, Tuzson

investigates the mysterious world of brake pad development and validation (page 40). He also seeks out the opinions of those on the ground into what they really think of today’s scan tools. Go straight to page 44 to read all about his findings.

Rod ChapmanAustralian Automotive’s motorcycle expert, Rod Chapman, this issue, rides the Husqvarna Nuda 900 (page 66). Chapman has previously served as News Editor of Australian Motorcycle

News and was Editor of British monthly, Motorcycle Sport & Leisure. He currently works for a number of Australia’s best motorcycling titles, including Motorcycle Trader, as a freelance journalist.

Mark OastlerMark Oastler is founding editor of Australian Muscle Car and truckjungle.com.au. He is former editor of Street Machine and has also been a TV motorsport commentator for the Seven and

Ten networks, a multiple winner of the Dunlop Media Award and writer for leading car magazines, including Auto Action, Unique Cars, Motor and Wheels. His debut for us, on page 26, investigates the fascinating world of model car development and production.

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AUSTRALIA’S LARGEST BUSINESS organisation, the Australian Chamber of Commerce and Industry (ACCI), has called on the Gillard Government, and the panel reviewing the Fair Work Act, to minimise the damage to the reputation of the nation’s industrial relations tribunal in the wake of public controversy over its investigation into Craig Thomson and the Health Services Union.

He has also called for the restoration of a traditional role for an Industrial Registrar, and the establishment of a clear distinction between the tribunal’s arbitral arm and other functions.“It is damaging to industrial relations and hard for industry to take decisions of an institution seriously when the institution has become the subject of public ridicule, whatever the cause. Titles and names matter when they are associated with confused roles, let alone associated with public ridicule.”“The business community’s tolerance factor to indifferent government policy is very low. Restoring business confidence in government isn’t the product of a singular change to fair work laws, but it would go some way to making a difference.”In an opinion piece published in The Australian, Anderson said that, in the wake of the Craig Thomson investigation scandal, Fair Work Australia’s reputation and authority had been eroded.“Simply put, it is damaging to industrial relations and hard for industry to take decisions of an institution when it has become the subject of public ridicule or the butt of jokes, whatever the cause,” said Anderson.The way the organisation was established and branded is a major problem, according to Anderson. Fair Work Australia, he said, needs an overhaul to restore confidence and the time for the overhaul is now.“(The Gillard Government) deviated from traditional names for industrial tribunals, names that suggest detachment and neutrality. It chose a slogan, Fair Work Australia, easily mistaken for a government shopfront. The abbreviation, FWA, is the same as the government’s controversial Fair Work Act.”Anderson has called on the government to abolish Fair Work Australia as the institution’s operating

name and to “re-establish an industrial registrar and create separate lines of statutory responsibility and public accountability between the registrar and tribunal members”.Supporting Anderson’s call, VACC Executive Director, David Purchase, said that simply calling a body ‘Fair Work’ did not in any way guarantee fairness.“It is the role of an industrial relations ‘umpire’ to be

impartial. Labelling an industrial relations institution ‘Fair Work’ infers a status that is not intrinsically in place.“VACC backs ACCI’s calls for a change in name 100 per cent. A title that reflects total neutrality – like Australian Industrial Relations Commission – is appropriate and would go some way to restoring confidence in the government’s handling of industrial relations among the business community.”

Fair Work name not fair dinkum

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“It is the role of an industrial relations ‘umpire’ to be impartial. Labelling an industrial relations institution ‘Fair Work’ infers a status that is not intrinsically in place”

ACCI Chief Executive, Peter Anderson, has called for the Fair Work Australia name and corporate image to be abolished and be replaced with a neutral working title, such as Australian Industrial Relations Commission.

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WORDS David Purchase

IT COULD BE the scene from a television medical drama. The patient is fixated on the here and now and unable to think about the future. He makes groaning and whining sounds but can’t string two sensible sentences together. The doctors huddle together, debating complicated sounding diagnosis until one of them triumphantly identifies the problem. Move over House and Grey’s Anatomy and welcome to Australian politics. It seems that our politicians have become so obsessed with either winning power or staying in power, that they have lost sight of the bigger picture. Where are the grand designs and plans for the future? When was the last time we heard them debate a major project for the benefit of future generations? Where is the leadership that dreams to build a legacy that will make Australia the envy of the world?Australia is a good place to live. Compared to many other countries, we have a stable economy and solid political base. We have a good standard of living, people are (generally) law abiding, civil and polite. We have small businesses, entrepreneurs and global companies with the capability to invent and provide cutting edge products. However, is this enough?

With our natural resources, creativity, drive and determination, Australia should be not just good; it should be great. However, we are becoming increasingly aware that the resources boom we are currently experiencing may not be as secure as we once thought it was. Of course, we want to ride it for as long as we can, but we cannot take it for granted.It is not that Australia will one day run out of mineral resources and have nothing left to mine. My issue is that, one day, Australia may not be economically attractive. A downturn in resource prices or the opening up of more attractive frontiers elsewhere would change this country completely.We need to plan for financial security now to pre-empt a time when Australia’s resources are no longer sold to China and India. The dreaded ‘short-termism’ disease has struck down governments, both Federal and State. Their vision has become blurred and they have become focussed only on the immediate future. Once afflicted by short-termism, it is difficult for a government to make a long-term decision, like a Snowy Mountains project, or a national water grid, or a Sydney to Melbourne high-speed rail link. Another consequence of short-termism is a fear of

scrutiny. These days, a politician only has to open his or her mouth and within an instant, the opposition has dissected the words and offered counter comment. Media reporters pour over the finer details and commentators over-analyse.

Criticism has become so intense and widespread that, ironically, you can’t criticise politicians for not wanting to stick their neck out. However, this should be no excuse. Our politicians should be made of sterner stuff and have the courage of their convictions, even if the message is not a vote-winner.

And then, there is the prospect of the plan upsetting not just the opposition and media, but also the local inhabitants – both the two and four-legged variety. The not-in-my-back-yard (NIMBY) culture has grown to such an extent that people have become vocal and, in some cases, aggressive, in their protests against change.

And it’s not just the locals ruffling a few feathers. The discovery of a previously unknown parrot or some other bird can sideline the bulldozers and send the project back to the planners, thus delaying the project, sometimes indefinitely.

Therefore, in the absence of the will, or inclination, to create major projects or infrastructure plans which could shape our future, would it not be best to save our

wealth until we know what our plan is and what we want to spend it on?Would it not be a good idea to establish a sovereign wealth fund as several other countries have done?While there are projects underway in Australia and some good infrastructure plans in progress, how many are pitched with the next 50-100 years in mind? How many are based on recouping their revenue over a long time frame, rather than in the near future? Shareholders want to see a return in their lifetime and politicians want to turn the first sod or cut a ribbon for an immediate photo opportunity to boost their ratings or win an election. In the face of short-termism, Australia needs a sovereign wealth fund to generate future income when other countries stop buying our resources, which could be sooner than we expected or hoped.

David Purchase

Short-termism threatening Australia’s future


PERTH-BASED ENGINEERING company, Orbital Corporation, has won a major contract to supply a new engine for a pilotless US military aircraft.Orbital has been contracted to supply its Heavy Fuel Engine (HFE) to American unmanned aircraft systems manufacturer AAI.The engine will be fitted to a Small Unmanned Aircraft System (SUAS) developed with AAI’s Australian division, Aerosonde, which will see service with the US Navy and Special Operations Command.The contract, worth up to $4.7 million throughout 2012, is the result of a two-year effort to perfect

Aussie innovation to power US Navy pilotless dronea tiny two-stroke engine that can run reliably on military specified heavy fuels while meeting all fuel economy, weight and noise targets.“Key to our ... success with the (HFE) has been the use of ... FlexDI fuel injection and engine management systems,” said Orbital’s Director of Engineering, Geoff Cathcart.“FlexDI differs from conventional direct injection systems because it injects the fuel at comparatively low pressure and utilises air pressure to atomise the mixture as it is delivered to the combustion chamber.“The system provides electronic lubrication control for reliability

and its greater fuel efficiency extends the flight range of the SUAS by up to 40 per cent, or allows AAI to increase the payload.”Most small unmanned aerial vehicles (UAVs) currently in service use conventional gasoline-powered two-stroke engines.The US military and NATO are phasing out gasoline, partly because of its relatively high volatility compared with ‘heavier’ kerosene-based fuels.Orbital’s shoebox-sized HFE is a single-cylinder engine constructed of lightweight materials. Engineering development to reduce its noise emissions

included refinements to the engine block, exhaust system, speed of revolution and propeller design.“This is a good example of Australian innovation and demonstrates our engineering and product development capabilities,” said Orbital CEO and Managing Director, Terry Stinson.He described Orbital’s success in developing and supplying the engine for the AAI Aerosonde SUAS as an important step forward for the company.“This is an exciting new market for Orbital; it builds on our core technical strength ... and moves Orbital into the engine supply business in an international market,” said Stinson.

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WORDS David Dowsey

IN THE MIDST of the gloom currently hovering over Australia’s manufacturing sector, makers of automotive parts are being reminded that there are plenty of untapped opportunities to increase their business.Ben Bartlett, Australian Automotive Aftermarket Association (AAAA) Senior Manager, Government Relations and International, wants automotive parts manufacturers to know that a two-pronged attack could cement their business’ viability and keep jobs in Australia.Looking overseas for niche opportunities and tapping into government assistance is Bartlett’s message.“(Australian manufacturers) can’t compete in the automotive parts replacement space as well as we would like. But our strength is in low volume, high quality niche products,” Bartlett told Australian Automotive.

“Massive opportunities” overseas for local parts industry

“We see the best opportunities in the US and Europe – particularly in high-performance, motorsport and four-wheel-drive off-road racing. Also, the emerging market of Brazil is a fantastic opportunity for local parts manufacturers. There is a huge vehicle fleet over there and a great need for a lot of aftermarket parts.“There is also a massive aftermarket opportunity in the Middle East where there are a lot of Australian-built cars: the Toyota Camry and Holden-built Chevrolet Lumina. A lot of taxi fleets over there are Australian built cars and to be able to supply parts to those businesses is a massive opportunity.”Bartlett’s advice to local manufacturers is to investigate the many government support packages available.“Many businesses think that they are on their own. But they don’t have to be. Get some advice on

Ben Bartlett

government support. There is plenty available (from the Department of Business and Innovation).”The rapid growth in the automotive aftermarket in Middle Eastern countries recently attracted 22 Australian businesses seeking export opportunities at the 2012 Automechanika Middle East trade show, held in Dubai.It was the largest Australian export mission to participate in Automechanika Middle East, the region’s biggest exhibition focused on the automotive aftermarket. The delegation was organised by AAAA with support from the Victorian Government.Bartlett said the Australian delegation of manufacturers and suppliers was evidence of the “can do” attitude and professionalism of today’s Australian aftermarket industry. “This sector of the Australian automotive industry turns over

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Iain Ross

WORDS David Dowsey

FAIR WORK AUSTRALIA PRESIDENT, Justice Iain Ross (who was appointed on 1 March, succeeding Justice Geoffrey Giudice), in a recent Senate Estimates Committee meeting, called for a change of name for the Tribunal arm of Fair Work Australia, saying that a clear distinction was needed between the adjudicative and administrative bodies that operate under the Fair Work Act. Justice Ross said the name of the adjudicative body, established by the Fair Work Australia Act, is problematic.“(The name) undermines the independence of the Tribunal,” said Justice Ross. “The media and the community generally do not distinguish between the Tribunal on the one hand and the Fair Work Act on the other. Both are abbreviated FWA. As a consequence, criticism of the Act is interpreted as criticism of the Tribunal.

Justice Ross added that the name creates confusion and impedes access to justice.“It is not uncommon for litigants in person to file applications with the Fair Work Ombudsman rather than with FWA. This is symptomatic of the confusion created by the ‘badging’ of the two organisations.”The Tribunal should be renamed and the name should be different to the title of the Act, he said.Justice Ross has been welcomed to his new role as FWA President by both politicians and industry leaders. Minister for Employment and Workplace Relations, Financial Services and Superannuation, Bill Shorten, said Justice Ross was “uncommonly qualified” to undertake his duties “in a manner that is just and fair, open and transparent and in a way that promotes harmonious and cooperative workplace relations.”

The Australian Chamber of Commerce and Industry (ACCI) also welcomed the appointment of Justice Ross and FWA’s new Deputy Presidents and Commissioners.“In combination, these appointments will add to the standing of the Tribunal and should garner the confidence of business and employer associations. We are confident that each of the new appointees will be more than able to exercise their new independent roles, notwithstanding their varied backgrounds,” ACCI Chief Executive, Peter Anderson, said. VACC Executive Director, David Purchase, said that, as the Peak Body for the retail automotive industry in Victoria and Tasmania, VACC looked forward to a constructive relationship with Justice Ross.“The automotive industry is a major employer in Australia and therefore, in the interests of all concerned, it is vital that industrial relations run smoothly.

“VACC will continue to put forth the interests of its members to Justice Ross and Fair Work Australia and we are confident that the interests of these employers will be dealt with in a fair and impartial manner.”Justice Ross has been a Victorian Supreme Court judge since 2009 and in 2011 became Victorian Civil and Administrative Tribunal President. He is also Chair of the Council of Australian Tribunals and has held positions with the Australian Council of Trade Unions and worked with the law reform commissions in NSW and Victoria. From 1994-2006 he was Vice President of the Australian Industrial Relations Commission. Justice Ross has also been appointed judge of the Federal Court.

Fair Work Australia head calls for name change

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WORDS David Russell

RETAIL AUTOMOTIVE INDUSTRY employers have been asked to respond to an Australian Council of Trade Unions (ACTU) campaign to increase the Award rates for automotive apprentices.

This matter will be an important issue for employers in the second half of 2012.

Announcing the campaign, ACTU President, Ged Kearney, said low wages and an inability to afford basic living costs were a major reason why half of people who begin an apprenticeship drop out before they complete their training.

She said the wage structure had failed to keep pace with changes in the workforce and economy over the past two decades, with almost one quarter of apprentices now aged 25 or older, and almost 90 per cent of all workers in apprentice training aged 18 or older.

The current pay rates are barely enough to survive on and experts project a shortfall of 36,000 trade workers in the resources sector alone by 2015, said Kearney.

The Fair Work Australia Tribunal will consider union applications to increase apprentice rates in the near future.

In order to prepare for the case that will most likely set a new mark for apprentice wages and allowances, VACC, TACC, and Motor Trade Associations around Australia have surveyed members on their views, and the survey results will be used to prepare for the case in the Fair Work Australia Tribunal.

Many employers have commented that wages are important, but other factors, like attitude, motivation, expectation, training and preparation for a long-term automotive career, should be added to the equation.

It appears that many school leavers are not motivated by the training and development advantages of an apprenticeship, but more attracted by money, which is available in less demanding semi-skilled or casual jobs.Some employers have described attitude as a problem because apprentices do not focus sufficiently on the how much they learn, rather they focus on how much they earn.The employer and employee should regard the apprenticeship contract as an investment in the future. As Geoff Gwilym said in the June issue of Australian Automotive: “If we can attract a person that spends 20 years in the industry then we are doing very well, and

if they move on into other higher level jobs, then that is fantastic.

“Automotive apprenticeships teach people how to think, there is a logical process in training and the way you fix things. Once a person has that they can apply that skill set across just about any industry.”

These matters are beyond the simple conversion of wages to productivity to profit or loss. There will be many debates about apprentice training during and after the Fair Work Tribunal determination of the ACTU wages claim.

You can expect to hear a lot more on this issue over the next few months: a landmark industrial relations decision is likely to emerge.

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ONE OF THE mystery highlights at this year’s Australian International Motor Show (AIMS) will be a production-intended vehicle unlike anything ever seen at a major Australian Motor Show, Australian Automotive can reveal. Described by the co-creator as, “an upmarket Art Deco Hollywood-style vehicle that Jay

Leno would love”, the enormous car, which is nearing its final preparation in an undisclosed NSW skunkworks, is 5.6m long, 2.2m wide and only 1.4m high.

The big numbers don’t end there. The large coupe will feature a 14-litre naturally aspirated EFI V16 engine (boasting 1,000hp/746kW) mated to an Albins transaxle gearbox.

Equally massive 381mm Harrop brakes with six-piston calipers will provide plenty of stopping power. Anchoring all this will be 24-inch alloy wheels – CNC-milled from a single piece of billet aluminium – wrapped in 315/35 Pirelli tyres.Traditional touches will include a leather and timber interior.AIMS Director, Russ Tyrie, said that the unique, and as yet unnamed, vehicle will turn heads.

“This car, I can assure you, will draw crowds, not only for its sheer size, but also for the exacting engineering detail and proposed performance.

“Australian-built vehicles have always been immensely popular at AIMS. We have shown a number of very special homegrown cars over the years: Joss Supercar, Redback Spider and Bolwell Nagari, for instance. This one, I believe, will stay in the memories of visitors long after the show closes.”

In other Motor Show news, it has been confirmed that the 2014 and 2016 Sydney-based Motor Shows will be held at Sydney Showground, due to the redevelopment of the existing venue, which will start next year. The 2013 and 2015 Shows will be held Melbourne.

AIMS is a joint venture between the Victorian Automobile Chamber of Commerce (VACC) and the Federal Chamber of Automotive Industries (FCAI).

AIMS will be held at the Sydney Convention and Exhibition Centre, Darling Harbour, from 19-28 October. Visit motorshow.com.au

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Kmart Tyre & Auto Service Upgrades WebsiteKMART TYRE & AUTO Service recently refreshed and upgraded its website in its constant quest to provide its customers with the best possible service. Supporting its recent $25 million rebranding investment, the new look website will provide customers with a number of new and improved features including: simplified site navigation ensuring customers can locate the information they need with fewer clicks; increased general and technical information to better equip customers with automotive knowledge before heading in-store; vehicle visuals with animated graphics throughout; a tyre selector, with weekly specials and; a dynamic job search. Tony Skallias, Kmart Tyre & Auto Service’s General Manager of Marketing said, “With more than 90 per cent of Australians

now connected to the internet at home, it is mandatory for any successful business to have an online presence. Add to this, Aussies are spending more time on the internet than any other medium including TV, radio and newspapers. Therefore, if we want to communicate effectively with our customers we need to leverage the communication channels they most prefer to receive information. “Central to our brand strategy and value proposition is our ability to communicate openly and transparently with our customers. Our website was developed with this in mind, as we want our customers to feel comfortable with our brand even before they set foot in a store. Features like animated vehicle schematics and jargon-free language help demystify the car service experience.

