Automotive Business Review August 2009

4

Assault and Battery 50

Rooting for the Little Guy

18

Dodging the Bullet 74

Shark Attack

37

Bank Obama vs Shogun 82

Soweto Tastes Motorsport

The

Phoenix

Assault and Battery The two main stories in this month’s issue of ABR are about assault and battery. If you are wondering, we are not a crime magazine; we are a serious automotive business publication that just likes to spice up life with WORDS IN ACTION.

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he assault story may be found on page 53. It is about an assault on the senses, as perpetrated by Pieter de Weerdt with his Lamborghini Gallardo Twin-Turbo. The assault comes in the form of the G forces that are experienced when Pieter puts pedal to metal, but also from the sheer exhilaration one gets when reading the stats on this vehicle, and the realisation that us South Africans are capable of some pretty cool things. But, as we said, we are a serious business publication, so the real story is actu-

ally about the phenomenal success story that is DASTEK, a company that is living testimony to the ingenuity of South Africans. The Lamborghini is merely a side show and a project by Pieter to illustrate just what his unique Unichip is capable of. Go to page 50 to read the full story. The battery that we are referring to is not a Mike Tyson uppercut, but our cover story on, yes, you guessed it, batteries. Another story of South African ingenuity, in the form of Powertech Batteries, and the commissioning of their

new state of the art production line in Port Elizabeth, to produce world class calcium calcium silver plus automotive batteries. No, I did not repeat myself, there is a reason for repeating the word calcium – a brief flit to page 14 will reveal all the glorious details, and you are guaranteed to be inspired. Now that we’ve had our fun with words, it is time to be super serious, as we discuss:

Honesty and Ethics in Publishing

I

n the used car game they call it a “haircut” or a “shave”. This is the insidious practice of turning the odometer back from say 250 000 km to 100 000 km, to increase the value of a banger, and in so doing to defraud the unsuspecting customer, who gets taken hook, line and sinker. In publishing, the equivalence of a “haircut” comes in the equally insidious practice of claiming a certain print run, or circulation, and then to either gradually or suddenly reduce the actual quantity significantly, and to take the trusting but gullible advertiser for a ride in deceit and dishonour. I was alerted to this disgraceful act of chicanery by two recent episodes. Firstly, the alert sent out by eMedia in early July 2009 under the title “Ghost” mag publishers on the rise, and I quote; “More reports about 'ghost' magazines with no ABC listing targeting unsuspecting media planners and other advertising executives have emerged, says Jenne` Zilz, on behalf of the Advertising Media Forum. Unsuspecting organisations are lured into to advertising with the magazine which is only set up to dupe the advertisers. South African Rates And Data (SARAD) reported that its main modus operandi is to lure potential advertisers or advertising agencies to “support” or advertise around a construction project that they already know. It is alleged that the scam perpetrators will normally send a poorly written sales email. Upon convincing the advertiser, the “publishers” then design the advertisement and send in proofs. Once the advertisement is signed off, an upfront payment is requested. The “publisher” then goes on to print a few dozen copies and sends a few copies to the advertisers as proof and keep a few copies for the next con. SARAD says that in itself must be a red flag and organisations must exercise vigilance

and be very selective in terms of magazines they wish to advertise in.” Fraud, pure and simple, but this is a fly by night type of operation, and anyone who gets taken by this sort of behaviour can accept some of the blame for being so trusting of a poorly written e-mail and the fact that it is a new venture. It is the variation of