“We are already seeing fantastic results in the form of increased visitation rates and time spent on the site. Even more promising is that over 75 per cent of visits to our website are from new visitors. We have also invested in search engine optimisation (SEO), and expect our search engine rankings to improve over time.” Kmart Tyre & Auto Service’s Marketing Manager for Digital, John Lane, who led the project

added, “The improved website is another investment Kmart Tyre & Auto Service is making to ensure we deliver high quality customer service. We recognise that the website is often the first touch point with a customer, so we really wanted it to reflect the customer service values of Kmart Tyre & Auto Service and have customers experience these values right from the start of their journey with us.” Visit ktas.com.au

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Kevin SnellGeneral Manager Infiniti Cars Australia

Kevin Snell has been GM of Infiniti Cars Australia since 2010 and has led the local launch project since its inception in 2009. He was formerly Senior Product Planning Manager at Nissan Motor Company of Australia having come from GM’s Saab division, where he was Business Development Manager for China and Japan. Prior to moving to Germany and then China to fulfill this role, Snell was the company’s Global Strategy Manager with responsibility for product and marketing strategies, based at Saab’s HQ in Gothenburg, Sweden. Snell’s automotive career commenced with Ford Motor Company’s graduate program. He holds Bachelor degrees in marketing and business management from Monash University.

KEVIN, YOU ARE THE DRIVING FORCE BEHIND INFINITI CARS AUSTRALIA (ICA). WHY?

This is the most exciting opportunity in a long time in the (car) industry. The chance to start with a clean sheet of paper to bring a global luxury brand and business to market that has proven products, a full range, the backing of one of the biggest and most successful auto businesses in the world, the chance to hand pick a team of talented people and create something new; I think anybody in or around the industry (would think) this is a once-in-a-career opportunity. It’s a really exciting opportunity and challenge.WHEN DID YOU FIRST SEE THE OPPORTUNITY, NOT JUST FOR INFINITI, BUT ALSO FOR YOURSELF?

My first exposure to Infiniti goes back to the early 2000s when I did some benchmarking of Infiniti’s success in the US market when they launched the original G sedan and the FX35/45. I drove an FX when I was working for Saab in Sweden for a couple of weeks and was amazed at what great cars they were. I was really impressed, from a strategy perspective, with how (Infiniti) redefined the brand around style and performance and (had) really carved out a piece of the market. (Infiniti) was on the radar, in pre-GFC times, to come to Australia. I moved back to Australia from Sweden in 2009 and there was an opportunity to join Nissan. Knowing the strength of the company overall, and knowing that Infiniti was a key part of the plans going forward, I thought ‘this is something I would love to get involved in’ and it was an important part of deciding to get on board (with Nissan).WHAT DID YOU DO TO MAKE IT ALL COME TOGETHER?

I spent the majority of my career working for a niche, challenger, luxury, and premium

brand, in Saab. It had its challenges, but I loved the passion around the brand; standing for something unique, the authenticity, the integrity. I was really passionate about that. With that background, it was such an exciting proposition to take all of the learning that I had spent the last 10 years gaining, from being at the Headquarter and Strategy Office in Sweden dealing with global owners, to starting it up in China. I thought ‘here is some great product, it’s a great opportunity … here is a chance to not let it go to waste’. Headquarters (has a) five-year plan to establish Infiniti as a global luxury brand. They have gone on the record as saying they want a 10 per cent share of the luxury market, they want to be in 70-plus markets, they want to have a range that is beyond 10 models in the next five years. So, when the GFC calmed down, exchange rates returned to reasonable levels, and credit started to free up, it was time to bring the brand to Australia. Dan Thompson, (Nissan) CEO at the time, asked me to do the study.WHAT WAS YOUR PERSONAL COMMITMENT TO BRINGING INFINITI TO AUSTRALIA?

The process started in March 2010. I already had a full-time role as a manager in product planning (at Nissan). I worked as hard as I ever had for six months, working nights and weekends, as a second job because I knew this was a once-in-a-career opportunity. With my background and, seeing a great brand (Saab) go the way it did, it was extremely frustrating. I have never been so motivated to do something and do it right, and to not compromise and to not take shortcuts. It was an opportunity for me to take all of the frustration and learning from all of the decisions that had taken Saab in the direction it had gone and decide: We are going to do this properly. We are going do it for the long term. We are going to do it for the right reasons. I absolutely wanted the responsibility to make it happen, so I did everything I could to secure the opportunity.

WITH David Dowsey

23AUGUST 2012


a bit bolder, edgier, and a bit more expressive. It is not traditional and conservative. And that sits well with those research insights. We are absolutely going to exploit that. We are going to (make sure) that our brand is relevant and that our message and our values and what we stand for is around a new choice in luxury, for people who want great cars, but don’t have traditional luxury values and who want more than a ‘badge of honour’. (Infiniti) is a brand that says: ‘I make my own choices. I like to do things differently. I’m interested in being the first at doing something, rather than joining the crowd.’ We think the brand will be more engaging for a younger, more progressive, emerging customer. Also, the brand’s philosophy is a lot around hospitality and the ownership experience. That’s partly because it is Japanese and the Japanese have an amazing service philosophy. We will focus on delivering an overall experience, based around taking care of customers year after year; customers can have confidence in the product, confidence in the service, confidence in all of those things being taken care of, but they don’t have to trade that off with a brand or product that is less exciting. WHEN A CUSTOMER BUYS A NEW INFINITI, WHAT DO THEY BUY INTO?

Our approach is not to say to consumers that we are going to do what our competitors are doing, only better, or faster, or whatever. Our focus is going to be to make the purchase and ownership experience as simple and transparent as possible. We are not

WHAT’S THE BEST PIECE OF BUSINESS ADVICE YOU HAVE RECEIVED?

Just because something has been done a certain way for a long time, doesn’t mean you should keep doing it that way. Challenge it. Question it. That is a key philosophy of mine.IT’S NOT THE FIRST TIME INFINITI HAS DIPPED A TOE INTO THE AUSTRALIAN MARKET. WHY WILL IT SUCCEED THIS TIME AROUND?

You cannot compare the two scenarios. This time around, it has been more than two years since we started doing the homework on how we go about this. We have invested a lot in qualitative and quantative research. We know more about what customers want and need now. We also come to market with that research and knowledge, and with a level of investment and commitment to the long term that wasn’t there the first time around. There is a dedicated retail network. (We have) a full range of cars, instead of just one model. Within a few years we will have everything from entry segment cars, to large crossovers, to sedans and sportscars, from turbos to electrics, HEVs to diesels, four-cylinder, six-cylinder and eight-cylinder engines. This is a very different company to 23 years ago. YOU WILL HAVE A LARGE RANGE OF VEHICLES, BUT WHAT IS THE THREAD RUNNING THROUGH ALL OF THEM?

The biggest differentiator is the performance and the design elements from a product perspective. (The Australian) market embraces exciting cars, both from a design and performance perspective. Infiniti (makes) performance, driver-oriented cars. WHAT IS INFINITI’S NICHE?

Some key things came out of our research into what younger, more progressive, modern luxury consumers want compared to what established, traditional, older and more conservative customers want: They want exciting designs and driver’s cars. There are a lot of great auto brands out there. But, for many of them, their success and what they stand for is based on heritage and history, which is fine. That is important in luxury. But our research shows that this is less important to the emerging, younger customer. They think, ‘Well, that’s a great brand. But I don’t connect with that. I want a brand that reflects me and my personality’. Luxury has changed and expressing personality is more important to younger buyers than expressing the values of an older generation. Infinti is a challenger brand; it is

25APRIL 2012

going to have an options list as long as your arm. That is frustrating for the majority of customers. We don’t have a one-size-fits-all program. With service, for example, we will provide the customer a range of options that suits their needs. Whether that is providing a menu of servicing costs up-front for the first three, four or five years, or whether they pay for it up front and then it is taken care of, providing confidence, or whether, when it is time for a service, we can offer to pick up the customer, or just pick up the car, or provide them with a ride to the office, or lend them a car. Do they drop off their car and borrow one of our cars? The customer decides. Our philosophy is to provide a range of alternatives that we can tailor to suit everyone’s individual needs. IS LUXURY A DEFINING WORD FOR INFINITI AND WILL IT BE A PART OF EVERY INFINITI PRODUCT?

It depends on how you define luxury. The more we looked at our research we discovered that luxury means: I don’t have to worry, it’s easy, it takes less of my time. It is not just the physical product and the badge on the front. Luxury is about the experiences it delivers and how it simplifies (customers’) lives and how it makes things easier and better. With us, luxury is going to represent trust, transparency, individuality, and personalisation. We believe we can deliver all of this while still being an interesting brand.HOW ARE YOU GOING TO TRAIN AUSTRALIAN STAFF – EVERYONE FROM THE DEALER PRINCIPAL TO THE SERVICE TECHNICIANS – TO COME ALONG ON THIS JOURNEY WITH YOU?

The first thing we did was take our dealer principals to Tokyo. We asked them how we

were going to take the global ownership experience of Infiniti and then dial it up for the Australian environment. We wanted them to understand where this philosophy came from. Over three days we stayed at the Conrad Hilton (hotel) in Tokyo, we visited some of the best retail shops in Ginza, and went to some of the best restaurants. We then held some workshops and discussed what we noticed, what was different, what was the experience, what was the mindset of (Japanese) service and luxury. What can we learn from this? It was a light bulb moment for these guys. They got it. We are also working with the global training material and we have dialed it up to another level. We have changed the traditional roles in car dealerships and we have tailored the training to it. INFINITI WILL BEGIN WITH THREE DEALERS – BRISBANE, SYDNEY AND MELBOURNE – AT LAUNCH. WHAT CRITERIA DID THESE DEALERSHIPS NEED TO PASS IN ORDER TO MEET INFINITI’S REQUIREMENTS?

The criteria covered several things. An important one was the intangible around mindset. I travelled around the country trying to meet as many dealers as I could face to face. I wanted to understand whether they had a ‘customer first’ philosophy or a ‘sell at any cost’ philosophy. The first criteria was that they had to have a customer first philosophy and have proven results for that, whether that’s industry surveys, Net Promoter Scores or anecdotal evidence. They also had to be open to doing things in different ways. They also needed to have the management expertise and the people within their organisations to deliver it as well. From a financial perspective they needed to have the appetite and the ability

to make a long-term commitment to this with us. They also need to

have a passion for the brand and our

product.

IS INFINITI GOING TO RETAIL DIFFERENTLY?

We are doing fewer things better: from the number of models we launch with, to the number of dealer partners we have. We have chosen a strategy that says we have one partner in each of three cities from day one. We are not trying to have 20, 30 or 40 dealers within one or two years in order to maximise sales growth as quickly as possible. We have said no, let’s get one strong partner in each city from day one, give them our full support and focus, from marketing and sales, to training from a process perspective, and make sure that they can deliver the image and experience that we expect for Infiniti. The physical footprint of the dealership is not unnecessarily large. In this age of the internet and the amount that customers know before they get to a showroom, we don’t believe it is necessary or always commercially savvy to have a huge-scale luxury car dealership. It is about quality, not quantity. INFINITI PRODUCTS WILL EVENTUALLY REACH THE AFTERMARKET, WHETHER FOR SERVICING OR FOR BODY REPAIRS. HOW WILL ICA SUPPORT THE CORRECT SERVICE AND REPAIR OF ITS VEHICLES IN THIS SPACE?

Our launch partners will obviously have the correct service facilities. In terms of crash (repairs) and (servicing and repairs) that are necessary outside of our dedicated network, we are well progressed in appointing authorised crash repairers in every city. We will be able to support that part of the business. Being part of the broader Nissan group, we have fantastic infrastructure and support behind us in terms of parts warehouses around the country, we have established processes in place, distribution systems in place, (and) transport is there.

See page 58.

25AUGUST 2012

Infiniti’s G37 Convertible will join the Australian line-up at a later date (above left). EMERG-E

concept signals the marque’s desire for a hero

car (below)

It’s hard to imagine that anyone with more than a passing interest in cars doesn’t have at least one

or two cherished scale models on display in their home or office.It could be a favourite road car that you once owned, or an earth-shattering Formula 5000 racing car you watched in awe as a kid, or perhaps a mega-dollar dream machine that would be parked in your driveway tomorrow if your lotto numbers came up tonight.Let’s face it: there’s no better way to immortalise a famous road or race car than to make a highly detailed version of

it in miniature. Sure, you can frame a nice photo of a car and hang it on your wall, but that just can’t compare with the multi-dimensional joy of holding a scale model of the same car in the palm of your hand.Nothing can match the child-like fascination that comes with gently prying open the finely hinged doors, bonnets and boot lids on a 1:18 scale Falcon GT, or running our fingertips across the ‘soft feel’ interior trim and seatbelts of a Monaro, or staring in amazement at the micro-surgical detail evident in three Weber carbs hanging

off the side of an R/T Charger’s hot Hemi ‘six’.

When creating model cars from scratch, the devil is in the detail, writes Mark Oastler


Classic Miniatures

South Australian-based Classic Carlectables has produced many special cars of local interest, including Bathurst heroes like Holden XU-1 Toranas, XA Falcons and the featured Lola Formula 5000 driven by F1 champion, Alan Jones

The manufacture of collectable die-cast model cars in Australia has progressed far beyond the cottage industry it started out as a few decades ago. Back in those days, it is known that one early pioneer attempted to perfect the die-casting process by using a crude two-piece ‘sandwich’ mould clamped together by two large springs and attached to an old washing machine motor. His theory was that the mould would spin around at great speed, creating enough centrifugal force to push the molten metal into all the tiny crevices of the mould to create a perfect casting. It was a nice idea in theory, but G-forces being what they are, the springs holding the two halves together stretched and allowed the molten metal to leak out and spray everywhere!Since those pioneering days, local production has evolved into a very sophisticated

multi-national manufacturing process for one of Australia’s most prolific model carmakers, Classic Carlectables.Based in Adelaide, this company produces more than 50,000 model cars each year in a range of scales, including 1:64, 1:43 and the largest and most impressive 1:18 dimension. The creation of each new model in the Classic Carlectables range can take up to 18 months from start to finish. This process requires a six-figure investment in the complex tooling required to produce each model, making it a triumph of international language translation and industrial relations.Classic Carlectables’ manufacturing process consists of two teams. One is the Adelaide-based design and marketing

team and the other is the manufacturing team based in southern China in a dedicated state-of-the-art factory.Why China? Despite early attempts to manufacture models in Australia, Classic Carlectables’ management discovered that the expertise and surgical precision required in die-casting and injection moulding, to produce a myriad of tiny parts to such a peerless standard, was not available locally.The Chinese, though, are long established global experts in this enterprise, boasting at least half-a-dozen similar factories producing collectable scale model cars for clients all over the world.To appreciate the expertise, passion and commitment required to produce each Classic Carlectables model, Australian Automotive was given a guided tour through this complex process during production of a 1:18 scale version of a famous Lola Formula 5000 racing car driven by our own F1 world champion, Alan Jones, in the 1977 Australian Grand Prix.

27AUGUST 2012

Classic Miniatures

Plenty of time and money is absorbed in R&D, but getting the details absolutely correct is critical in the collectable model market

TOOLING BRIEFA team of Classic Carlectables’ designers travel to the original car and spend many days collecting photos, detailed measurements and colour swatches. This information is used to prepare a comprehensive document that is sent to the factory in China to begin the manufacturing process.

BODY STYLING MOULD (BSM)From the tooling brief and CAD files, the factory prepares a body styling mould, which is the factory’s definition of the external shape of the car. Back in Adelaide, Classic Carlectables checks the BSM against their measurements and photographic reference. If any modifications are necessary, this information is relayed to the factory and the modifications are carried out. Considerable time is taken at this stage to ensure the external characteristics

of the BSM accurately represent the true character of the full-size car.

FIRST TEST SHOTThe first test shot is created from the hand sample and is the first time that the model is seen in die-cast metal and plastic form.

2

3

5

COMPUTER AIDED DESIGN (CAD)The factory in China spends considerable time converting the hundreds of measurements and photo references from the Adelaide team’s tooling brief into highly detailed CAD files.

HAND SAMPLEAt this stage, the design team receives a

complete resin hand sample of the model from the factory. This

takes the factory many weeks to create and it is at this point that the

complete model is seen for the first time in a

three-dimensional form. It is impressive how the

factory takes the original tooling brief and turns all of that information into a

hand sample. The Australian team then spends many days checking each part to ensure

they are all true and correct. This is a very labour-intensive

process, as there are normally more than 200 parts to be inspected. In most cases, Classic Carlectables needs to advise the factory of changes and improvements to ensure the model will be accurate. This is one of the most important stages of the project, because from this hand sample the factory will commence building all the plastic injection and die-cast moulds.

4A


4B

1

Again, much time is spent checking every single part for accuracy and precision of fit. At this point, improvements can still be conducted, provided they are only minor.

DECORATION SAMPLEWhen the design team is happy with the first test shot, the next sample it receives from the factory is a fully painted decoration sample. At this point there are a number of things that must be checked to ensure historical correctness, including paint colours, logo locations, quality of the tampo prints and any missing details. Again, the factory is advised of any final corrections or improvements.

FINAL SAMPLEOnce the factory has made all the changes requested from the first test shot sample, a final sample is received back in South Australia. The Adelaide team then uses this to prepare all the artwork and photography for the box packaging and information booklet and this documentation is then sent to the factory.

6

9

Visit classiccarlectables.com.au

PRE-PRODUCTION SAMPLEBefore full production commences, a pre-production sample is received, which includes the completed model, packaging and information booklet. Classic Carlectables checks this off and, if completely satisfied, they instruct the factory to begin full production.

DECORATION BRIEFA detailed decoration brief, recreating all the graphic, colour and texture finishes of the original car is assembled. This information is sourced from the original car, together with archival film, if available, and photographic reference.

8

29AUGUST 2012

7


This document is issued by the Motor Trades Association of Australia Superannuation Fund Pty Limited (ABN 14 008 650 628, AFSL 238 718) of Level 3, 39 Brisbane Avenue Barton ACT 2600, Trustee of the MTAA Superannuation Fund (ABN 74 559 365 913, SPIN MTA0100AU). Motor Trades Association of Australia Superannuation Fund Pty Limited has ownership interests in Industry Super Holdings Pty Ltd, ME Bank Pty Ltd and Superpartners Pty Ltd. The information provided is of a general nature and does not take into account your specific financial needs or personal situation. You should assess your financial position and personal objectives before making any decision based on this information. We also recommend that you seek advice from a licensed financial adviser. The MTAA Super Product Disclosure Statement (PDS), an important document containing all the information you need to make a decision about MTAA Super, can be obtained by calling MTAA Super on 1300 362 415. You should consider the PDS in making a decision.

Did you know that you can submit your contributions online?As an employer, you want to do the right thing by your staff, while making things easy for yourself. At MTAA Super, we’ve made administration of your super as simple as possible. Employer SuperSite and Super FileManager are our online services designed to save you time completing your superannuation requirements each month. They are easy to use and get you back to doing the things that are important to you.Instead of completing your submission via paper each month, you can simply login to Employer SuperSite or Super FileManager and complete the online form. Each month your employees information will be automatically loaded into your account saving you time.