Would you pay prime rates for dubious circulation figures to this snake oil salesman? this theme, perpetrated by established publishers, that is the more shocking. In the same week that I received the eMedia email, I discovered one such fiddle, committed by a publisher in my particular segment of the market. Faced with deteriorating advertising revenue and mounting losses, what better way to dig yourself out of the hole than by reducing the print run and mailing quantity by 50% and more, thus cutting overheads significantly and recouping your losses in a couple of deceitful months. Brilliant, isn’t it! Apart from the fact that it is illegal, dishonest and extreme-

ly unethical, it could be defined as a new approach to business. Apparently, this gang of thieves justify their action by saying that they were going to close the magazine anyway. Good Grief! what has happened to business ethics? And, to add insult to injury, they have the cheek to resurface under another name, offering after the event to those who have been apprised of their deception that they will make up with special deals, and thus preparing the ground for another con further down the line. I trust that the advertisers are not that naïve, and that they will realise that they are dealing with the same old discredited faces. And you simply cannot make a silk purse out of a sow’s ear. My message to the broader community of advertisers, institutions, organisations and particularly those individuals who have the power, prestige, and influence is not to turn a blind eye to this sort of behaviour. You have a responsibility to yourselves, your shareholders, in fact all the stakeholders, both current and future, to boycott such publishers, across the spectrum, without fear or favour. The bottom line should be “show me the ABC certificate” before any further discussion. I’ll use a strange and maybe inappropriate metaphor that I have borrowed from George Bernard Shaw, to illustrate the consequences of continuing to do business with these rogues, but it will get the message across – “if you wrestle with a pig, you’ll also get dirty.” There is simply no place in publishing for this sort of hog, washed or not. In actual fact, there should be no place in society for these snake oil salesmen, however they have sanitised themselves, unless it is in a jail cell. Do not touch them, ostracise them, and remove them from the mainstream. And finally, some gentle advice to those who continue to wrestle with these pigs wilfully and knowingly – you are judged by the company that you keep.

w w w. a b r b u z z . c o . z a 4

August

2009

Contents

37

53

58

4

The Phoenix

8

What’s the Buzz

12

Focus on Forsdicks

Forsdicks Sandton Geared for Customer Satisfaction

14

Cover Story

A Thoroughbred from a Leading Stable

18

Frankly Speaking

Dodging the Bullet, or a Valiant Attempt?

21

Lux Lite

Peter’s Soap Box

22

AIDC Automotive Industry Conference 2009

24

Auto Topical

Crossword Puzzle

26

The Chery Story

Chery is China’s Top Auto Exporter

28

Health Care

An Update on Moto Health Care

30

Managing the Risks

Tyre Monitoring

32

Weighty Issues

Public Transport – Hope at Last?

34

Tony’s Take

Another Winter of Discontent

36

AIDC Quiz

20 Questions

37

Industry Update

Life Goes On – without Bank Obama Life Goes On – the Shogun Way

40

Personal profile

Q & A with Alan Ross

42

Diamond Dialogues

The Heroes of the Automotive Aftermarket

Tyre Safety

Tyres’ Contribution to Safety in Motoring

46

Assault and Battery

The publisher and contributors have done their best to ensure the accuracy of the articles and cannot accept responsibility for any loss or inconvenience sustained by any reader as a result of information or advice in Automotive Business Review. The information provided and opinions expressed in this publication are provided in good faith and do not necessaraly represent the opinion of the publisher. No article may be reproduced in any form without the prior written permission from the publisher, except for the quotation of brief passages in reviews.

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Publishing Editor Graham Erasmus 083 709 8184

Intelli-Driving Editor Eugene Herbert 082 941 3785

Commercial Vehicle Editor Alwyn Viljoen 082 458 9332

Correspondents Beeton, Frank Borlz, Baron Claude Burford, Adrian

Gamble, Austin Hogg, Gilbert Keeg, Howard McCleery, Roger Twine, Tony Wilde, Fingal

Published by: Trilogy Publishing Advertising Sales: Stanton Porter Marketing Werner Kolver Tel: 012 654 2745 Cell: 082 577 8411 e-mail: [email protected]

Contents

72

48

Robert Bosch

74

83

Antilock Braking Systems are now Old Hat Equipment for all Seasons

50

Innoventions

DASTEK - Rooting for the Little Guy

55

e-CAR

e-CAR Pioneer

58

Topclass Topics

Permatex – 100 Years of Innovation and Leadership

Ignition Engineering

The Whole Bang Shoot

Capricorn Insights

Fits Like a Glove

59 62

64

Customer C.A.R.E.

Customer Relationship Management Trilogy Customer C.A.R.E. Programme

65

Burford on Brands

Head of the Class

69

Wilde Things

Too Squared

72

Vehicle Evaluation

Grand Chalk and Cheese Me Too, Please

74

Partinform

Shark Attack

78

Corporate Conscience

An Inspiring Invitation

80

Hogg’s Wash

Bad Sportsmanship, with a large dollop of Hypocrisy

82

Fast Wheels

WesBank brings Motorsport to Soweto The On/Off Formula One Season Continues

85

The Last Writes

Editorial Office: 81 Alma Road Wendywood Tel 27 11 656 2198 Fax 27 11 802 3979 e-mail: [email protected] Website: www.abrbuzz.co.za

Subscriptions and Data Management: Trilogy Trading & Promotion P O Box 69 Wendywood 2144 Tel 27 11 802 6020 Fax 27 11 802 3979 e-mail: [email protected]

Design and Reproduction: j. Kraft Information Design cc Tel: 012 997 6946 Fax: 012 997 6987 e-mail: [email protected]

Printing: Business Print Centre, Pretoria

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What’s

the

Buzz?

Au revoir to two stalwarts of the automotive aftermarket Two stalwarts of the automotive aftermarket left the industry in the past two months. At the end of June Norman Dyer, Director of Midas, hitched up his Land Rover and went off into the wilds of Africa, and at the end of July, Barrie Taylor, Wholesale Director of FederalMogul Aftermarket, exactly 28 years to the day after joining Ferodo, decided to take a creative sabbatical. ABR spoke to both gentlemen. Barrie Taylor joined Ferodo, then part of T&N, as Senior Sales Clerk in Durban on 1st August 1981, and worked his way up the ladder to the position of Sales & Marketing Director, and when Ferodo was acquired by Federal-Mogul, he moved over as Wholesale Director of Federal-Mogul Aftermarket. Barrie says that he takes away fond memories of colleagues and clients, many of whom are now firm friends. He says that he was blessed and fortunate to cultivate great relationships and friendships, whilst being associated with fantastic brands such as Ferodo, Payen, Champion, etc., all at the pinnacle of their segments. Barrie also experienced the inevitable cycles of the industry, and says that it was fascinating to watch as the wheel turned, always to come back to its original position; from diversification to consolidation, from franchises to owned outlets, from national warehouses to regional depots, from acquisition to divesting, and so on. Barrie says that he felt it was time to move on and to look for new challenges, and to basically be master of his own destiny. He has many innovative ideas and concepts that he needs time to develop, but

assures us that he is not entirely lost to the automotive aftermarket, having agreed to do some consulting work for companies keen to leverage off his experience and knowledge of the market. He is optimistic about the future of the industry, and he finished the interview with ABR with a compliment to Federal-Mogul and its CEO, Malcolm Perrie, whom he describes as a great leader. Norman Dyer has been with Midas, in various capacities and roles, his entire working life. This testimonial from Gillian Whitehead, now at Cape Parts Distributors, says it all,

“I have been lucky enough to have known Norman since 1997. Having worked with him and for him in the Midas camp and later as opposition, for a short while, he has always been a true gentleman. Norman has taught me that hard work never killed anyone. He always gave you the impression that he had the time to talk to you and always offered sound advice, if asked. A perfectionist in many ways, you didn't often get a job signed off the first time, in fact I can only recall that happening to me once. There was always something that wasn't quite right, be it a full stop, column or comma. He was always upfront and honest and expected the same from everyone he did business with. To a true legend of the motor trade, I wish him a happy and healthy retirement. Watch out for him on the golf course, that handicap should come down a touch.”