Switch to using Employer SuperSite and Super FileManager and benefit from:• Monthly contribution reminder emails

to keep your submissions on track• Choice of payment options including

EFT, BPAY and Direct Debit• Save time with your submission with pre-

loaded employee details (after initial set-up)• Secure access and storage of data of SG

obligations across multiple accounts• Convenient access 24 hours

a day, 7 days a week• Less reliance on paper filing

SuperSiteMTAA Super encourages its employers to access their account and submit contributions using our online administration solution,

Super Site. It greatly reduces the time and effort required to manage your super obligations. Once you’ve registered it will take just a few minutes each month to manage your contributions. SuperSite is easy to use and allows you to:

• Complete contributions for different payrolls in your company at the same time

• Register and keep track of your payments

• View historical contribution records and a full transaction history

• Select your preferred payment method-EFT, BPAY or direct debit

• Check and update your details

• Amend your employees’ records at any time including adding and deleting multiple employees.

Super FileManager

If you are using an electronic payroll system, Super FileManager could be the option for you. Super FileManager is a secure online service that allows you to upload electronic files generated from your payroll system. Super FileManager is compatible with most of the commonly used electronic payroll systems. All you need to do is contact MTAA Super to verify that your electronic payroll file is compatible with Super FileManager.

Super FileManager allows you to:

• Submit contributions by uploading data files containing member contribution information

• Receive email notifications and updates on the status of your submission

• Select your preferred payment method-EFT, BPAY or direct debit

• Assign multiple user access and user responsibilities

• Generate employer contribution reports• View your history of submissions• Edit your employer profile

More information and helpTo learn more about Employer SuperSite or Super FileManager, visit www.mtaasuper.com.au. Alternatively, email us at [email protected] or call our Customer Service Centre on 1300 362 415.

Peter Mitchell Eric Vine Scott HarrisDianne Chitty Sue Schlesinger

MTAA Super workplace presentations It’s easy to arrange a presentation in your own workplace, and each presentation is tailored specifically to your staff. Just tell your Business Development Manager (BDM) the subjects you would like to see covered, and they will put together a special presentation for you. It might include for example, insurance, making extra contributions and consolidating super—there are a range of topics that can be discussed, so talk to your Business Development Manager about what your employees are interested in. Call us on 1300 362 415 to be put in touch with your local BDM.

Submitting your super contributions the easy way

31AUGUST 2012

Run only to benefit members

Low fees

No commissions

Does your super fund tick all the right boxes?

Motor Trades Association of Australia Superannuation Fund Pty Ltd (ABN 14 008 650 628, AFSL 238 718) is the Trustee of MTAA Superannuation Fund (ABN 74 559 365 913). You should consider whether or not MTAA Super is appropriate for you. The MTAA Super Product Disclosure Statement (PDS) can be obtained by calling us on 1300 362 415. You should consider the PDS in making a decision.

MTAA Super is the Industry SuperFund for the Motor Industry and anyone can join.

For more information visit www.mtaasuper.com.au


Bend me, shape me, anyway you want me...


Welding Equipment

33APRIL 2012

WORDS Will Tuck

"As long as you love me, it’s alright.” The popular hit record from the ’60s wasn’t a song about the body repair

business but, at the time, it could have been. Almost everyone in the 1960s loved their motor car. Driving cars then was a novelty, but bending it and shaping it today isn’t as simple as listening to the words of a ’60s song.In the 1960s, a major shunt could well have been fixed with a lot of bending and shaping. But, in the real 2012 world of high strength steel (HSS) and the structural composition of modern cars, tradespeople fixing vehicles face the new challenge of understanding developing welding science. This has changed the way repairs are carried out and welding technique is a central part of that.Poor training in welding, or no training at all, is unsuitable. Low cost welding equipment is just one area where mistakes can be made. Even having a full array of new and expensive welding gear will not get you to first base with modern repairs unless panel beaters are trained to use it.Unfortunately, some bodyshop owners think they can avoid buying new welding gear – and the expense of repair training – while still thinking they can face all body repair assignments. Suggesting tradespeople can use different technology to repair cars with

HSS, or saying that they will not repair cars that are built that way, means a bodyshop is avoiding the inevitable. Nearly all vehicles across the world are now being built with extra strength steels so, sooner or later, every vehicle needing repair, will have some HSS content. So, if a bodyshop wants to perform legitimate repair work on new vehicles in the future, tools and skills for HSS repair must be in their sights. Even so, the truth is some bodyshops are repairing vehicles with incorrect welding gear and insufficient training.This is not news to most bodyshop owners where it’s common knowledge that new vehicles are vastly different to their predecessors. It’s just that some shops don’t want to invest in repairing HSS vehicles or can’t afford the welding equipment to do it. Vehicle purchasers now demand more from their new vehicles and, as a result, the structural changes to most new cars and HSS is all part of that. So, today it’s all about vehicle structure designed to provide weight savings (resulting in improved fuel economy), low vibration and quieter enjoyment of travel, as

well as safety and an international five star crash accreditation. But the challenge is for tradespeople who put

automobiles back together after an accident. Their challenge is to work out welding procedures with HSS.This isn’t necessarily the manufacturers’ problem. They are out to build cars in a way that gives them an advantage with

the buying public. So, the demand for HSS is ever increasing as this lighter, but harder, steel helps to make new vehicles a better

buy. With over 160 new vehicle models launched annually across the globe,

it’s difficult to keep up with repair methods. But manufacturers expect their accredited repairers to use the correct equipment to fix their vehicles and to have the

skills to use welding gear properly. When it comes to equipment, older welding machines may not

have the ability to calculate the thickness of the panel and may not

have the power to deliver an effective join. So, if an accident occurs and the repair is found to be at fault then the repairer takes the blame.

What is more difficult for repairers is that vehicle manufacturers are increasingly setting high standards for repairs that put the focus on the equipment manufacturers. The vehicle manufacturers have certain specific requirements and when, for instance, a new welding machine or any other piece of repair equipment is introduced they have departments or consultants to test them to make sure they meet their standards. If the equipment passes the vehicle manufacturer’s tests, the car company then tells all their accredited repair shops to use that equipment.At the supply stage for a new welder, there are many different brands to select from, but the leading providers don’t draw the line at just selling products. Much of the ongoing sales support goes into training on their products. This training, together with more advanced tuition through I-CAR, brings into sharp focus the HSS challenge and what to do to cope with it.The distributors of welding equipment agree that many shops are under-equipped and many smaller shops may not even own an inverter welder. If the HSS challenge continues, there are many shops that will be consigned to an ever-dwindling number of repairs of older vehicles. When they run out, what next?Distributors, like Car-O-Liner, have sales and training professionals who can give tradespeople an insight into welding essentials. After all, some cars as early as 1991 (Volvo) have some HSS in them. Now, new types of welders are appearing on the market at more reasonable prices than some other welders. Car-O-Liner Australia MD, Julie Thomas, says she is well aware of the HSS challenge.

33AUGUST 2012

The ideal welding shop set-up? It’s simple and ideal� A minimum inverter MIG welder capable of

silicon bronze and aluminium applications. These can also weld normal steel.

� A spot-welder of at least 12000amps should be sufficient for the shop of today and for future welding needs.

� An induction heater, capable of heating HSS without changing the molecular structure of the steel.

Two CR530 range Car-O-Liner resistance spot welders (left)

Lindsay BattenJulie Thomas


Car-O-Liner’s top of the range CTR12000 welder


“The next in the range is the new MI 100 control T, a transformer gun that detects steel impedance, is water cooled to the tips and has one gun head with a range of attachable arms to reach into difficult spots with recordable welding data.”Batten says the company also has two other welders, the CR510 and the CR500. The 510 is a water cooled inverter spot welder designed for quality bodyshops. It can produce high quality welding with a pre-programmed welding process for new steel such as HSS and Boron steel with a single gun head and four attachments, as well as a single gun for spot welding, rivets and clips.To meet the demand across all bodyshops, Car-O-Liner has a CR500, the same as the 510, but without water-cooling. Batten says that bodyshops require ease of use and their range has been designed that way. The 500 has a double gun so tradespeople can retract the main shaft for easy access to the job. Batten says the use of MIG welding has moved to silicon bronze, as it has less heat and will not change the HSS structure, as the operating temperature is about 650 degrees. As a normal MIG runs with mild steel wire at about 1600 degrees, there is quite a difference.“The introduction of aluminium into today’s cars means there is a need for a different repair procedure altogether, mainly bonding and riveting. If you are not a recommended repairer for that type of vehicle, the manufacturer will not allow you to repair it.”Batten accepts that this sounds draconian but, although some shops think it is okay to repair such a vehicle, the end result can be another accident as the car may not be the same as it was before the repair.

“With today’s steels getting harder and more complex, it’s no longer a matter of settling for any ordinary welder to do the job. The industry is going more towards inverters because the welding process has to be consistent.“Conventional welders – those without inverter technology – tend to drop in amperage as they get hotter. Car-O-Liner inverter welders provide consistent amperage throughout the welding process, so the user can be sure of the quality of the job, no matter how big a weld process is involved,” Thomas added.Thomas says Car-O-Liner follows the European experience where all welds are documented, so all welding equipment sold there has documentation as a necessity and that is now happening in Australia. “Our welders, from CR510 to the top of the line CTR12000, all provide this facility.”Thomas says her company offers peace of mind because Car-O-Liner’s welders have received so many OEM approvals. “These approvals mean that our welders meet the tough requirements set by motor vehicle manufacturers.”Lindsay Batten, Car-O-Liner Sales Manager Victoria and Northern Territory, says their top-of-the-line CTR12000 welder is a fully automatic machine that will detect the thickness of the steel from the inbuilt sonar and what type of steel it is working with due to the impedance check through the software. “It is water cooled to the tips and has a transformer gun with a 5m lead for better access to the job. The CTR12000 has one gun head with four detachable arms and a single spot welding function, perfect for ultra high strength steel and boron, but it will also weld mild steel. It is recommended by BMW to repair their new cars.

“For example, if the airbags do not deploy and seatbelts malfunction, then you have a whole new problem for drivers and passengers.”As the experts say, the repair of HSS is becoming a very important part of bodyshop welding technique. Applying old oxy plant heat in an HSS situation will change the structure of the steel and that will reduce how this technique impacts in another accident.Batten adds: “The shops that do not keep up with the new car technology will be left by the wayside when it comes to repairing new cars.”

CONTACT

car-o-liner.com.aubocworldofwelding.com.au

Modern welding is exacting work for the skilled tradesperson

35APRIL 2012

This will have a direct bearing on the type of welder that may be required. Various vehicle manufacturers also have minimum requirements on repair equipment. Investing in a top welder that will have the ability to be programmed for new steels and their properties can cost upwards of $35,000 and would be recommended if structural repairs are that business’ niche. The price of any equipment will be directly related to the scope of work being performed.During the last 24 months I-CAR Australia has provided Welding Qualification Testing to the industry nationally, responding to issues when welding HSS, AHSS and UHSS. This enables Collision Repair Technicians to receive a five year Welding Certification for the collision repair industry covering spot welding, MIG steel welding and silicon bronze welding. This training is available to all collision repair shops and interested stakeholders as an industry accepted qualification through I-CAR Australia. Mark Czvitkovits is Operations and Technical Coordinator at I-CAR. Visit i-car.com.au

WORDS I-CAR

The importance of restoring vehicle structural integrity relies, not only on performing the correct repair procedure, but also providing structural integrity in the required joining procedure. This can be done through welding in its various formats, adhesives, a combination of welds and adhesives or other approved procedures.Welding recommendations vary from spot welds, to steel MIG and bronze MIG, depending upon the correct repair procedures and the composition and function of the part. Many businesses have invested in the complete range of welding equipment available, but often use the incorrect machine or procedure in certain repair/replace situations. Modern inverter spot welders provide a high quality and consistent weld that withstands the forces of a collision satisfactorily, but many welders require the technician to adjust the machine depending on the strength, type and thickness of the steel to be welded. Others are available that detect steel thickness, resistance and set the machine automatically. With the emergence of tailor-rolled blanks consisting of varying thicknesses and strengths of steel in the one panel, several weld settings are required to restore structural integrity. The importance of pre testing, at all stages of welding, is vital.MIG welders, both steel and bronze, have also advanced with many offering inverter technologies that provide better welding capabilities for any grade of HSS. All MIG welding requires correct setup, travel speed and gun angle to provide strong welds. Too much heat can be attributed to

all of these and when the Heat Affected Zone (HAZ) is not correctly monitored, steel weakening can occur. It is vitally important all these factors are correct. Too many technicians apply similar weld settings between their steel MIGs and their bronze MIGs which often results in too much heat being applied in bronze welds. Bronze welding is not a fusion process, but a brazing process and the aim is to attach the welded panel through a larger footprint, not to make it easier to sand back. If steel plug welds are replaced by bronze plug welds then the strength and function of the combined part will be diminished and may not provide the protection that was engineered into the vehicle.Settings must be correct and the only satisfactory way to test weld strength is to perform test welds on steel of the same type and then destructively test the weld through performing a sheer test. The nugget or tear out that is left should meet the manufacturers’ recommended minimum size. Failure to achieve this will result in a substandard weld that will impact on the collision energy management of that component and may cause serious harm to the occupants in a subsequent collision.It is critical that repairers are well prepared for the inevitable changes in construction methods for vehicles.

Mark Czvitkovits

Welding for structural integrity a technical rundown

35AUGUST 2012

Most modern cars, like this Audi, use

various metals that all require specialised

attention and the correct welding equipment (left). A complete line-up

of welders ready for repair action (below)


WORDS Ian Porter

P anel beaters and smash repairers are going to have to go back to school over the

next 10-15 years as carmakers strive to meet ever-shrinking emissions targets for the vehicles they make.Initially, of course, the carmakers will take the easy way out and accelerate the development of their internal combustion engines in a bid to reduce atmospheric pollution.But the only real alternative, apart from better engines, is lighter weight. (Aerodynamics may offer some assistance but, in today’s stop-start traffic, that counts for little.)And lighter weight means more exotic materials like high-tensile steels, aluminium, carbon fibre reinforced plastic (CFRP), and even magnesium in some cases.Last year’s VACC conference on Vehicle Service and Repair Information heard about the dilemmas body repairers face when repairing late-model vehicles, especially up-market models, which already have some of these materials built into them.

How do you reattach an aluminium B pillar to a steel body frame and achieve the same structural integrity of the original? Can you pop-rivet carbon fibre or does it have to be glued? Which glue? And so on.These sorts of questions are going to pop up more frequently as carmakers chase lower emissions and the repair industry will become more dependent on the manufacturers for their repair techniques and methods.As might be expected, some manufacturers are working hard on these issues and a recent visit to Audi’s research and development centre in Neckarsulm, in the German state of Baden-Wurttemberg, showed that

many of the problems around joining various different materials have been resolved.In the modern era, Audi has been working with lightweight materials ever since it used a carbon fibre drive shaft in its 1988 Audi 90 quattro for the US market.The company has racked up a string of firsts in the subsequent decades and has now developed a comprehensive approach to light-weighting it calls ‘Audi ultra’. Essentially, the idea is that the stresses that a component will have to bear should be understood before deciding which material to use when making that component.“The whole idea of Audi ultra could lead to every other component being made of a different material. And you have to have the ability to combine all these materials,” said Dr Karl Durst, a leader in carbon fibre technology at Audi’s lightweighting research centre at Neckarsulm.“So, we have designed new technologies to do that,” Dr Durst said.The first is called a flow-through drill screw, which is spun very fast as it passes through the materials being joined. The material on the bottom has to be meltable, primarily steel or aluminium.“The high speed leads to a very high temperature and we melt the screw into the (bottom) material,” he said. But that’s not all.“After it has been melted into the material, you can still screw it out again, so it is not a problem to repair those components,” Dr Durst said.The second joining technology Audi has developed is the half-hollow, die-cut rivet, which is a permanent fixture.

Biggest LoserCrash repairers wiII need to grapple with new repair technologies as lightweighting gathers pace

The work of Dr Karl Durst and his team has shed an average of 60kg from the new Audi A6 (below)

Lightweight Audi S5 Audi has been working with lightweight materials since 1988, when it first used a carbon fibre driveshaft on an Audi 90 quattro sold in the US.Since then it has developed the all-aluminium A8 sedan, released in 1994, and continued to work on how to make these materials easier to use and cheaper to produce.The various technologies developed, including the crucial element of being able to join these various materials together in body structures and suspensions, were brought together in 2010 into the Audi Lightweight Construction Laboratory at the Neckarsulm plant.The company refers to the portfolio of skills and techniques it has developed as Audi ultra and, in 2010, decided to pool all its knowledge into one project to demonstrate the full potential of its lightweighting technology.The company decided to take one of its fastest models, the 1640kg V8 S5 coupe, and make five prototypes from the ground up using the new ultra lightweighting strategy, according to Dr Karl Durst, a CFRP leader at the Lightweight Construction Laboratory.Dr Durst said that applying the ‘ultra’ philosophy resulted in what he called the reverse weight spiral.The team at the Neckarsulm lightweighting centre started by redesigning the S5 body-in-white (BiW) using the ultra philosophy, replacing steel with aluminium.

“That leads to secondary effects. So, if the BiW is lighter, you will need a smaller engine, smaller gearbox, brakes, tank and smaller tyres,” Dr Durst said.All this leads back around the loop and means the body-in-white can be lighter again.“The front lid was made of carbon fibre and we then took a smaller engine and smaller brakes and everything was smaller and lighter.”There were some stiff targets. The S5 ultra had to accelerate as fast as the V8 S5 (5.1 seconds 0-100km/h) and the safety performance had to be as good. (That’s why they built five, so several could be subjected to EuroNCAP crash tests.)“What we came up with was the Audi S5 ultra. We reached a weight of 1240kg. Can you imagine? The same car 400kg lighter.”The S5 ultra only needed a 170kW 2.0-litre turbo to match the V8’s performance.

“That’s the same engine we use in the TT, and the main point is we reached 5.9L/100km fuel consumption. That’s massive,” Dr Durst said. In fact, it was less than half the 12 litres the V8 S5 uses. And it was faster around the Nordschleife than Audi’s R8 supercar. Dr Durst said the noise, vibration and harshness were no worse than the V8 S5 and, just as surprising, the S5 ultra would have been no more expensive to manufacture.“Yes, the aluminium body definitely is more expensive than the steel body, but a four-cylinder engine is cheaper than a V8 and the gearbox is smaller and, therefore, cheaper than the big gearbox and, in fact, the S5 ultra would cost not more than the S5.”So why isn’t the S5 ultra in production now? “Our customers in the US want to have an eight-cylinder engine. You can’t sell them a four-cylinder engine. And that’s the problem.”