Good news at Suzuki Auto SA continues Exactly 12 months after entering the South African market, Suzuki Auto South Africa (SASA) can look back on a challenging but satisfying first year in one of the toughest, most competitive new car sales environments in the world. The company officially commenced local retail operations in June 2008, following a decision by the Suzuki Motor Corporation in Japan to launch a range of Suzuki passenger cars and sports utility vehicles in SA. A dealer network of 18 outlets initially offered the advanced Swift compact hatchback, and the SX4 lifestyle hatchback, following the simultaneous launch of both models to great acclaim from the SA motoring media. In September 2008, SASA added the Grand Vitara SUV and the Jimny compact 4x4 to the Suzuki line-up locally, allowing it to compete in the highly popular leisure vehicle sector, while also broadening the overall appeal of the brand. After its first full sales year, SASA has been able to report a total volume of 4 393 units for the rolling year June 2008 to June 2009. During that period, Suzuki sales grew by 35 percent – a significant achievement against the backdrop of a 29 percent slump in passenger car sales over the same period. Despite the contraction of the world economy, and the resultant slump in vehicle sales globally, including SA, the local dealer network has also expanded from the original 18 outlets to 23 dealerships in June this year – a growth of 28 percent.

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GM 363 Asset Sale Approved by U.S. Bankruptcy Court General Motors achieved another milestone in its reinvention early in July 2009 when Judge Robert E. Gerber of the U.S. Bankruptcy Court for the Southern District of New York approved the sale of substantially all of General Motors Corporation’s assets to NGMCO, Inc., an entity funded by the U.S. Department of the Treasury. In connection with the closing of the sale transaction, NGMCO, Inc. will change its name to General Motors Company and continue to operate under GM’s historic corporate and sub brands. The approval marks another step toward the launch of an independent new GM. The new company will acquire GM’s strongest operations and will have a competitive operating cost structure, partly as a result of recent agreements with the United Auto Workers (UAW) and Canadian Auto Workers (CAW). The new GM will have lower leverage and a stronger balance sheet, which when combined with a lower break-even point, will allow it to reduce its risk, operate profitably at much lower volume levels, and to reinvest in the business in the key areas of advanced technology and product development. GM’s subsidiaries outside the United States will be acquired by the new company and are expected to continue to operate without interruption.

August

2009

What’s

the

Buzz?

ATLAS COPCO –THE COMPETITIVE ADVANTAGE OF UNDERSTANDING VALUE Multinational Atlas Copco, an international leader in the design, manufacture and supply of technologically advanced, quality compressed air systems with superior operational capacity, believes that success depends not only on class leading products but also to understanding what “value” means to the customer. Wayne Jacobs, Atlas Copco Business Manager - Oil Free Compressor Division shares the company’s policy on interacting with customers: “We have made it a priority to understand the driving forces of a customer’s decision making process and we believe that the customer is entitled to a product proposal in layman’s terms to assist them in making an informed decision, as we quite often tend to overlook the fact that not everyone is familiar with engineering terminology. Atlas Copco Business Line Manger, Industrial Air Division, Philip Herselman says that Atlas Copco lives up to being a trusted company that offers the correct, most cost effective solution for virtually any application. “We pride ourselves on our reputation for delivering superior products supported by impeccable after sales and technical services. The company’s entire product range is engineered and manufactured with environmental safety in mind and to the highest possible standards of efficiency. Atlas Copco’s product portfolio includes an extensive range of stand-alone and integrated air treatment products, refrigeration, adsorption and membrane dryers, as well as filters and condensate treatment equipment to meet increasingly sophisticated application requirements.

Philip Herselman, (left) and Wayne Jacobs

Secure your future with new business opportunities at BFOE 2009 Although the world has gone through massive economic change, this change presents a positive opportunity for new business, particularly within the entrepreneurial scope and specifically based on existing business models that deliver solid returns on investment. This is according to Brian Walsh, CEO of entrepreneur.co.za, who will be participating in the 16th annual Business & Franchise Opportunities Expo (BFOE), taking place from 11 – 13 September 2009 at the Gallagher Convention Centre, Midrand. While the current global recession has wreaked havoc with employment, the flipside is that people facing job uncertainty, retrenchment or forced early retirement are turning to entrepreneurship and new business opportunities to secure their futures. BFOE presents a range of opportunities to aspiring entrepreneurs, from new business ideas to networking opportunities and franchise operations that will put you on the path to successful self-employment. Whether you’re an existing entrepreneur or business owner, or someone looking for a new business opportunity for future success, you’ll find it at the Business & Franchise Opportunities Expo. For further information visit www.bfoe.co.za or contact Wendy Graham at Thebe Exhibitions and Projects on Tel: (011) 549 8300 or email [email protected].