While it is circular like a regular rivet, this one has a solid centre from the top to perhaps three quarters of the way down the tube, leaving a cavity at the bottom.The materials being joined have to be arranged with the harder, but still formable, material at the bottom.“The rivet cuts through the first material and the second material and then, because of the concave shape, the bottom rim of the rivet splays outward and you get an undercut. This rivet will not come out of the material. It is stiff and very strong,” Dr Durst said.Dr Durst said the idea of assessing every component in terms of what is the best material to use has led to significant weight savings, both in production and in prototypes.

He said the A8 limousine, famous for having an all-

aluminium body structure, could no longer make that claim.“In the Audi A8 we figured out the B pillar was much lighter when made from steel. So the actual A8 has a B pillar made from high-tensile steel.“In aluminium, the B pillar weighs 11kg. But in steel it’s only 8kg because steel is much stronger than aluminium in that certain component,” he said.Audi has developed a mathematical model that contains all the dynamic properties of the various materials. Engineers just punch in the stresses and strains a component will have to carry and the model tells them which material is best for that component.This means the crash repair industry will have to learn a lot more about how to join many different materials when they are repairing vehicles in future.It is to be hoped the carmakers make this essential life-saving technology available to the smash repair industry.

The crash repair industry will have to learn a lot

more about how to join many different materials when they are repairing

vehicles in future

37AUGUST 2012


DiD you know that up to 75% of engine wear occurs During warm-up?That’s why Castrol Magnatec Professional has intelligent molecules that cling to the engine, providing an extra layer of protection and dramatically reducing engine wear. They leave critical engine parts up to 15 times smoother, proven in an industry standard engine test.*

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Engine wear without Castrol Magnatec Professional intelligent molecules. Protection with Castrol Magnatec Professional intelligent molecules.

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39AUGUST 2012

DiD you know that up to 75% of engine wear occurs During warm-up?That’s why Castrol Magnatec Professional has intelligent molecules that cling to the engine, providing an extra layer of protection and dramatically reducing engine wear. They leave critical engine parts up to 15 times smoother, proven in an industry standard engine test.*

Castrol Magnatec Professional is micro filtered, ultra-refined and with a signature green colour, it’s protection you can see, hear, and feel.

*As tested in the industry Sequence IVA wear test

We cling to protect YoUr engine from the start.

Engine wear without Castrol Magnatec Professional intelligent molecules. Protection with Castrol Magnatec Professional intelligent molecules.

Wear’s the Difference

instant protection from the momentyou turn the key


with tool and equipment road tester, Paul Tuzson

Testing at Bendix’s Ballarat plant is

relentless. This is just one of the many

machines dedicated to the process. Any change

made to any pad requires testing and validation


41AUGUST 2012

A lthough disc brake pads look like simple components, they are actually very complex. The

difficulty in developing successful compounds makes pad manufacturers one of the most secretive groups you can imagine. Many won’t divulge any information at all. Bendix is a bit different. The company recently gave Australian Automotive full access to its Ballarat, Victoria, manufacturing facility and engineering staff. We should point out that Bendix is a brand name. The company name is

actually FMP, but everyone refers to it as Bendix, so we will follow suit.

One of the reasons the company is still manufacturing in

Australia when so many others have packed their

bags and waved goodbye is that the Australian

market has very specific requirements. Overseas

companies don’t cater to them as effectively as the Bendix operation, which is perfectly sized

Getting all ‘go, go, go’ about the stopping power of brake pads

to manufacture the many millions of pads needed for the local market, yet nimble enough to respond to local demands quickly. What’s more, the company has in place the technical facilities and expertise needed to do so in line with world’s best practice. Really, this is not so surprising given that the company has grown in sync with the Australian motor industry since 1955.Australian conditions aren’t as demanding as we like to believe and our speed limits are low by some European standards. Regularly stopping a car from 250km/h or more on an autobahn creates demands very different to those required to stop from just 110km/h on a local freeway. These differing demands are why cars like Mercedes-Benz and BMW have black dust all over their wheels while most Australian cars don’t.Head of Product Engineering at Bendix, Andrew French, explained that pads suited to high-speed European conditions are known as low-metal types and contain high levels of mineral abrasives that result in significant disc wear. Particles worn from such pads certainly account for a measure of the black dust on the wheels of some imported cars, but particles worn off the discs by the highly abrasive action of the pads constitute the bulk of it. That’s why European discs are often assumed to wear more quickly. They do, but it’s because of the pads rather than the discs.Semi-metallics are another class of pad. They contain relatively large amounts of powdered steel and iron. These are well suited to stopping heavier vehicles, like SUVs and large pick-ups, like F-series Fords, so they are popular in the US. Although they are not as dusty as low-metal European types they still

NAO materials appear fibrous before going into the presses. This is the material used in general-purpose Bendix pads from the CT range. The pressing/heating process is complex. It’s not just one single operation. Pressure and heat might be applied cyclically up to 10 times during the process

This is the material used in the Bendix heavy-duty range. It’s also fibrous. As these materials are pressed, gasses are formed. One reason pressure is released at various stages during the operation is to release these gasses rather than trapping them in the finished material and undermining the structural integrity of the pad

This material is suitable for use in replacing OE pads in imported cars, like BMW and Mercedes-Benz. Note that it is granular in nature, rather then fibrous. Another reason for variation in pressing/heating cycles is to promote various chemical reactions at different stages of the process

typical of Australian conditions. At higher temperatures, however, the transfer film is destroyed, so NAO pads aren’t suitable for high-speed or high-load use.The idea that certain brake materials work in particular temperature ranges is fairly well understood in the automotive industry. It applies to most brake pad materials, including the resins used to bind pad materials together, not just the sulphides and other ingredients that contribute to transfer films.

Bendix produces a wide range of brake pads utilising a range of technologies suited to virtually all vehicles operating in Australia

result in significant disc wear due to their high metal content. Bendix heavy-duty pads use semi-metallic compounds. A 4WD constantly towing a heavy trailer full of tools is a typical Australian application for such pads.The bulk of pads used in Australia and, more broadly, Asia, are non-asbestos organic (NAO) types, often described as ceramic. General characteristics for the type are low noise, low disc wear, medium friction and low dust. These pads operate completely differently to low-metallic and semi-metallic types. French says they can be described as a combination of abrasives and lubricants. Specifically, an NAO pad applies a coating to the disc called a transfer film. Pad action occurs mainly on this film, so the disc is protected from wear to a greater degree than with other types of pads. The transfer film is constantly being worn away, but also built up again as the pad wears in service. This occurs at the sorts of temperatures

A typical pad material might have up to 20 different components. Many of them act as might be expected. Rubber, for instance, is a common ingredient. It’s not difficult to imagine that it creates friction at low temperatures. Again, it doesn’t take much imagination to see that at higher temperatures it simply burns away without doing much. So, adding a lot of rubber will give good low-temperature operation at the expense of higher-temperature performance. Copper is also a common ingredient in brake pads and, once again, it’s no stretch of the imagination to see that it conducts heat away from the working surface of the pad. While that might seem like a good idea, some materials need heat to perform properly and removing too much can have a detrimental effect. Graphite is sometimes added as a lubricant. What? Keeping grease and oil off a disc during installation is important for obvious reasons. Why, then, would you want to put lubricant in a brake pad? Well, only small amounts are added to compensate for excessive grab of other ingredients needed for other purposes. It acts to keep the overall action of the pad linear. These examples show that while it may be relatively easy to visualise the action of a particular material, predicting the effect it will have on the other materials in the pad becomes staggeringly complex very quickly.Brake pads also contain aramid fibres, although the brand names Twaron and Kevlar

might be better known than the general class. Aramids have high resistance to abrasion and heat. They assume some of the roles asbestos previously had and generally help hold a pad together, which is why Kevlar is also popular in bulletproof vests. If there aren’t enough fibres in a pad that needs them, wear will be excessive. However, too many fibres will make the pad overly stiff and noisy, and noise is the enemy of sales. In fact, each year Bendix conducts an extensive survey of more than 1,000 workshops to find out what the industry wants. Lack of noise is always at the top of the list. So, what makes a pad noisy?

Tim Paton specialises in noise control at Bendix and explained that pads are most often thought of as the culprit in producing noise, particularly squeal. However, all of the components in a braking system have a resonant frequency at which maximum vibration and noise will occur. These all interact with each other and, although one component may not vibrate, it could induce vibration in another. Also, severe noise will be the result if the resonant frequencies of components coincide.Discs present a particular challenge because they can have a multitude of resonant natural frequencies due to the number of planes in which they can vibrate. There is drum-skin type vibration, bending vibration in a multitude of planes, twisting in a number of planes, even ripples both radial and circumferential. Paton explained that getting rid of a vibration by adjusting the characteristics of one component might work, but then introduce

Some materials used in brake pads are obvious, like copper (above left). Others are not the sort of thing you generally come across. Most are available in a range of grades. Brake pads require the highest quality types or consistency suffers. Materials are the biggest expense for the company

A broad range of products is produced at the Bendix plant. The company considers its people valuable assets and, as automation and robotic handling of various process proceeds, staff are retrained and utilised elsewhere in the plant


43AUGUST 2012

a new vibration. Regardless of where noise is generated in the braking system it tends to be emitted from the disc because it’s an extremely efficient shape for doing so.Squeal is high frequency vibration. Adjusting the natural frequency of a component is one aspect of controlling it. The more rigid something is, the higher its natural frequency will be. So, less rigid components have lower frequencies. Putting a cut across a brake pad makes it less rigid and so reduces its natural frequency. Whether doing so results in reduced noise has to be tested in combination with other components for the reasons mentioned. Frequency also varies with operating

conditions. Pressure in a braking system during activation increases

rigidity of the system as a whole and effectively increases the natural frequency of the combination. As expected,

temperature also plays a part. Higher temperatures reduce

stiffness, resulting in lower harmonic frequencies, which

is why noise can vary depending on how hard the brakes are applied.

The frequency of localised sections of a disc brake pad contributes to the overall noise signature of the part. This is why chamfers reduce noise. In a pad with no chamfer, the edge of the friction material is obviously at 90 degrees to the surface of the disc at the point where the two meet. During application of the brakes the sharp edge of the pad where it meets the disc can flex at the microscopic scale. This can set up an extremely fast high-frequency stick/release cycle that generates squeal. Chamfering the side of a pad increases the angle at which the pad meets the swept area of the disc. Effectively, it makes the very edge of the pad self-supporting and more rigid at microscopic scale and shifts frequency to a higher-level humans can’t hear. It probably upsets your dog, though.The three factors that affect the performance of friction material are speed, pressure and temperature. And, of course, all these things interact, as do all of the materials used to make pads and the processes used to form them. Brake pads are one of the easiest components to fit to a vehicle, but they are much more difficult to make than many other parts. Spare a thought for that next time you fit a set. Or, don’t. Just fit them, comfortable in the knowledge that the simplicity of the job is underpinned by specialist-controlled complex processes that allow you to get on with the backbone of your business: customer service.

Installation of this fully automated computer controlled

pressing plant represents a commitment by FMP to

manufacturing in Ballarat. It’s world-leading technology that sets the

company at least five years in front of many competitors. It heats and

compresses brake pad mixtures in a very complex process

Backing plates are stamped on site using machines originally designed, built and subsequently modified by the company over the years. Innovative maintenance and modification from the on-site engineering and toolmaking departments continues to improve machine efficiency

Original glue used on pads was red and sometimes mistaken for rust, so a black glue and a new method for applying it was developed, both of which were more difficult than originally imagined (above)

Brake ingredients are hazardous to health. Handling procedures at FMP/Bendix are world leading – the brake pad ingredient mixing process at the site is fully automated (below)

The shape of Bendix Stealth pads is all about removing areas that aren’t needed and retaining those that are most effective. It has taken considerable time to implement across the range because of the degree of testing required to verify performance (above). Titanium is best known for its high strength/weight ratio, but it also ‘grabs’ against other metals. This characteristic is utilised by applying a titanium stripe across the surface of new pads to create instant grip with no need for bedding in (below)


Paul Brew has the best selection of scan tools we have seen in any single workshop. He couldn’t bear to see the Vane end up on the scrap heap so he saved it (inset)


Who needs a scanner? Anyone who works on vehicles. The question is, which one to buy?WORDS AND IMAGES Paul Tuzson

Determining which scanner to buy from the range on offer is not easy. In an attempt to help

sort it all out Australian Automotive asked four very different workshops why they chose the scanners they use and what they think of them.The X431 Master has been the mainstay of Launch diagnostic products for some time. The more compact wireless-linked Diagun has also been popular, as have wirelessly-linked scan tools from all manufacturers that offer them. Now, Launch has incorporated the wireless paradigm in the latest iteration of the X431 series, the recently introduced X431 GDS. It costs around $5,000.A new scan tool is good news for a number of reasons. It can often mean there are run-out deals available on previous models to clear stock and also because of the changeover

deals usually offered. This is the case with Launch. The previous X431 Master can now be had for around $3,000, which is good value because it’s still upgradeable. However, there is nothing like having the latest and greatest, so we went and spoke with new Launch customer, Steve Hall, who owns and runs George Hall Auto Service in Northcote, Melbourne.

This business was established in 1975 and it’s extremely busy. There are six mechanics all working solidly on good cars. Hall explained, “We tend to get them (cars) as soon as they are out of warranty. We are a one-stop shop”. Amazingly, the X431 GDS is the first scanner ever owned by this business. We were surprised. How could an established mechanical workshop as successful as this get by without a scan tool for so long? Hall explained that they used to either pay a roving diagnostician to visit and plug a tool into their difficult jobs, or borrow a

tool from a friend’s workshop around the corner. This was the status quo for years but, finally, the arrangement reached its limit of practicality. Hall noticed that, although the travelling diagnostician carried a number of scan tools he often pulled out an X431 first, so that seemed like a reasonable bet. After a number of presentations from other companies he settled on the X431 GDS.Hall feels that the GDS interface and menu system is intuitive. Everyone in the shop had to learn to use it quickly, so anything overly complex was out. Some brands seemed to have a steeper learning curve and Hall noted that even the reps trying to sell them didn’t seem to understand them terribly well. This is a bit of a worry and, we have to say, Hall wasn’t the only business owner to make that point.Other things he likes about the unit are that the internal battery allows the X431

Gino Mastro and his brother Gorin invested in the excellent value-for-money Autel Maxidas DS708 from Interequip. They haven’t looked back

Steve Hall says the new X431 never gets put away. It has to live on the bench because it gets used so much

New X431 from Launch has more

memory, faster operating speeds

and effortless software upgrade

capabilities

45AUGUST 2012


GDS to be fired up as the operator walks to the car, although that’s more of a mood improver than a time saver. Earlier Launch units had been criticised as being slow, but the GDS is much faster. The range of cars covered by the unit is extensive. So are the types of cars passing through the business and, so far, the GDS has been able to get into all of them. In times past, Launch scan tools had suffered criticism for focussing too strongly on European models. But the days when the local market was more strongly Holden and Ford are gone forever. Although Launch does support local models well, it also has the much broader range essential for non-specialised workshops.PB Autos is a one-man workshop in Seaford, Victoria. Space is tight, but so is the diary. Owner Paul Brew has work booked as far into the future as he cares to peer. He works

on absolutely everything from old to new, imported to local. Brew has also had more scan tools than anyone we spoke to. He made the point that if a business is to be able to work on whatever comes through the door a number of scanners are needed. What’s the number? That’s hard to say, but he has more than one dozen. He even finds uses for the old Bear 400. Brew’s choice for European cars is the Autoland iScan II. In fact, he has just upgraded to the later version shown. It’s no good for locally made cars, but it has comprehensive functions on the models it does cover. It can, for instance, get in and re-program modules. He also has a couple of Winstar units for particular cars, like Mercedes-Benz and BMW, and they have similar coding capabilities.Not everything has to be expensive. Brew also has the VCDS from Ross-Tech in America. This only costs around $600 for a single operator kit. It covers Volkswagen, Audi, Seat, Skoda

and Bentley. That’s all it does, however its coverage of those models is extremely deep. Brew explained: “When

Volkswagen changed its UDS protocol in

about 2008/2009 you couldn’t even reset the service indicator light, no matter what aftermarket

tool you had. VCDS was the first to be able to deal with the changes.” The program is PC-based and can do almost anything the factory tools for those cars can do. That’s an important point. While some scan tools are said to be able to interact with a wide range of cars, the degree of functionality for some may be extremely limited.Brew explained that over the years he has found that some scanners can’t do everything claimed. He mentioned one well-known brand that was supposed to be able to reset a service reminder on a particular model. It said that it could, it said that it did, but it didn’t.

A scan tool is as important as any tool.

The Maxidas DS708 is particularly good

with Holdens.

The OTC 3109 is a low cost scan tool that can read and clear trouble codes (DTC) and display live data. It’s good for finding basic DTCs when a main unit is being used. Though it’s inexpensive, it is still comprehensive (left). Like other suppliers, Repco offers good upgrade programs for older units. Replacement units have what were once supplementary units, like the CAN module shown, directly incorporated (right)

Andrew Temby finds the portability and Wi-Fi capabilities of the PV-VCi from OTC (available from Repco) to have quite a few good points. The PC-VCi screen folds around flat to become a tablet (right)


What’s more, he says, “Some machines give very inaccurate information.” Brew cited one

instance in which a tool was indicating a speed of 576km/h while stationary. This is why

he likes having a number of scan tools with some crossover

functionality. It’s interesting to check the results of one against another.Brew likes the ubiquitous Hanatech and has always found it a good tool for checking the results of other scan tools. The P1 has everything built in, including scope functions. It has been one of the best all-round scanners available in Brew’s opinion. Another tool Brew holds in high regard is the latest G-Scan. It has excellent functionality, in his opinion. For instance, if you are going to do a key code you have to know the six-digit security number. With a G-Scan you don’t have to, it knows automatically. When you nominate the car its connection to it will automatically read the VIN.

The G-Scan has very deep coverage of Holdens and local Fords, as well as Asian cars. It’s the factory tool for Hyundai and Kia and covers trucks as well. It also contains the Rellim diagnostic trouble code

data. It has basic cover for European cars, but if local and

Asian cars are the bulk of your business this is a good core tool to have. Brew’s overall view is that no one scan tool

does everything and it’s unrealistic to expect that one would. “It’s just too complex.

It will never happen. You need more than one tool for

broad coverage”, he concluded.Gino Mastro, co-owner of the two-man Elite Service Centre in Hoppers Crossing wanted the best value, professional grade scan tool he could find. He settled on the Autel Maxidas DS708 shown on page 45. He went on to explain that it covers most of his business’ needs but, whenever it doesn’t, there is a workshop around the corner with a scanner that does.