Bridgestone supports breast cancer initiative A new mobile mammography unit launched by Cause Marketing Fundraisers in association with M-Net and Pfizer Global Health Partnerships will rely on Bridgestone tyres to safely travel around Gauteng Province educating women on the dangers of breast cancer and the value of early detection. The Breast Cancer Mobile Unit is a fully equipped mammography facility based on a Mercedes Benz Atego 6-ton truck. Maxiprest Tyres in Randburg fitted seven brand new Bridgestone R227 235/75 R17.5 tyres. In addition, Bridgestone has agreed to provide new tyres for the Breast Cancer Mobile Unit currently being used for education when necessary. This unit is based on an Isuzu NSeries 5-ton truck. “Bridgestone South Africa is proud to be associated with this important project aimed at women in disadvantaged communities, who are receiving education about the importance of early detection of breast cancer and who will now be given the opportunity to receive free breast checks in their communities,” said Romano Daniels, Bridgestone South Africa’s general manager of group marketing and communications.

AA calls for alcohol limit reduction It is estimated that 50% of people who die on South African roads have a blood alcohol concentration level above 0.05g per 100 millimetres, which is the maximum legal blood alcohol limit. It is a well known fact that it is illegal to drive under the influence of alcohol or any other drugs. “Alcohol affects our vision, judgment, balance and reaction time. Because even one drink can affect you, one should not drink and drive at all,” says Gary Ronald of the AA. The Automobile Association continues to lobby for legislation regarding the blood alcohol concentration level to be dropped to the professional driver limit of 0.02g per 100millimetres, which will limit the legal amount of alcohol consumption to less than one beer. One in every fifteen drivers on the road in the evenings is over the limit. Morning rush hour bumper bashings are likely as a result of the previous night’s drinking, with the cost of crashes to the economy being calculated at R52 billion per annum. The fallacy of sobering up quickly by gulping down a quick espresso is just that, a fallacy. Your liver has the task of dissipating the alcohol in your body, which happens at a rate of 0.02mg per hour. The maximum punishment for drinking and driving is R120 000 and/or six years imprisonment, as well as the suspension of your driving license. Drunk drivers found to be over the limit are arrested, locked up and bundled with other criminals until sober after which they are charged. Evidentiary breathalyser printouts are admissible as evidence in court. If you are involved in a crash while you are under the influence, it will impact on your insurance payouts. Because you have committed an illegal act by driving under the influence, short-term insurers, life insurers and the Road Accident Fund can refuse to pay out claims. “Drinking and driving should be something that responsible South African drivers see as an absolute abhorration and flagrant disregard for other road users,” Ronald concludes.

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August

2009

Focus on Forsdicks

A series of articles on Forsdicks Sandton

Forsdicks Sandton geared for Customer Satisfaction

Choosing the right model and make of car is important. Equally important is from whom you buy.

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hen you buy a vehicle from Forsdicks Sandton, you not only get expert advice, value for money, and quality of service. Forsdicks Sandton also prides itself on offering customers a range of complementary products, such as finance and insurance, all under one roof. These services are geared to make the customers’ purchasing experience as pleasant and as seamless as possible. Forsdicks Sandton belongs to the McCarthy Group, which is the leading motor retailer in the country. From humble beginnings almost a century ago, the McCarthy Group has grown to a national company which today consists of more than 200 business units, representing more than 30 great brands. McCarthy’s business spans 12 motor-related industries; from retailing to import and distribution, car and van rental, fleet management, insurance, finance, e-marketing, auctioneering, heavy equipment, vehicle servicing, parts, and more! The McCarthy Group employs over 7 000 people and sold 89 000 vehicles from its 130 dealerships in the 2008 financial year. McCarthy operates according to a set value system, which sets the company apart. The McCarthy promise is to deal in a fair and ethical manner and to have open and transparent business dealings. McCarthy staff members are also committed to showing total commitment to their valued customers. McCarthy is a proud member of the Bidvest Group Limited, a highly successful international services, trading, and distribution company, which is listed on the JSE and operates on five continents. Forsdicks Sandton may be found on Rivonia Road across the way from the Wedge Shopping Centre