“Ours might do something that theirs doesn’t and vice versa. It’s an approach that works”, he said. Sharing scan tools like this is a good way to get the coverage needed with just one tool. Aside from pretty broad coverage and good depth on many cars, the DS708 is one of the least expensive professional grade scanners available at a bit more than $3,000. It’s definitely worth a look and if it matches your needs it will be difficult to find better value. It’s Wi-Fi enabled, so updates are as easy as any tool with this technology.Temby Auto Service in Eltham also has six extremely busy mechanics. The business has won the Repco Dealer of the Year award. Andrew Temby suggests that it’s unrealistic to expect one scan tool to do everything. He has the fairly common Carman scan tool, along with the OTC Scan-Pro (page 46). There’s also a Hanatech, which has proven very useful. Temby likes the fact that it comes with thin needle probes that will pierce insulation and which can be pushed down the side of weatherproof seals and the like. The shop has also adopted the G-Scan and everyone is very happy with it. “The G-Scan covers a lot of cars and you can get into them very quickly. It comes with a long lead so you can move around under the bonnet pretty easily,” he said. The shop has also been using a notebook-based OTC PC-VCi recently and notes some good points. Foremost among them is the wireless vehicle interface and general Wi-Fi connectivity. An operator can be under the bonnet looking at values on the screen while physically manipulating a component like a throttle unit. Other scanners with long connection leads can do the same, but the PC-VCi can go much further. “You can be down the back looking at a boot

catch as you activate it using the bi-directional component test

functions. This is more difficult with tethered units,” says Temby.The PC-VCi also

works as a computer, so you can have any

software on the system. This allows access to other resources via the

internet. The screen can be adjusted to any angle, which

is a definite advantage. Wi-Fi connectivity also allows the fully

automatic software upgrades to occur while the unit is being used.

Internet access also permits for parts ordering without leaving

the engine bay. The PC-VCi is

CONTACTS

interequip.com.augscan.com.ausnapon.com/diagnosticsboschdiagnostics.comautologic-diagnos.comautoland.com.twross-tech.comefi.com.auautoequipment.com.auscantool.netspx.com.auaecs.netautoboss.nethanatech.netlaunchtech.com.aucarmanscan.euscantool.netrepcoequipment.com.auevoscan.comengine-codes.compinoutsguide.com

also more robust than it seems. Temby says it has survived a number of mishaps in the workshop without a problem.The PC-VCi has a built-in oscilloscope function that Temby uses regularly. Some operators don’t find them useful but, for diagnosing ignition problems and other voltage in time functions, they are invaluable. “The PC-VCi also comes with a flexible camera extension that’s handy for looking into difficult places,” he added.It’s impossible in four pages to list all of the positive attributes of all the scanners available and compare them with each other. Finding out all the details you need to know about scanners is going to involve some research, so we have included some website addresses to get you started. The opinions reproduced here are just that, the opinions of those particular businesses.

G-Scan is showing up in more and more workshops and suits a range of cars and Asian trucks. It’s even suited to some yellow iron so it’s being used in mining and industry (left). The latest Snap-on is extremely capable, but expensive (right)

This is the latest swap-over P1 upgrade of the popular Hanatech

47AUGUST 2012


Please contact your local Castrol Account Manager or Regional Manager to hear more about these exciting Castrol Professional innovations and the host of additional service programmes developed exclusively for you and your Professional Workshop.

Castrol Regional Managers

QLD Bob Scholz 07 3850 9311

NSW Gary Macbeth 02 9795 4822

VIC/SA/TAS David Mellington 03 9268 4294

WA David Gibson 08 9268 9196

The 2003-2007 Honda Accord uses the 2.4-litre K24A4 VTEC engine. The engine is fitted with

a Programmed Fuel Injection (PGM-FI) system, monitored, and controlled by an Electronic Power Control Module (PCM) located under the centre of the dash.

TUNE-UP PROCEDURESIdle Speed Checking1. Disconnect the two-pin EVAP purge

control solenoid valve connector.2. Connect a suitable scan tool to

the diagnostic connector located under the driver side dash.

3. Start the engine with the accelerator pedal slightly depressed.

4. Stabilise the engine speed at 3,000rpm with no load until the radiator fan switches on, and then slowly release the pedal until the engine idles.

5. Check that the headlights, blower fan, rear demister, cooling fan and air-conditioner are off, (select ‘P’ or ‘N’ if automatic transmission, with park brake applied). Check that the idle speed is within specification and adjust if necessary.

6. Turn the ignition off and reconnect the EVAP connector.

Idle Speed Resetting1. To adjust idle speed a relearn must be

performed. Turn off all accessories, such as lights, radio, demister. Perform the PCM reset using your scan tool.

2. Turn ignition to ON for two seconds. 3. Start the engine and stabilise the

engine speed at 3,000rpm with no load until the radiator fan switches on.

4. Run engine for five minutes with the throttle fully closed.

5. Recheck idle speed.6. If idle speed is still not within specifications

then there may be a problem with the idle air control valve or engine management system. Check fault code diagnosis.

Ignition Timing1. The ignition timing is controlled by the PCM.2. With the engine at idle, connect a timing

light to the No.1 ignition wire and aim the light toward the pointer on timing belt cover. When checking timing, ensure that the headlights, blower fan, rear demister, and air-conditioner are all switched off.

Honda AccordK24A4 Engine Management 2003-2007

3. The timing light should indicate 8º ± 2º BTDC (red mark) @ idle.

4. If the ignition timing is not within specification then you may need to update or replace the PCM.

Idle MixtureThe idle mixture is controlled by the PCM. There is no applicable adjustment procedure.

Fuel Pump Pressure1. To release the fuel line pressure prior

to checking, remove fuel pump relay located under dash. Start engine and let it run until it stalls, and then refit relay.

2. Switch ignition off. Remove fuel filler cap to release the pressure in the fuel tank, and then refit.

3. Disconnect the negative battery cable.

4. Disconnect the quick connect fitting at the fuel injectors and attach fuel pressure gauge.

5. Reconnect the negative battery.

6. Start engine and let it idle. The pressure reading should be 320-370kPa (50-54psi).

Spark Plugs And Idle

Transmission Spark Plug Gap Idle SpeedManual Transmission NGK: ZFR6K-11 1.10 mm 700 ± 50rpm

DENSO: KJ20DR-M11Automatic Transmission NGK: ZFR5F-11 1.10 mm 800 ± 50rpm

DENSO: KJ16CR-L11 (In Neutral)

Reading & Erasing CodesFault codes can only be read or cleared from the PCM by using a suitable scan tool.

1. Check that the charging system is operating correctly and that the battery is fully charged.

2. Place the transmission in neutral and turn all accessories off.

3. Connect a suitable scan tool to the data link connector located under the driver side of dash.

4. Turn the ignition to ON.

5. Recorded fault codes will be displayed.

Check Engine LightTo ensure correct check engine light function, proceed as follows:1. Turn the ignition ON. Ensure that

the light illuminates, and is then extinguished after two seconds.

2. If the light fails to illuminate, first check for a blown globe and/or fuse. If these are all okay, check the wiring harness for continuity and repair or replace as required.

49AUGUST 2012







Terminal Component (Circuit) Wire Colour VoltageA1 Knock Sensor (KS) R-L Pulses with engine knockA2 Ignition Power Source 2 Y-B Ignition on: Battery Voltage, Ignition off: 0VA3 Ignition Power Source 1 Y-B Ignition on: Battery Voltage, Ignition off: 0VA4 Power Ground 2 B < 1.0V at all timesA5 Power Ground 1 B < 1.0V at all timesA6 Camshaft position Sensor B G Pulses with engine running, with ignition switch on: approx 5VA7 Crankshaft Position Sensor L Pulses with engine running, with ignition switch on: approx 5VA8 Ground 2 BR-Y < 1.0V at all timesA9 Ground 1 BR-Y < 1.0V at all timesA10 Air Fuel Ratio Sensor Heater Control G Ignition on: Battery Voltage, Engine running: 0VA12 Idle Air Control Valve B-R Duty controlled with engine running A13 No.4 Ignition Coil Pulse BR Pulses when engine is running, with ignition switch on: 0VA14 No.3 Ignition Coil Pulse W-L Pulses when engine is running, with ignition switch on: 0VA15 No.2 Ignition Coil Pulse L-R Pulses when engine is running, with ignition switch on: 0VA16 No.1 Ignition Coil Pulse Y-G Pulses when engine is running, with ignition switch on: 0VA18 Counter Shaft Speed Sensor B-L With ignition on: 0V, whilst driving: 2.5VA19 Camshaft Position Sensor A L-W Pulses with engine running, with ignition switch on: approx 5VA20 Sensor Voltage 2 Y-L With ignition on: approx 5V, ignition off approx 0VA21 Sensor Voltage 1 Y-R With ignition on: approx 5V, ignition off approx 0VA23 Sensor Ground 2 G-Y < 1.0V at all timesA24 Sensor Ground 1 G-W < 1.0V at all timesA28 Air Fuel Ratio Sensor 1 Negative Side R-Y NAA29 Throttle Position Sensor R-B Fully open: 4.5V, fully closed: 0.5VA30 Manifold Absolute Pressure Sensor G-R With ignition on: approx 3V, approx 1.0V @ idleA31 Air Fuel Ratio Sensor 1 Positive Side R NAB1 VTC Oil Control Solenoid Valve L-W With ignition on: 0VB2 No.4 Fuel Injector Y Duty controlled @ idle, with ignition on: battery voltageB3 No.3 Fuel Injector L Duty controlled @ idle, with ignition on: battery voltageB4 No.2 Fuel Injector R Duty controlled @ idle, with ignition on: battery voltageB5 No.1 Fuel Injector BR Duty controlled @ idle, with ignition on: battery voltageB6 VTEC Solenoid Valve G-Y Approx 0V @ idleB8 Engine Coolant Temperature Sensor R-W With ignition on: approx 0.1-4.8V, engine hot: approx 0.5-0.7VB10 Alternator Signal W-L With ignition switch on approx 0V, with engine running: battery voltageB13 Alternator Signal W-R With engine running approx 0-5.0VB15 Engine Mount Control Solenoid Valve L-Y Approx 0V @ idle, with engine running above idle: battery voltageB17 Intake Air Temperature Sensor R-Y With ignition on: approx: 0.1-4.8VB18 Alternator Control W-G With engine running: approx 8.0VB21 Evaporative Emission Canister Purge Valve Y-L With engine running cold: battery voltage, running hot: duty controlled C1 A/T Clutch Pressure Control Solenoid Valve A R-B Duty controlled with ignition onC2 Shift Solenoid Valve C G With engine running and transmission in N or D, D3: battery voltageC3 Shift Solenoid Valve E Y With engine running and transmission in P or R: battery voltageC4 Shift Solenoid Valve B G-W With engine running and transmission in P, R, N, D, D3: battery voltageC5 Shift Solenoid Valve D G-R With engine running and transmission in D, D3: battery voltageC6 Shift Solenoid Valve A L-B With engine running and transmission in R, D, D3: battery voltageC7 A/T Clutch Pressure Control Solenoid Valve C L-Y Duty controlled with ignition onC9 Transmission Range Switch D3 Position R Approx 0V when in D3 position, battery voltage in all other positionsC10 3rd Oil Pressure Switch L-W With ignition on: approx 5V, with clutch pressure: 0VC11 Transmission Range Switch 2nd & 1st Position G-R Approx 0V when in 2nd & 1st, battery voltage in all other positionsC12 Transmission Range Switch R Position R-W Approx 0V when in reverse, battery voltage in all other positionsC13 2nd Oil Pressure Switch L-R With ignition on: 5V, with 2nd clutch pressure: 0VC14 Transmission Fluid Temperature Sensor R-Y 0.2-4.8V with ignition onC15 A/T Clutch Pressure Control Solenoid Valve B L-W Duty controlled with ignition onC17 Transmission Range Switch D Position Y-G Approx 0V when in D position, battery voltage in all other positionsC18 Transmission Range Switch D or D3 Position L-Y Approx 0V when in D or D3 position, battery voltage in all other positionsC19 Mainshaft Speed Sensor W-R With ignition on: approx 0V, with engine running in neutral: 2.5VC20 Transmission Range Switch N Position R-B Approx 0V when in N position, battery voltage in all other positionsD5 Transmission Range Switch R Position W Approx 0V when in R position, battery voltage in all other positionsD6 Transmission Range Switch P Position L-R Approx 0V when in P position, battery voltage in all other positionsD10 Inhibitor Signal G Ignition on: battery voltage

PCM Pindata








D11 Transmission Range Switch Cruise Signal P Approx 0V when in D or D3 position, battery voltage in all other positionsD12 Cruise Control Signal L-B Pulses with cruise control onE2 Shift Lock Solenoid Y-B Ignition on in P position with brake pedal depressed: 0VE3 Ground 3 BR-Y < 1.0V at all timesE4 Sensor Ground 3 G-B < 1.0V at all timesE5 Sensor Voltage 3 Y-G < 1.0V at all timesE7 Main Relay R-B With ignition on: approx 0V, ignition off: battery voltageE8 Air Fuel Ratio Sensor Control Relay P With ignition on: approx 0VE9 Ignition Signal 1 B-Y With ignition on: battery voltage, ignition off: 0VE10 Fuel Pump Relay G-Y Ignition on: battery voltageE11 CAN High Signal W Pulses with ignition onE12 Radiator Fan Control G 0V with fan running, battery voltage with fan stoppedE14 Idle Mixture Adjuster O Ignition on: 0.5-4.5VE15 Electrical Load Detector L-B Ignition on: 0.1-4.8VE16 Power Steering Pressure Switch Signal L-Y 0V @idle with steering straight ahead position,

battery voltage on full lockE17 Immobiliser Fuel Pump Relay G-Y Ignition on: battery voltageE18 A/C Clutch Relay R 0V with compressor on, battery voltage with compressor offE20 No.2 Oxygen Sensor W-R > 0.6V with engine running throttle closed @

idle, < 0.4V with throttle quickly closedE21 No.2 Oxygen Sensor B-W Ignition on: battery Voltage, duty controlled with engine runningE22 Brake Pedal Position Switch W-B 0V brake pedal released, battery voltage with pedal depressedE23 K-Line L Battery voltage with ignition onE24 CAN Signal Low R Pulses with ignition switch onE25 Engine Speed Pulse L-R Pulses with engine runningE26 Vehicle Speed Sensor Output Signal L-W Pulses with vehicle speed, battery voltage with ignition onE27 Immobiliser Code R-L N/AE29 Service Check Signal BR 0V with signal shorted, 5.0V with signal openE30 Write Enable Signal R-W 0V with ignition on

PCM Pindata cont.

TROUBLE CODES ACCESSDescription

When the PCM detects a fault, the check engine light on the instrument cluster illuminates and a fault code is recorded in the PCM memory. Codes recorded are retained

in memory until power supply to the PCM is interrupted. The following information details procedures for testing the check engine light, as well as reading and erasing PCM codes.

CMP

ECT

IAT

TPS

MAP

KS

Injectors

ELDIgnition CoilsVTEC

Solenoid

VTEC OilPressureSwitch

VTEC OilSolenoid

CKP

51AUGUST 2012







with Dr Rick

Email questions to: [email protected]

Tech Talk

Dear Dr Rick,

I have just purchased a 2003 Toyota Camry ACV36R and one of the remote locking pads has stopped working. The battery inside is not replaceable, as the pad is sealed, although the battery is only a CR2032 watch battery. Do you know of an aftermarket remote pad with a replaceable battery? I have searched and asked many people but with no luck, other than the genuine Toyota pad.

Bruce, Port Macquarie

Dear Bruce,

The Toyota remotes for this vehicle are designed as throwaway items. Once the batteries go flat there are no recommended repair procedures. Non-genuine remotes for this vehicle are not common, and due to the large number of possibilities, the likelihood of buying a remote that will not suit your vehicle are high.

Your best option will be to buy a genuine remote from your local Toyota spare parts dealer. Some dealers will program your remotes for little or no charge. Otherwise you can use the following procedure.

Programming Door Lock Remotes:

Make sure you have all remotes with you. (You can have up to four programmed to the vehicle.)

Ensure that accessories and headlights are off.

Insert ignition key and turn it from OFF to ON three times within five seconds, finishing with the ignition turned on.

The vehicle should now show ‘Prog’ in the display.

Operate the first remote control and the hazard lights will flash.

Operate the second and subsequent remote controls. The hazard lights should flash each time to confirm programming.

Remove ignition key and test operation of each remote.

W-G

W

W-G

G-W

G-W

G-W

B-Y

Y-B

Y-B

B-R

B-Y

B-R

B-RB-Y

B-W

Y-B

Y-B Y-B Y-B Y-B

Y-B

Y-B Y-B

BR-Y BR-Y

Y-B

Y-B

R-B

R-B W-L

B-W

B-W

B-W

L-W

LtG

B-W B-WB-W

L-R Y-GBR BR R L P Y L-B L-W B

B

B

B

B B B BB

G L B-R B-R L-WY-B

B B BB

15A

7.5A

15A

100A

50A

40A

E7 A13

A14

A15

A16 B5 B4 B3 B2 D11

D12 E2

6

A2

A6

A3

A7

A12

B

A4

A5 B6 B1

VTC

Oil

Cont

rol

Sol

enoi

d Va

lve

Shei

lded Sh

eild

ed

L-B L-Y R-L W-R B-WBR-Y BR-Y

B11

E16

A8

A9

A1

E20

E21

V

TEC

Oil

Pres

sure

Sw

itch

Pow

er S

teer

ing

Pres

sure

Sw

itch

Knoc

k Se

nsor

Secondary HO2 Sensor

VTE

C So

leno

id

Va

lve

BR-Y BR-Y BR-Y

BR-Y

Y-R

R

E4

G-B B-R

BR-Y

B

Connector

Clut

ch P

edal

Po

sitio

n Sw

itch

Starter

Star

ter

Rel

ay

Igni

tion

Coil

R

elay

Mai

n Re

lay

1

Batt

ery

Ignition Switch

Inje

ctor

No.

1

Inje

ctor

No.

2

Inje

ctor

No.

3

Inje

ctor

No.

4Ignition Coil No.4

Ignition Coil No.3

Ignition Coil No.2

Ignition Coil No.1

Connector

Cruise Control Unit

Camshaft Position Sensor B

CrankshaftPositionSensor

IACValve

G-B

A1 A2 A3 A4 A5 A6 A7 A8 A9

A10 A13A12 A14 A15 A16 A18 A19 A20 A21

A23 A24 A28 A29 A30 A31

B1 B2 B3 B4 B5 B6

B8 B10 B11 B13 B15

B17 B18 B21

K24A4 Wiring Part 1

Troubleshooting Chart

Problem Possible CausesNo start Check battery voltage, test starter circuit, connect a fuel pressure

gauge and check fuel pressure, check for low compression, check ignition system, check for vacuum leaks to the intake system, check for damaged timing chain, check condition of fuel, check immobiliser system, check for trouble codes in the PCM.

Hard starting Check battery voltage, connect a fuel pressure gauge and check fuel pressure, check for low compression, check for vacuum leaks to the intake system, check ignition system operation, check condition of fuel.

Rough Idle Perform a PCM idle relearn, Inspect and adjust throttle cable if required, Inspect condition of throttle body, check for vacuum leaks to the intake system, check the power steering pressure switch signal circuit, check fuel pressure, test fuel injectors for correct operation, inspect PCV valve.