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The busy Forsdicks Sandton Service Department runs effortlessly like a well-oiled machine with highly trained BMW technicians attending to the customers’ vehicles’ advanced technology. Service Manager Wilfried Huyghebaert, supported by his dedicated service team, is at hand to tend to customers’ every need.

Neil Turner, Dealer Principal of Forsdicks Sandton

Forsdicks Sandton has a dedicated Approved Used BMW Department and the team of sales executives invites customers to experience the offering of superior used vehicles, all pre-tested to ensure they adhere to the strict BMW quality standards. Only after completing rigorous testing to ensure that an Approved Used BMW adheres to BMW’s quality standards, will the vehicle be made available for sale to the public. Every Approved Used BMW is sold with a one year/25 000 km balance on Motorplan, which can be renewed to a maximum of seven years or 200 000 km. The enduring quality of an Approved Used BMWs are guaranteed by the BMW Quality Check reconditioning and preparation commitment, being thoroughly checked to BMW’s exacting standards, with any faults corrected before the car is displayed for sale. This is done by BMW trained technicians, using genuine BMW parts.

Friendly and efficient new vehicle sales consultants offer customers the best service and advice. The team invites customers to pop in for a chat and a cup of coffee. August

2009

Cover

Story

Willard Batteries out of Powertech Batteries

– A Thoroughbred from a Leading Stable Power Technologies (Pty) Limited is a wholly owned subsidiary of Altron (Allied Electronic Corporation Limited), focused on delivering advanced technologies for the creation, management, distribution, storage and use of electricity across industries. The company’s core businesses include the reliable delivery of high quality technical equipment, support and engineering expertise to support demanding client requirements across a range of specialist applications. Powertech has five operating divisions, comprising Cable, Transformers, Battery, Industrial and System Integrators Groups, encompassing a large number of individual operations which specialize in the manufacturing and delivery of world class products, services, expertise and solutions to address diverse needs for electrical and power equipment in South Africa and beyond. Powertech was founded in 1978, and has experienced consistent and sustained growth, both organically and by acquisition, in the intervening years. The previous paragraph is lifted from the milestones webpage of Powertech and serves as a perfect introduction to ABR’s cover story, which is about the Willard Batteries brand, one of two exceptionally strong brands in the Powertech Batteries stable. Willard Batteries meet automotive OEM, aftermarket and export

markets’ and industrial needs for high-quality lead acid batteries, whilst sister companies Battery Technologies and Rentech specialise in standby and solar panel applications. Another associated battery company, Dynamic , is a focussed exporter to the U.K. but for the purposes of this cover story, we shall focus mainly on the Willard Batteries brand but also on renowned stable-mate Sabat. Willard Batteries and Sabat are successful examples of the aforementioned acquisition strategy, having been acquired in 1981 and 1998 respectively, both serving the automotive market, but with distinct brand identities. Willard Batteries additionally services the varied mining and industrial markets as well as the more traditional and conservative automotive consumer, whilst Sabat has positioned itself as the battery for the fast moving younger set. This dichotomy is reflected in the brands’ respective histories and in the distinguishing marketing campaigns.