Misfire, Running Rough Check condition of spark plugs, check fuel pressure, test operation of fuel injectors, check for low compression, check and adjust valve clearance, inspect condition of fuel.

Lack of Power Check fuel pressure, inspect condition of air cleaner element, inspect and adjust throttle cable if required, inspect the condition of the throttle body, check condition of three way catalytic converter, check the operation of fuel injectors, make sure camshaft timing is set correctly, check for contaminated fuel and low compression in the engine, inspect engine oil level.

Engine Stalls Perform a PCM idle relearn, connect a fuel pressure gauge and check fuel pressure, check idle speed setting, test brake pedal switch signal circuit for faults, check condition of spark plugs, check for and vacuum leaks at the intake manifold, check all sensor and harness plug connections.








BR-Y

BR-Y

L-W

Y-R

R

BR-Y BR-Y

BR-Y

L-RL-BR-YR-BB-LW-BR-W W G R P R R-Y G Y-G O

G-Y

G-Y

L-W

W-B

R

G-YG-YBR-Y

BR-Y Y-G

B-Y

B-Y

G-W

B-Y

G-Y

E3 E27

E-17 E-9

E25

E10

E-15

A20

A18E2

2

B8E24

E11

D10

A23E8A31

A28

A10

A19

E5 E14

B17

A29

B-Y

Y-L L-Y W-L W-R W-G W-R

W-R Y-R Y-R G-W

G-W

G-R L-B L-R

W-G

R-L

R-W

R-W BR

BR L

LB-Y

B-YB-Y

L-Y

G-R B B B

B

B

G

G

B

B

R

RY-R

BR-Y

B-R

B-R

B-R

G-W

W-G

Y-B

B-R

B-R

B-Y

B-Y

B-Y

B15

B10

B13

B18

C19

A21

A24

A30 E1

2

E18

E29

E30

E23

B21

B-YB-Y

B-Y

Alternator Mainshaft Speed Sensor Map Sensor

Radi

ator

Fan

Switc

h

Radi

ator

Fa

n Re

lay

Cond

enso

r Fa

n M

otor

Cond

enso

r Fa

n Re

lay

Com

pres

sor

Clut

ch R

elay

ImmobiliserControl Unit

Mai

n Re

lay

2

Fuel

Pum

p

ThrottlePositionSensor

CountershaftSpeed Sensor

Brak

e Pe

dal

Posi

tion

Switc

h

Shei

lded

Engi

ne C

oola

ntTe

mp.

Sen

sor

Instrument Cluster Assembly

Air

Flo

wSe

nsor

Rel

ay

Air Flow Sensor

Connector

CamshaftPositionSensor A

Idle Mixture Adjuster

IAT

Sens

or

TachometerConnector

ELD Unit

Com

pres

sor

Clut

ch

Datalink Connector

Radi

ator

Fan

Mot

or

Engi

ne M

ount

Con

trol

Sole

noid

Val

ve

Evap

Can

iste

rPu

rge

Valv

e

Y-L

Y-L Y-L

B-Y

L-W L-W

L-W

30A

20A

15A

15A

20A

15A

7.5A

7.5A

BR-Y

BR-Y

G-B

G-B

Y

G-Y

E2 E3 E4 E5 E7 E8 E9

E10

E22

E11 E12 E14

E25 E26

E15 E16 E17 E18 E20 E21

E23 E24 E29E27 E30

C9

C1 C2 C3 C4 C5 C6 C7

C10 C11 C12 C13 C14 C15

C17 C18 C19 C20

D5 D6

D10 D11 D12

K24A4 Wiring Part 2

53AUGUST 2012







TOOLTIMETOOLTIME

forcetools.com.au

with Derek Hermann

During the winter months it becomes increasingly difficult to get going each morning. So, let’s spark things up a bit and consider a clever tool.

Speaking of sparks, almost every motor mechanic has come across this common problem: an over-tightened spark plug. An over-tightened plug certainly has the ability to test your patience and the problem is only amplified when the thread is stripped continuously trying to remove and replace it.

A trusted mechanic can quickly become unpopular with customers when costs are blown out by unsuccessful attempts and wasted time in problem solving.

Let me draw your attention to a most interesting and useful tool – Torque Adaptors for Spark Plugs. A Force Tools Compact Set consists of two 3/8 Drive Adaptors - one with a torque rating of 18Nm and the other with a rating of 24Nm.

When replacing spark plugs, simply use these very small but effective adaptors. Because they function just like a torque wrench, they diminish the risk of striping threads in the alloy block.

Once adjusted to the correct Nm setting, they are easy to get into difficult places without the need for clumsy extension bars and torque wrenches.

They are particularly effective when re-servicing familiar vehicles, simply because they have the added benefit of being returned with the correct tension and facilitates easy replacement and re-setting with the same ideal tool for the task.

When threads become damaged or failure occurs, the mechanic can gain confidence in ensuring their customer of the correct installation and can guarantee future success by using a torque adaptor. The added care and effort taken during the service can keep your customers satisfied and makes for a more productive and efficient day in the workshop.

In my experience, customers appreciate a confident and efficient mechanic who takes interest and pride in their profession. Using correct tools for the task prevents future problems for both you and your customers and increases future business potential and great service for loyal customers.

This little tool is a ripper and is a must for your workshop. If you want to learn more or find out where you can get your hands on one of these kits, then get on the internet and Google: Force Tools Australia K3021.

Here’s a bright idea to spark you up!

PR

N

D4

D3

21

Transaxle Range Switch

Shift

Loc

k So

leno

id

C12

C18

C11 C9

C17

C20 D5

D6

Connector

Connector

B L-W

L-W

L-W W-R

R-W

R-W

Y-R

G-RL-Y

L-Y G-R

BR L

R

R

P R-B

R-BY-G

Y-G R-B

W

W

W-G

B-L

L-B

B-R

Connector

C13

C10

2nd

Clu

tch

Pres

sure

Sw

itch

L-R

3rd

Clu

tch

Pres

sure

Sw

itch

L-W

Shift

Sol

enoi

dVa

lve

A

Shift

Sol

enoi

dVa

lve

B

Shift

Sol

enoi

dVa

lve

C

Shift

Sol

enoi

dVa

lve

D

Shift

Sol

enoi

dVa

lve

E

A/T

Clut

ch P

ress

ure

Cont

rol S

olen

oid

Valv

e A

A/T

Clut

ch P

ress

ure

Cont

rol S

olen

oid

Valv

e B

A/T

Clut

ch P

ress

ure

Cont

rol S

olen

oid

Valv

e C

E2

Y-B

Auto

Tra

ns F

liud

Tem

p. S

enso

r

C13

C6 C4 C2 C5 C3 C1

R-Y L-B

L

G-W

O

B B B B B B

G Y R BR-W L-YR-B

G G-R Y R-B BR-W B-Y

W

W

G-Y

Connector

C15

C7

B B

Y

31 2

MAP SENSOR

331 2

MAINSHAFT SPEED SENSOR

3

31 2

IAC VALVE

3 1 2 3

TP SENSOR

31 2

COUNTERSHAFTSPEED SENSOR

31 2

CMP SENSOR A

1 2

IAT SENSOR

1 2

EVAP CANISTERPURGE VALVE

1 2

ATF TEMPERATURESENSOR

1 2A/T CLUTCH PRESSURE CONTROLSOLENOID VALVE A

1 2A/T CLUTCH PRESSURE CONTROLSOLENOID VALVE C

1 2A/T CLUTCH PRESSURE CONTROLSOLENOID VALVE B

1 2

ECT SENSOR

A/F SENSOR 1

2

3 4

1

SECONDARY HO2S

2

3 4

1

SHIFT CONTROLSOLENOID VALVE A

1

SHIFT CONTROLSOLENOID VALVE B

1

SHIFT CONTROLSOLENOID VALVE D

1

SHIFT CONTROLSOLENOID VALVE C

1

SHIFT CONTROLSOLENOID VALVE E

1

31 2

CMP SENSOR B

31 2

ELD

1 2 3 4 5

109876

TRANSMISSION RANGE SWITCH

3rd CLUTCH PRESSURE SWITCH

1

2nd CLUTCH PRESSURE SWITCH

1

EMM000586

DIAGNOSTIC CONNECTOR

1 2 3 4 5 6 7 89 10 11 12 13 14 15 16

1 2

BRAKE PEDAL POSITION SWITCH

3 4

1 2

SHIFT LOCK SOLENOID

K24A4 Wiring Part 3


IMAGES autopics.com.au

Great Scot!

Australian Automotive’s Darren House chats with Formula One royalty, Sir Jackie Stewart, about the future of the Australian Grand Prix, F1 technology, and Mark Webber...

JACKIE, YOU’VE BEEN COMING TO AUSTRALIA FOR A LONG TIME.

I first raced here in a 12-hour race at Sandown, driving a Lotus Cortina. Thank God the car broke down after only two! I was lucky enough to win your Grand Prix of Australia. In those days of course, we were younger. I was completely dedicated to the sport and terribly focussed but, apparently, there was a huge number of very attractive girls that came to motor racing, as there is today. We came down from the winters of Europe to this wonderful climate that you have and we, as racing drivers would say, “We just love your sun, though we much prefer your daughters…”WHAT IS YOUR HONEST OPINION OF THE AUSTRALIAN GRAND PRIX?

Congratulations to Mr (Ron) Walker and to Andrew Westacott. This grand prix is by far one of the best, recognised for its excellent organisation and the way that it goes about its business. It is hugely popular within the world of motor sport and, in particular, Formula One. It has won, many times, the title of the world’s best grand prix. THERE SOME PEOPLE TALKING DOWN THE AUSTRALIAN GRAND PRIX, SUGGESTING WE SHOULD SCRAP THE EVENT. WHAT’S YOUR VIEW?

There will always be a vocal minority and a silent majority. You don’t hear the silent majority say, “This has done well for my shop, my restaurant, my hotel, my consumer products”. I come down here and my mobile phone immediately goes onto a SIM card for Australia. There are a whole lot of assets there that these people will never understand. The amount of tourism… I came down on a plane with somebody from Sydney who had come in from Montreal for the grand prix. After the race they are going up to the Gold Coast, then up to the Great Barrier Reef. It is quantifiable, but most people don’t measure it realistically. It would be a tragedy in my mind if Melbourne were to lose the grand prix. It’s not just Melbourne, it’s not just Victoria, it is all of Australia that would be negatively affected.

CAN YOU EXPLAIN THE NATURE OF THAT NEGATIVE IMPACT?

Unless you leave the country and see it from abroad you don’t fully appreciate the recognition and attention you get from grand prix racing. Formula One is the biggest television sport in the world on an annual basis. It is bigger than the Olympic Games or the soccer World Cup because they are only held every four years. All of the grands prix are followed by hundreds of millions of people around the world and Melbourne is the centre of that attention. There has been a huge new television contract signed over in Europe with Sky TV. They are going to be covering all three days of the grand prix. Nobody has ever done that before, so you are going to get more out of it than ever. During the AGP, Melbourne, Victoria, and Australia will get more exposure than they ever got from the tennis or the golf or the cricket or the footy. It’s huge. So, without the grand prix there would be something missing from our (F1) world, but there would be a lot missing from Australia, because you would never be able to get the coverage you get on a grand prix weekend. You will never be able to attract tourism as strongly as when the TV message goes out and the audience sees the skyline and nice weather. SOME PEOPLE SEEM TO THINK THAT DROPPING THE RACE WOULD PUNISH BERNIE ECCLESTONE, WHO THEY SEE AS GREEDY, BUT IT WOULD HAVE LITTLE OR NO IMPACT ON HIM OR F1.

The Formula One community would still keep going because there is a wait list for getting a grand prix. Now, if there is a wait list, why does Australia want to get out of it? Russia is going to have a grand prix in 2014, the United States is having two new grands prix; one this year and one next year because it is so important for the community of Austin, Texas as well as New Jersey. Malaysia has one, Abu Dhabi has one and before you know it Saudi Arabia will have one, and so probably will Kuwait

or potentially Qatar. Now, if these people want a grand prix, I am sorry, if you guys don’t want a grand prix we’ll be somewhere else. To lose the race would be a mistake.WILL THESE NEW RACES COME AT THE EXPENSE OF TRADITIONAL EVENTS?

I don’t think that is a worry. First of all, most of the traditional races are still there. The only one that is missing is the French Grand Prix. That will come back. (Losing it) was a political decision and it should never have happened because it was France where motorsport started. There (has to) be an Italian Grand Prix and a British Grand Prix and a German Grand Prix and a Monaco Grand Prix and Spa Francochamps. These are the establishments that we should always have. We are adding to the calendar, we are not reducing it. There are 20-21 grand prix races now; there might even be 22 grand prix races soon.THERE IS PLENTY OF LOVE FOR THE AGP FROM F1 TEAMS.

What the Melbourne GP does is unite a whole city and a state and a country into making us feel more welcome than we do from any other country that we go to. The only possible competitor would be Montreal, which also dedicates itself to that grand prix weekend, but nothing quite as good as you do it in Australia. WHAT KEEPS YOU INVOLVED IN F1 AFTER ALL THESE YEARS?

I still love the sport. I still get a buzz out of it. I started my racing pretty late in life; I was about 23, but the passion for the sport is still there. The lifestyle is good. I have so many friends around the world. It’s always at the right time of the year; you usually get good weather wherever you go. And the sport is still so invigorating, so technically advanced. That is the world I live in. The commercial side is what I do now. I am involved with a number of major multi-national corporations, so it is rather nice to stay in the sport and still have a business that goes along with it.

55AUGUST 2012

Stewart enjoys the winner’s spoils at Sandown as part of the 1966 Tasman Series. He went on

to win the Series that year (far left). Competing at Warwick Farm in 1967 in a V8-powered

BRM (below)

YOU WERE A GREAT ADVOCATE FOR SAFETY. IS THAT YOUR GREATEST MOTORSPORT LEGACY?

That might be the best thing I have ever done and certainly ever done for motorsports. When I raced our batting average was terrible. If you raced for five years there was a two out of three chance you were going to die. That was ridiculous. And most of it was unnecessary: poor medical facilities, poor fire fighting, not enough marshals, exposed trees and telegraph poles, no barriers, no run-off areas, no deformable structures; the cars were like papier mâché. We had more fires than we should ever have had. All of that has now been improved. We have the best risk management of any business, industry or sport in the world. It is 19 years since we lost the life of a grand prix driver. Racing millimetres apart, at 300km/h, with potential for human error and mechanical failure, and yet they are all here. It’s huge. That all started during my period. Now, Professor (Sid) Watkins for example, a great medical guy, took over from me and there are other people still doing it today, so we have got a good record, but motor racing will never be safe. You have to be aware of that.

YOUR SAFETY STANCE CREATED A LOT OF ILL FEELING FROM SOME PEOPLE.

It was huge. Life threats, because I closed the Nürburgring. In those days 375,000 people went to that race because it was 14.7 miles around the track and they camped out for the whole weekend. The economy of the Eifel region was severely hit: the hotels, the restaurants. When I cancelled the Grand Prix of Germany, the organisers wouldn’t do anything (to resolve the situation). They were so arrogant. If they had done half a dozen things over the 187 corners we would have had a race, but they did nothing. So, from my point of view, we couldn’t go. In 1968 we lost a driver on the weekend of 7 April; Jim Clark died; 6 May, Mike Spence died; 7 June, Ludovico Scarfiotti died and the weekend of 7 July, Jo Schlesser died. And the weekend of 6 August was Nürburgring. It was run in the rain and the fog. I won by more than four minutes and the first question I asked when I got out of the car was, “Is everybody alright?” because it was just taken back then that there was

THE CARS ARE TECHNOLOGICALLY ADVANCED BUT WE HAVE SEEN CUT BACKS ON DRIVER AIDS AND COST CUTTING MEASURES. HAS F1 LOST ITS PLACE AS THE DEVELOPMENT GROUND FOR ROAD CARS?

No, I don’t think so. The sport is as strong, if not stronger, than it has ever been. A lot of the major manufacturers are still involved but, because of the global recession that started in 2008, companies like Toyota, BMW and Honda withdrew from the sport. They will be back when the market returns. They see motorsport as a gymnasium for talent for their young engineers developing. The technology that comes out of Formula One changes faster than any industry I know of in the world. We are not regulated in the same way a pharmaceutical product is, or telecommunications. Mobile phones move pretty fast, but nothing close to as fast as Formula One. From the Grand Prix of Australia to Malaysia the following weekend, there would be at least five or six major changes on that Lotus. The same applied before China and the same applied for the grand prix after that, so that side of it is more advanced than it has ever been. We are using satellite communication all the time. When that Lotus goes out on track, immediately, in real time, there is a satellite message going up and then down into Oxford (England) where the factory is. Every bit of information that is coming out of the 200 sensors on the car is


going to be somebody losing their life. That’s all gone. Drivers today wouldn’t know what hit them if there was a fatality. I must have gone to more funerals and memorial services than anyone I know. That was wrong and fortunately we changed it. Society doesn’t like it, either. They like to see crashes, but death is ugly. They like to see people doing things that they would not dare to do. They like to see them making mistakes, they like to see them having the incidents, such as cars spinning down the road or hitting things, wheels and engines being torn apart, and the guy walking away. Mark Webber going up in the air at

Valencia higher than some buildings and coming down and the car shooting into a deformable structure… I was sitting at home watching it and thinking ‘he can’t survive that’, but he walked away. Fantastic!

DOES IT SOMETIMES FEEL LIKE A DIFFERENT SPORT TO WHEN YOU RACED?

The technology is ever changing, but the animal is the same. I don’t see any difference between Sebastian Vettel, for

example, and Jim Clark, as personalities. The animal is the same. They are the same type of person, the same things motivate them, and they are excited by the sport. I don’t think that has changed at all. The sport is bigger, the media is stronger and the television is giant, so all of those things have changed. There are cameras on every car. You could sit and watch the race from Fernado Alonso’s car or from Kimi Räikkönen’s car for the whole race if you wanted to; being able to tune into each driver has changed. The planet is busier. Lotus brings 89 people to the Grand Prix of Australia and we bring 36 tons of equipment. That wouldn’t have been the case in my day. These things have changed, but the drivers haven’t changed at all. They have the same desire, the same need, they have to go to the limit and not go over it.

It was just taken back then that there was going to be somebody losing their life

being read at the same time in Oxford as it is here in Melbourne. So, things like that have changed. The youth are involved in it because they are coming out of university with computer degrees; it’s all new and that’s exciting.

JACK BRABHAM JOKED TO AUSTRALIAN AUTOMOTIVE ONCE THAT HE DOESN’T KNOW WHY DRIVERS GET PAID THESE DAYS; ALL THE WORK IS DONE BY COMPUTERS AND YOU CAN’T GET HURT.

I’ll tell you what, these guys are at least as talented as Jack Brabham was, or Jackie Stewart was. You adjust to the new technology. There are 27 adjustments on the steering wheel alone. Mark Webber, around Albert Park, will probably, for 25 per cent of the lap, be driving with one hand because he will be dialling up on the steering wheel with his other hand. It is a different skill. I might not have been able to do that.

THE AUSTRALIAN SPORTING COMMUNITY HAS A LOVE-HATE RELATIONSHIP WITH MARK WEBBER. HOW DO YOU RATE HIM?

Mark is a top Australian racing driver and he is also an enormous ambassador for your country. He is a good-looking guy, fantastic athlete, a top-line racing driver who is perfectly capable of winning this race and the world championship.

WHAT ABOUT DANIEL RICCIARDO?

New driver, you don’t know. He is clearly very talented. Whether he can match that natural talent with mind management and the cerebral benefits that someone like Vettel has at only 24 years old… he is probably the most mature 24-year-old I have ever seen in Formula One. Your young guy could be another one of those,

but only time will tell. One of the big teams will want him and then he is on his way, but it will take him four years before you can really see the pay-off of his skills being demonstrated at the highest level. And he is not guaranteed to make it. It is a tough business. You have got to earn it. It must be tough for a grand prix driver. Most, including Ricciardo, became champions in other categories, but once in F1, they may never win another race. That does happen. I was lucky; I had a good batting average. I won 27 grands prix out of 99 starts. Chris Amon from New Zealand for example, was a really good racing driver, but never won a grand prix and I would have said he was one of my toughest competitors. But he didn’t choose the right team with the right technical director and the right mechanics and the right back up. So, it’s not just using the natural talent that God has given you, it is developing it. And when you develop it, you see that you need Adrian Newey or you need James Allison (Lotus technical director), or you need a man like Colin Chapman who allowed Jim Clark to win his two world championships. Jack Brabham was not only a great racing driver, but also a wonderful engineer. He won three world championships, the same as I did, but he (also) won the Constructors Championship as a carmaker. It will never happen again… amazing. So, there is a lot more to it than steering the wheel.

YOU WERE A CONSTRUCTOR, TOO.

To run a team was by far the toughest thing I have ever done. We didn’t buy an existing team; we started from a greenfield site; we built a factory and we employed new people. We finished second in the Monaco Grand Prix in our fifth race ever – a podium – it was big time. And we won a grand prix within 31 months. We had good people – because I was a racing driver, I knew I had to have the best people in order to make it work. You know, Paul McCartney is very good, so is Eric Clapton, so is Phil Collins, but if they don’t have the right backing, if they don’t have the right bass guitarist, lead guitarist, drummer, and keyboard player then suddenly they don’t sound so good. Michael Schumacher knew he had to have Ross Brawn and he had to have the group of people he chose to bring into the team. I think he was better at that than he was as a driver; recognising that he had to have top guys. If you are an editor and you have got a wanker as a journalist you’re not going anywhere. It is the same for a racing team.

57AUGUST 2012

Clockwise from above left: In his earlier days driving for BRM at Warwick Farm, 1967; Stewart had limited success as the owner of Stewart Grand Prix, with son Paul, between 1997-99; the Scot, competing here in Surfer’s Paradise, 1966, enjoyed a great deal of success driving in Australia

58 AUSTRALIAN AUTOMOTIVE58 AUSTRALIAN AUTOMOTIVE

Special FXWORDS David Dowsey

The styling is spot on. The vehicle looks like it’s carved from granite: solid and dependable, glued to the

ground yet aerodynamic, up-to-the-minute with no pastiche in sight. The FX50 is possibly not everyone’s cup of tea, but as Infiniti says, it doesn’t desire to be everything to everyone, rather, everything to some.The crossover SUV’s cabin continues the modern feel with plenty of quality touches, like the solid door handles, leather-wrapped steering wheel and plenty of high-tech gadgets. One thing that disappoints is the ‘olde world’ foot-operated park brake; it butts heads with Infiniti’s otherwise modern outlook.

Boasting a quality sat-nav, killer sound system, comfortable (heated and electronically operated) seats and ergonomically clever controls, the FX50’s interior is a tour de force of clever thinking. Tall rear passengers lack a little headroom due to the swoopy roofline, however. Safety systems include ‘Distance Control Assist’ adaptive cruise control, lane departure warning and tyre pressure monitoring system. All of that, plus a very solid build quality.

With 287kW, the eight-cylinder unit is awesome. The 500Nm means FX50 makes mince meat out of steep hills and overtaking manoeuvres. Infiniti claims a 0-100km/h time of only 5.8 seconds. Plenty of so-called sports cars can’t manage that. CO2 emissions suffer, though, with the V8 putting out 307g/km.The seven-speed automatic transmission is silky smooth and can be operated in fully automatic mode, in ‘sports’ mode via the shifter on the centre console or, for some

Infiniti plans to be a very different proposition for buyers in the luxury market

59AUGUST 2012

Infiniti’s crossover SUV line-up is predicted to be largest seller in the range

INFINITI M35hSAFETY RATING: N/AENGINE: 3.5-litre V6 petrol-electric hybridPOWER/TORQUE: 225kW/350Nm (petrol) 50kW/270Nm (hybrid motor)TRANSMISSION: Seven-speed automaticDRIVETRAIN: Front engine, RWDCONSUMPTION: 6.9L/100kmBODY: Four-door sedanSUSPENSION: Double wishbones, coil springs, anti-roll bar (front);

independent multi-link, coil springs, anti-roll bar (rear)BRAKES: Ventilated discsWEIGHT: 1830kgPRICE: TBACOMPETITORS: Lexus GS450h (from $99,990);

Mercedes-benz E350 (from $132,625)WEBSITE: infiniticars.com.au

CLEVER THINKING THROUGHOUT

WE DON’T OWN ONE

Green with Envy Infiniti’s play for the ‘performance with more’ segment is the M35h sedan. M35h (that’s ‘h’ for hybrid) delivers a sportscar crushing 0-100km/h time of 5.5 seconds, along 6.9L/100km economy (and a low emission rating of 159g/km). Wrap all that into a sexy four-door shape, lashings of luxury and a great drive and Infiniti has a great proposition on its hands.The ‘M’s’ V6 engine produces 225kW, with the hybrid drive’s electric motor bunging in 50kW of its own for a combined power rating of 268kW. Torque is 350Nm, with 270Nm of extra twist being produced by the electric motor.Needless to say, the M35h really pounces off the line with an almost instant urge (not quite EV urge, but almost). Under low to medium accelerator pressure the sedan is whisper quiet but, when the pedal is meshed into the carpet, the 3.5-litre V6 really lets it be known that there is some serious grunt under the sleek bonnet.The seven-speed automatic, with adaptive shift control and electronic clutch, offers fuss-free, slick changes. The electro-hydraulic steering assistance is excellent.Sitting on 18-inch alloys with 245/50/R18 tyres, the M35h is a handsome car featuring plenty of organic lines and pumped up wheel arches. The interior is equally modern featuring plush, comfortable seats, plenty of luxurious ‘touch points’, all the safety gear you would expect, and more. The smaller G Coupe and G Convertible will follow the ‘M’, the only sedan at launch, later this year. Until then, at least, the M35h remains one of this year’s most memorable drives.

real fun, by the steering wheel-mounted paddles for the ultimate in control.The ‘S’ line (tested here) has standard 21-inch alloys with 265/45/R21 rubber. Unfortunately, the big tyres mean there is some road roar emanating from underneath the car. Wind noise, however, is minimal, allowing the driver to savour the silky song of the smooth V8.We also tasted the FX37S, with the 3.7-litre V6 as fitted to the Nissan 370Z. This unit offered noticeably more urge at take-off, but needed the lower gears more to keep up momentum on hills, so fuel economy in the real world is no better than the V8 and, in some cases, could be worse. For those with fuel consumption in mind, Infiniti will bring the turbodiesel 175kW/550Nm FX30d to Australia at a later date.Road holding is excellent and the suspension setting on the ‘S’ is a decent compromise of sporty ability and comfort.Infiniti will hit the ground running when the FX and M sedan arrive in the Japanese brand’s three dealerships (Brisbane, Sydney and Melbourne, with plans to expand at a later date) this month. Eventually a full model line-up will be offered, covering mid-sized

coupe and convertible, full-sized sedan and an armoury of SUVs. Also available,

in time, will be diesel, petrol, hybrid and EV powertrains.

INFINITI FX50SSAFETY RATING: N/AENGINE: 5.0-litre V8POWER/TORQUE: 287kW/500Nm TRANSMISSION: Seven-speed automaticDRIVETRAIN: Front engine, AWDCONSUMPTION: 13.1L/100kmBODY: Five-door SUVSUSPENSION: Double wishbones, coil springs, anti-roll bar (front);

independent multi-link, coil springs, anti-roll bar (rear)BRAKES: Ventilated discs WEIGHT: 2067kgPRICE: TBACOMPETITORS: Lexus LX570 (from $140,900);

BMW X5 xDrive50i (from $134,000)WEBSITE: infiniticars.com.au

KILLER STYLING

FOOT-OPERATED PARK BRAKE

Infiniti plans to be a very different proposition for buyers in the Australian luxury market and, after a short taste of their early offerings, it looks like the dominance of the traditional German brands, along with Lexus, is set for a genuine shake up.

M35h trounces Porsche Panamera in battle for world’s fastest accelerating hybrid

59AUGUST 2012


WORDS David Dowsey

Toyota’s locally made flagship, the second generation Aurion, is here. With improvements across the board, it is

a difficult proposition to go past, whether it’s value for money or quality you are looking for.The new Aurion range spans five models: beginning with AT-X (at $36,490), Prodigy (tested here), and the hero Presara. In addition, there are two sports models: Sportivo SX6 and Sportivo ZR6. Importantly, all models are priced under $50,000, clearly falling below the luxury car tax (LCT) threshold.Further increasing the value equation is the fact that Toyota’s capped price logbook servicing regime has been extended to four years/75,000km.All models come with plenty of standard kit. Prodigy is equipped with seven airbags, seatbelt warning on all seats, stability and traction control, dual-zone auto climate control air conditioning, reversing camera, alloy spare wheel, multi-information display, ECO driving indicator, USB and iPod connectivity, acoustic windscreen, leather accented interior, electric rear sunshade, power front seats, and keyless entry and engine start.Despite the lengthy standard equipment list, Aurion is lighter (by about 70kg) than the outgoing model. It is also slightly larger which, along with some clever interior packaging, offers superior passenger accommodation and a premium feel.

Build quality is very good, with smaller panel gaps on the outside, and an excellent fit and finish for the interior, highlighted by a classy stitched dash. When inside, the car feels bigger than it actually is. It has plenty of presence, loads of room, and neat touches like leather trim and clever storage compartments. It’s a cinch to get comfortable behind the steering wheel. There is both electronic operation and memory (allowing different drivers to quickly dial up their desired driving position before setting off).There’s plenty of power on the road, with Toyota’s lusty V6 offering 200kW/336Nm. Acceleration is smooth and deceptively quick, however, peak torque is not reached until a high 4,700rpm, so the engine needs to be worked to extract available performance. Despite this, fuel consumption is down by six per cent and emissions by eight per cent. Local testing and development has delivered a well-handling car and, in concert with the good looking 17-inch alloy wheels and Bridgestone 215/55 R17 tyres, Aurion provides a very comfortable ride. NVH is excellent too, with Aurion offering a whisper quiet driving experience.There’s a lot to like about this car. With great value, a refined drive, and plenty of power on tap, Aurion makes a compelling case to get on board this locally produced car. It really is difficult to ignore.

TOYOTA AURION PRODIGYSAFETY RATING: ENGINE: 3.5-litre V6 POWER/TORQUE: 200kW/336Nm TRANSMISSION: Six-speed automaticDRIVETRAIN: Front engine, FWDCONSUMPTION: 9.3L/100kmBODY: Four-door sedanSUSPENSION: MacPherson strut (front); dual-link (rear)BRAKES: Ventilated discs (front); solid discs (rear)WEIGHT: 1525kgPRICE: From $41,490COMPETITORS: Holden Commodore Berlina (from $43,490); Ford Falcon G6 (from $40,835)WEBSITE: toyota.com.au

REFINED RIDE

FOOT-OPERATED PARKING BRAKE


New sleek styling and powerful 3.5-litre V6 means new Aurion has plenty of ‘show’ and ‘go’

Upmarket Aurion ticks all boxes

Upmarket Aurion ticks all boxes


Boosting your WalletWORDS David Dowsey

Big cars come with some big advantages: comfortable passenger accommodation, plenty of boot

space, and great towing capacity.But many family cars are driven solo to work, aren’t required for pulling caravans or pleasure craft, and they almost always cost more to fill up at the petrol bowser, hence the migration to medium and smaller-sized cars.But there’s life in the big car yet. Ford engineers have been conducting some clever work, delivering alternative solutions to meet performance requirements of local motorists, while delivering fuel savings.The LPG-dedicated Falcon EcoLPi (see October 2011) really impressed with its economy and performance when we tested it a few months back. Now comes the four-cylinder EcoBoost. And it’s a winner.The basic formula is this: For the same price as a 4.0-litre six-cylinder version, buyers can purchase a four-cylinder variant in the same trim (with a few tweaks). Why would someone pay the same money for two cylinders less?It seems like a big ask, but Ford Australia believes EcoBoost offers enough to carve out its own market.What you really get with EcoBoost are slightly lower running costs, and a completely up-to-date engine that is capable of passing Euro 5 standards – while Australia is still slumbering with Euro 4.Developed in Britain and built in Spain, the new 2.0-litre turbocharged four-cylinder – in the Falcon G6 variant tested here – boasts a claimed fuel consumption of 8.5L/100km,

while CO2 emissions have improved by 14.8 per cent to 201g/km compared to the six-cylinder. What may surprise is that the four-cylinder turbo, with 179kW/353Nm, loses very little in performance to the ‘big six’. Maximum torque is available from 2,000rpm, so it gets along very well. The only negative is a touch of turbo lag, noticed especially out of corners.An unexpected and completely welcome benefit of EcoBoost development is a sharpening up of the sedan’s driving dynamics from the weight saving of around 70kg that the four-cylinder engine brings, and accompanying engineering work done in its fitment.In bends and under braking the lighter nose turns in more compliantly and with less tyre scrub, leading to cleaner lines and less effort at the wheel.A standing-start drag against the clock versus three Falcon MkII variants: six-cylinder, EcoLPi and EcoBoost revealed that there was very little in the sprint times – certainly nothing discernible in ‘real world’ situations.The EcoBoost interior will be completely recognisable to anyone who has driven a six-cylinder Falcon MkII. But that’s not the whole story: the EcoBoost version is very much more refined and quieter than any Falcon before. Various upgrades to suspension across the range have been conducted and refinements to the front floor sound barrier, bonnet and engine cover insulator, under-engine insulator, the fitment of an acoustic windscreen, and a newly developed ‘EcoBoost only’ exhaust system have really paid off.

The EcoBoost compares very well in NVH to many of the more expensive ‘Europeans’.There are some trade-offs. Towing capacity is down from the i6’s 2,300kg to 1,600kg and the engine note is not as inspiring as the lusty ‘six’. But on almost any other measure, the EcoBoost is at least a match, and sometimes better than its larger capacity brother.What was disappointing was that all of the effort really only means a yearly saving of a few hundred dollars at the petrol bowser. On our test drive we didn’t match the claimed 8.5L/100km, but weren’t too far away either with 9.1. That compares to a realistic 10L/100km for the 4.0-litre six. It’s a handy saving, but not earth shattering and would only save the average motorist around $5 per week. So, buyers have to ask themselves: Is it worth it?Considering the four and the six cost the same, the answer is a resounding ‘yes.’

FORD FALCON G6 ECOBOOSTSAFETY RATING: ENGINE: 2.0-litre turbocharged four-cylinderPOWER/TORQUE: 179kW/353Nm TRANSMISSION: Six-speed automaticDRIVETRAIN: Front engine, RWDCONSUMPTION: 8.5L/100kmBODY: Four-door sedanSUSPENSION: Control link (front); control blade independent (rear)BRAKES: Ventilated discs (front); discs (rear)WEIGHT: 1648kgPRICE: From $40,835COMPETITORS: Holden Commodore Berlina (from $43,490); Toyota Camry Hybrid (from $34,990)WEBSITE: ford.com.au

IMPROVED DRIVING DYNAMICS

MEAGRE SAVINGS

EcoBoost Falcon meets many fleets’ ‘four-cylinder only’ requirements without compromising performance


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WORDS David Dowsey

Australian consumers get their first taste of Mercedes-Benz’s all-new small platform with the launch

here of the second-generation B-Class.It’s new from every angle, inside and out and the range gets some great new powertrains. There is a choice of two petrol engines or a diesel, and a terrific dual-clutch gearbox with paddle shifters as standard.From $38,950, the base B 180 comes with a turbocharged 1.6-litre four-cylinder delivering 90kW, 16-inch alloys, climate control, parking sensors, auto headlamps and wipers, Bluetooth audio, 147mm central control screen, ambient lighting, and electronic park brake. The B 200 ($43,950) has the same 1.6-litre engine as the B 180, but with 115kW/250Nm. The B 200 CDI (tested here) has a fantastic 100kW 1.8-litre turbodiesel engine, 17-inch alloys with 225/45 R17 rubber, Artico upholstery, electrochromatic rearview mirror, trim upgrades, and electrically folding exterior mirrors, plus all the standard kit from the cheaper variants. Options include the Vision package ($2490), which adds a panoramic sunroof and bi-xenon lights. The COMAND package ($2990) boasts the COMAND central control system with voice control, sat-nav, reversing camera and a Harman Kardon audio upgrade. The Driving Assistance package ($2490) adds Distronic Plus adaptive cruise, blind spot monitoring, lane keeping assist and a leather-wrapped wheel.

The price, if you go for the options, creeps up, for sure, but it still means you can spec the B 200 with plenty of kit and get change from $60,000. Helping the matter of price here is that all ‘B’ models rate at under 7.0L/100km, so they don’t cop the heinous luxury car tax.The CDI delivers an excellent 4.7L/100 km (122g/km CO2), down about 20 per cent from the outgoing B 180 CDI’s 5.8L/100km and CO2 emissions rating of 151g/km. The B 200 CDI delivers its 300Nm from 1600-3000rpm and turbo-lag is negligible, meaning 0-100km/h takes 9.3 seconds. The B-Class is now longer (86mm) and wider (9mm), both of which endows the cabin with a more spacious premium feel. The interior trim is classy, the seats supportive and comfortable. The switchgear is solid and ergonomically well located. The cargo area is 488 litres. Safety is class leading, with nine airbags, stability control, anti-lock brakes and supplementary braking systems. The B-Class also boasts driver fatigue monitoring and ‘collision prevention assist’, and the Pre-Safe anticipation and protection package as standard. The 50mm reduction in height and revised rear suspension deliver a dynamic improvement over the outgoing B-Class. For a car of its type and shape (read practicality), it drives beautifully. Mercedes-Benz has nailed the B-Class. There is more in store too, as further variants on this excellent platform are rolled out. For now, the B-Class makes great buying for those in the market for a practical and stylish car with superior safety features.

MERCEDES-BENZ B 200 CDI Blue EFFICIENCYSAFETY RATING: ENGINE: 1.8-litre turbodiesel POWER/TORQUE: 100kW/300NmTRANSMISSION: Seven-speed dual-clutchDRIVETRAIN: Front engine, FWDCONSUMPTION: 4.7L/100kmBODY: Five-door sedanSUSPENSION: McPherson strut with coil springs (front); four-link with coil springs (rear)BRAKES: Ventilated discs (front); solid discs (rear)WEIGHT: 1,475kgPRICE: From $43,950COMPETITORS: Audi Q3 2.0TDI (from $44,800); Lexus CT200h (from $41,090) WEBSITE: mercedes-benz.com.au

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Husqvarna makes a

stunning return to the road

bike world with its Nuda 900…

SharpShooter

AUSTRALIAN AUTOMOTIVE66

67JUNE 2012

Husqvarna makes a

stunning return to the road

bike world with its Nuda 900…

WORDS Rod Chapman

When Husqvarna first started producing rifles for the Swedish Army in the late 17th century,

its artisans couldn’t have foreseen the innovative directions in which the Husqvarna name would evolve. Over 300 years on, Husqvarna’s new Nuda 900 represents one such evolution, and while the bike’s focus is all about fun, not force, it still wears Husqvarna’s stylised ‘rifle sight’ logo with pride.As the marque’s first road bike in over 50 years, the pressure was on to deliver. Happily, it’s case of ‘mission accomplished’, but before we examine the bike itself, a little more history is in order…Husqvarna produced bicycles in the late 19th century, before moving into motorcycle production in 1903. ‘Husky’, as it’s colloquially known, produced all manner of motorcycles up until roughly the middle of last century, before it focussed its efforts on off-road hardware, with which it achieved significant sporting success. The motorcycle division was sold off to Italian company Cagiva in 1987, and more recently – in 2007 – it was purchased by BMW. While retaining Husqvarna’s headquarters and production facility in Varese, northern Italy, BMW has set about modernising, retooling and revitalising Husqvarna’s line-

HUSQVARNA NUDA 900ENGINE: 898cc parallel-twinPOWER/TORQUE: 77kW/100NmTRANSMISSION: Six-speedSUSPENSION: Inverted 48mm fork, non-adjustable; rear monoshock, adjustable for preload and reboundBRAKES: Twin 320mm discs, four-piston radial-mount calipers (front); single 265mm disc, single-piston caliper (rear)WEIGHT: 174kg (dry)PRICE: From $13,995COMPETITORS: BMW F 800 R ($14,490); Aprilia Shiver 750 ($12,990)WEBSITE: husqvarnamotorcycles.com.au

INSANE FUN

HARD SEAT AND SET-UP

UPPING THE ANTEWant an even more focussed sporting thrill? Sitting alongside the Nuda 900 in Husqvarna’s range is the Nuda 900R – an up-spec sibling with an even greater emphasis on performance. The 900R gets fully-adjustable suspension (a Sachs fork and an Öhlins monoshock, the latter also with ride height adjustor), Brembo’s fearsome aluminium monobloc front brake calipers, a smaller 16-tooth front sprocket (as opposed to the 900’s 17T item), a flat seat for greater rider mobility (instead of the 900’s stepped seat), and a Lafranconi pipe with carbonfibre end cap, hanger and heat shield. Oh, and it only comes in Husqvarna’s racing colours of red, white and black. All this adds $2000 to the price tag – a fairly modest increase given the rear Öhlins shock alone is worth just under $2800.

up, breathing new life into its dirt bikes and now producing its first modern road bike.The recipe for the Nuda 900 is fairly simple. Massage the tubular steel trellis frame of BMW’s F 800 GS dual-purpose bike, and slip in a revised version of the F 800 parallel-twin engine. The latter’s update is comprehensive: capacity has grown by 100cc to 898cc and it has a new 315-degree crank throw, a new cylinder head and a heap of other new internals. As a result, power and torque have been boosted considerably – the Nuda produces 77kW and 100Nm, as opposed to BMW’s equivalent roadie, the F 800 R, which makes 64kW/86Nm. Weight is down, too – the Nuda tips the scales at 174kg (dry), compared to the F 800 R’s 177kg.Add in Sachs suspension, Brembo brakes, a Lafranconi exhaust, distinctive alloy rims and Husqvarna’s unique styling, and you’re left with a potent tarmac scalpel with an emphasis on sporting thrills.When I first hopped on the bike the marque’s off-road heritage was clear. At 870mm the seat is high and it’s firm, although its narrow too, so getting a foot down isn’t as tricky as that measurement may suggest. Thumbing the starter sees the silencer crackle into life, its raspy, guttural tone a strong hint of the fun to come.The cable clutch is on the heavy side but the six-speed gearbox and the fuel injection are both light and precise. The suspension, however, is really firm – the bike’s non-adjustable Sachs fork and Sachs monoshock (adjustable for preload and rebound) barely compressed under my 95kg weight. On the road this translated to plenty of sporting precision – that became clear the moment I tackled some winding mountain roads near Husqvarna’s Burleigh Heads (Qld) headquarters – but a harsh ride over less-than-ideal surfaces. The up-spec Nuda 900R (see sidebar) offered a more compliant ride.While that trait took a little getting used to, it didn’t dampen my enthusiasm for the Nuda’s ride: for corner carving it’s stupendous fun. The engine is torquey and flexible, and with an upright ride position, broad handlebars and a heap of ground clearance, you can climb all over it like it’s a jungle gym as you scythe along a section of twisties. The Brembo stoppers do a brilliant job, too – ABS isn’t yet available, but Husqvarna says it’s coming.The Nuda’s styling is distinctive, to say the least. Sharp, angular, and with the strangest front guard I’ve ever seen, it’s bound to get chins wagging. I think it looks great, and a closer inspection soon reveals the quality finish extends down to the smallest bracket.Then there’s the Nuda’s price. From $13,995 this is one red-hot, value-packed Euro that should fly off showroom floors. Its firearm heritage may be rooted in the past, but with the Nuda 900 Husqvarna has sprung an impressive ambush on the naked-bike market – and its snipers are bang on target.

Shooter

67AUGUST 2012


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PITSTOP SOLUTIONS

Aut ojumble Aries March 21 - April 20Careful Aries, Mars is coming! Arriving in July, it will stay till September. Change a few things around, make your life unsettled, drink all the good wine then leave, red-faced.

Taurus April 21 - May 21Looks like your love-life’s on the improve – in the workplace no less! Could it be the receptionist? The cute paint delivery girl? Or the guy who machines the discs... anyway, look out.

Gemini May 22 - June 21If you think Taurus is in for a good time, just wait till you get home. Romance and ‘action’ aplenty. However, Mercury might upset things, but you know which planet they can stick that up.

Cancer June 22 - July 23Join in the fun Cancerians, August is your month. Cancer comes from the Greek word ‘karkinos’ meaning crab (thanks Hippocrates) – I’m itching to tell you more, crazy days ahead.

Leo July 24 - August 23Hey this is your time, Mercurial Leo! Cook, dance, go wild. You have energy and drive but be careful: your crazy words may hurt, and loose lips sink ships. As do giant icebergs, it appears.

Virgo August 24 - September 23Mars is leaving your place. Good thing too, it’s been there a fair while. You’ll be happy enough though, even if your love life may have its ups and downs – but that could be a good thing.

Libra September 24 - October 23While there is some hope for salvage of an otherwise ordinary couple of months relationship-wise, take heart, the solstice has past and at least the days are getting longer.

Scorpio October 24 - November 22So, was I right last forecast about money and romance, or what? Well guess what – Venus is here and suggests caution, so ditch the lady and be wary about making any withdrawals.

Sagittarius November 23 - December 22Okay Saggitarians, time to broaden your horizons – buy one of those nifty cameras that take panoramic shots of everything. Take pictures of money and stretch your dollar further.

Capricorn December 23 - January 20I like Capricorn. It means I’ve only two more of these to write. While the blips on your love radar have the appearance of a swarm of bees, be careful – they might be actual bees.

Aquarius January 21 - February 19Light travels faster than sound – explains why some people appear bright until you hear them speak. I read this recently. If you play your cards right this could be said about you.

Pisces February 20 - March 20They say mermaids aren’t real, and they’re probably right. In fact, some say they were Beluga whales seen by tired mariners. Anyway, you will meet a girl from Finland with a large forehead.

with Horace Kope

August ~ September

1) Jorge Lorenzo2) BRP (Bombardier

Recreational Products)3) Shinjuku (Tokyo, Japan)4) Alexandre Premat5) Kea

PETROL head6) SRT7) Greyhound Australia8) Victory Motorcycles9) Brembo10) Caterpillar

71AUGUST 2012

Solar SolutionProjecta has released a range of solar

controllers to regulate solar power up to 30A in either 12 or 24 volt. Charging in either two-stage for automotive batteries or three-stage for deep cycle batteries, the controllers can

also manage a direct DC load.

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with Dr. RichardCreighton-Smythe(retired)B

OLL

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S

God save our gracious Queen, Long live our noble Queen, God save the Queen…I have just returned from the Old Dart where I celebrated the Royal Jubilee.It brought a tear to my eye to know that HRH had sat on the throne for 60 years and no doubt that brought a tear to her eye, too.That gave me a brilliant idea. Seeing all the money spent on memorabilia, I quickly developed an innovative new product - The Dr Richard Creighton-Smyth Commemorative Haemorrhoid Cushion. Actually, it’s just a Dr Richard Creighton-Smyth Whoopee Cushion dressed up with a Union Jack but the Poms couldn’t tell the difference. You can buy both at my online store, Haemorrhoids R Us. Lizzie was a looker when I was in university. I cut a rather dashing figure myself, and had I studied in England, I reckon I would have had a shot with the young princess. By then I had worked out the gentle art of courtship and the subtlety that must be observed when wooing a woman of substance.For instance, mentioning I was studying medicine was an excellent way to pull the birds, however I didn’t know when to stop. I added that I was intending to specialise, but quickly found that declaring myself to be a proctologist-in-training was a sure-fire passion killer.But I digress. I’m certain I would have made a more appropriate royal suitor than Prince Phillip, though I found it rather unfair that the king’s wife is a queen but the queen’s husband is only a prince. I rather fancied myself as King Dick.Despite Phil getting my girl, all was forgiven when he came out with those immortal words, “Pull your finger out!” and became an inspiration to a new generation of young proctologists all over the world.

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Online ShockerTenneco presents its most comprehensive catalogue yet and it is entirely available online at monroe.com.au. The new online catalogue provides fast and easy reference to a host of new packaging and part number changes.

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Security is KeyTwo security lockout lever kits colour-coded to industry standards have been released by Narva to clearly identify the difference between starter and battery security. Designed to suit Narva battery master switches 61070 and 61075, the colour-coded levers, red for battery lockout and yellow for starter lock-out enable the master battery switch or starter switch to be locked in the ‘off’ position to prevent unauthorised or accidental activation.

Visit narva.com.au

See the LightNarva’s compact and convenient USB rechargeable LED torch is specifically designed to be recharged from any vehicle, home or office via a USB socket. The torch delivers a bright white light output and features a built-in clip to attach to a cap or hat, making it ideal when hands need to be free. RRP $14.95.

See narva.com.au


TaillightTeaser

Aut ojumble

SOLUTIONS page 76

BrightCarusoCoulthardCourtneyDalbertoDavisonDouglasFiore

FPRHoldsworthHRTIngallJohnsonKellyLowndesMoffat

MurphyOwenPatriziPrematReindlerReynoldsSladeTander

TeamVodafoneWallWebbWhincupWinterbottom

V8

Supercar

Drivers

1. Who won the opening round of this year’s MotoGP Championship?

2. Which parent company owns snowmobile manufacturer Ski-Doo?

3. With over 3,500,000 passengers passing through it daily, where is the world’s busiest train station?

4. What is the name of the French auto racer who recently secured a full-time drive in the V8 Supercars Championship?

5. Which international motorhome and campervan sales and rental company is named after a New Zealand parrot?

6. The Dodge Viper is now produced under what banner, also a performance division of Chrysler?

7. Australian bus line, McCaffertys, bought Greyhound Pioneer Australia in 2000 to become Australia’s biggest bus company. What is it’s name?

8. What American cruiser motorcycle manufacturer currently producing bikes is owned by Polaris Industries?

9. What performance automotive brake manufacturer is based just outside Milan, Italy?

10. What heavy machinery manufacturer, the world’s largest, is based in Peoria, Illinois, USA?

PETROLhead


Correct answer for last issue’s Taillight Teaser is Infiniti G37 Convertible

73JUNE 2012

Across

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MOTO1 Russian firm, Lada, is owned by this parent company (7)4 Australian version of fender (6)7 The first Holden to utilise the ‘Red’ engine (2)8 Ethanol is also known as ..... alcohol (5)10 Lamborghini sportscar of the 1990s (6)11 Lawrence of Arabia was killed on this brand of motorcycle,

...... Superior (6)13 Japanese race circuit, Twin-Ring ...... (6)16 For a little extra boost (5)17 Single-cylinder 350cc Harley introduced in 1926 (3)19 RV giant Winnebago has its headquarters in Forest City,

in which US state? (4)21 Toyota’s luxury arm (5)23 Tasmanian auto rally (5)24 Acronym for the German equivalent of horsepower (2)26 Most cars are powered by either petrol, diesel or ... (3)27 Long-standing Australian motorcycle magazine, ... Wheels (3)28 When a racer fails to complete a race they are awarded the

classification of ... (3)29 Historic Japanese tractor marque (5)30 This truck company is a subsidiary of Toyota (4)32 A highway patrol officer’s best friend (5)34 World’s first banked, purposebuilt motor racing circuit, opened

in 1907 (10)

2 This trucking giant has its global headquarters in the city of Gothenburg (5)

3 According to John Travolta, this chopper rider is dead (3)4 This part of a tyre sits flush with the rim (4)5 This Frenchman won four F1 driver’s titles (5)6 The fastest automotive colour (3)8 More luxurious version of the Mini, Riley ... (3)9 To mount a wheel on an axle you’ll need a ... (3)12 Current Rolls-Royce model (5)13 Detroit Diesel was merged with this firm in 2000 (3)

14 Iconic VW, Karmann .... (4)15 Holden’s imminent petrol/electric hybrid car (4)16 This oil company merged with Chevron in 2001 (6)17 Italian tyre maker (7)18 This parent company owns scooter marque Vespa (7)20 ...... Chrysler founded the Chrysler auto company in 1925 (6)22 James Dean died in this sort of Porsche (6)25 Queensland’s Sunlander train travels between Brisbane and which other

major city? (6)27 The empty or unladen weight of a vehicle or trailer is also known as

the .... weight (4)31 Major sparkplug manufacturer (3)33 Common acronym denoting a measurement of sound level (2)

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DEREK’S DIPSTICK

73AUGUST 2012

If you can find my dipstick, you’re a dead set legend.


“A PENNY FOR THEM?” remarked Steve,

Mythical’s foreman, as he plonked himself beside

Mick in the lunchroom.Seemingly deep in thought, Mick gave an inarticulate

reply: “Err, ah. What?” Having gathered his senses, Mick responded: “Just pondering the next moves on how to improve the business.”“New fridge magnets,” laughed Steve. The concept of fridge magnets had become a standing joke at Mythical Motors ever since an enterprising apprentice (who moved on long ago) had suggested to Mick that fridge magnets were a good marketing idea. Mick had initially derided the idea and his initial response now was Mythical folklore.“You just worry about fixing cars and leave the marketing to me.”However, the young lad persisted and finally, Mick, in order to “just to shut him up” agreed to have some magnets produced. Suffice to say, since that initial run there had been three subsequent runs, the latest to include Mythical’s website and email address.

WORDS Damien Slavin CARTOON John Stoneham

“Wonder how many pieces of children’s artwork, unpaid bills, family photos and ‘Excursion Permission Forms’ are now affixed to fridges with the Mythical Motors fridge magnet?” Mick mused. “Hopefully oodles of them. But the fact is, we know they work. People use them as a reference point.”“Especially if the house has teenagers,” quipped Mick. “They spend half their life in front of the fridge!”“Alas,” countered Steve. “In my case, the fridge door is generally open and my lot are either peering in or drinking directly from the juice bottle!”Mick, realising that discussions about teenagers could last forever, decided to turn his thoughts back to the business, where at least he had some semblance of control.“We continue to move with the times. We have an ever-evolving website. We have developed an electronic booking system, which is continually growing in popularity with our customers. We use both SMS and email to remind customers that either their car is due for a service or that their car is booked in for a certain date. So where do we go from here?” wondered Mick.

“A smartphone app,” pondered Steve. “There seem to be apps for almost everything these days. Perhaps they are the new fridge magnets of the electronic age. It’s certainly worth investigating.” Mick made a casual enquiry to the assembled group, but only succeeded in reigniting the argument between the iPhone and the Android users as to which had the better system, with each side trotting out a bevy of meaningless statistics to try prove their product was superior. Mick rolled his eyes. “Perhaps we need to talk to some experts. I have come to understand the stuff we have implemented, but it’s the next wave that flummoxes me. What can smartphone apps do for our business? What role, if any, does social networking play in our business? Do we need ‘friends of Mythical’? Is it another way of communicating with our customers?“What benefits does Twitter bring to the table, I doubt the day to day events of Mythical Motors are of interest to anybody? “All this technology reminds of that story from the space race where, reputedly, NASA spent millions of dollars developing a pen that would write in space. The Russians, faced with the same dilemma, found an alternative solution … a 10-cent pencil!”

Innovation The Next Mythical Step

Mythical Motors

1-3 Normanby AveSunshine West Vic 3020Phone (03) 9312 1288

1 Servicing diesel fuel injection pumps and injectors, mechanical and electronic systems

2 Common Rail specialist for DENSO, BOSCH, DELPHI and SIEMENS

3 Specialist in diagnostic and repair of diesel vehicles

4 Servicing large engine fuel system 1000hp to 36,000hp

5 Exchange pumps and injectors for popular models for cars/trucks/4WDs/buses/machinery etc

6 Steinbauer power modules for electronic diesel engines

7 Turbochargers and turbo kits available

Authorised dealers for

VAC

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reat

ive

Ser

vice

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Fax (03) 9312 1633 Email [email protected] www.cornells.com.auEmail [email protected] www.cornells.com.au

10-148 ADVERT Cornells FP-FA.indd 1 16/12/10 10:18 AM

Coming soon to a workshop near you. (Yours).

holdentradeclub.com.au

Holden book ad Aus Automotive.indd 1 29/06/2012 09:39

Australian Automotive August 2012

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Transcript of Australian Automotive August 2012