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illard Batteries started trading in 1954, under licence to ESB, America, concentrating initially on the manufacture of automotive batteries, and gaining an enviable reputation for excellence in product quality. 1966 saw the introduction of industrial batteries, and the manufacture of motive power and stationary batteries followed in 1967. Willard Batteries was acquired by Powertech in 1981, becoming in the process a 100% South African owned

S

abat Batteries was established in1967, with its first factory in Simmonds Street, Johannesburg. In 1971 founder Tim Woolcott decided to put Sabat firmly on the map via sponsorship of motorsport, and Sabat quickly became recognised through a vibrant and wellorchestrated campaign on TV, radio and print media – SABAT racing with its distinctive red, white and black colour scheme was soon top-of-mind amongst the consumers, and the SABAT brand quickly became known as South Africa’s

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company, and attaining a unique position in the domestic battery manufacturing arena by becoming the first South African Fastest Moving Batteries and the orange power units becoming the battery of choice in Wesbank Racing. This legacy resulting from its motor racing sponsorship lasted some 35 years.

manufacturer to be awarded the Quality Management System 0157 Part II listing for the automotive production facility, and later the industrial operation. In June 1988 this was changed to the SABS ISO 9002 quality accreditation, to be followed by all the important quality ratings, including the ISO 14001 and OHSAS 18001 approvals, the Ford Q101 rating, the VDA6 rating, and the ISO/TS 16949:001 rating. Little wonder that Willard Batteries is known as a secure, highly reliable and reputable brand.

functions. Sabat joined the Powertech stable in 1998, its acquisition being part of the Powertech expansion strategy.

Today, Sabat builds its popularity as a fun, outdoor, lifestyle brand with enthusiasts such as motorcyclists and jet-skiers as well as through meeting the needs of the “do it for me” generation through mobile fitment and the innovative use of the highly visible SABAT Minis and the vibrant SABAT business reps, who are attention-grabbers at many events and August

2009

Cover

Story

Staying Positive

H

ybrids, electric vehicles, fuel cell technology, and even more esoteric means of propulsion are the flavour of the month. These terms are on everyone’s lips and the debate is heating up, faster than the planet, as to which technology will come up trumps in being the torch bearer for human mobility in the future. This well advanced dialogue may be a little ahead of its time, but it definitely is not to be sneezed at, because the stakes are high and the need for reducing carbon dioxide emissions is of critical importance. The noble drive to clean up our planet is taking place as you read this, in many research and development laboratories around the world, and the race is on to eke out a technological and competitive advantage over rival labs, as the automotive industry seeks out a greener world, and to move away from its position as the whipping boy for all the world’s environmental ills. The good news is that this will all come to pass sometime in the future, and Willard Batteries is leading the way in environmental awareness through its long-

Hannes Viljoen, Chief Operating Officer of Powertech’s manufacturing facility Newly coated plates manufactured in a continuous process to tight tolerances

established green initiatives and its commitment to recycling as it plays a key role in education and consciousness. However, the humble 12 volt automotive battery (which incidentally is a 98% recyclable product and so is only a bit player in the CO2 villain stakes), has still a long way to go before it reaches the end of its lifecycle. It will continue to play a crucial role in the electrical needs of the automobile for decades to come. The internal combustion engine will remain the dominant means of propulsion for another 10 to 15 years, and taking into account that our car parc is north of the 12 year average, simple arithmetic tells us that the battery as we know it is going to be around for another three decades at the minimum. Therefore it comes as no surprise that Powertech Batteries continues to develop its manufacturing activities in its plant in Neave Township, Port Elizabeth.

Lead smelting may be centuries old, but it remains a dramatic sight August

2009

Production takes place at the self same location where it all started for Willard in 1954, and those who were involved in those days must be looking on with pride

and amazement as to how things have developed. The production line has had a significant revamp, and when the facility is fully commissioned by the end of the year, it will have a capacity of some two million batteries per annum, and already it can boast of being a cutting edge manufacturing unit that will not be out of place in any country of the world. Interestingly, this plant has been in the planning stages and on the drawing boards for quite some time, but Powertech Batteries’ management was assessing the “tipping point” in South Africa’s car parc before going ahead with a full overhaul of its production line. This was because the calcium-calcium silver plus battery (see following story for the technical information) is ideally suited for the modern motor vehicle built from around 1995, and Powertech Batteries was waiting for the average car parc to reflect this reality. ABR had the good fortune to be allowed to tour this facility and can report back that the Powertech factory in Port Elizabeth reflects the true South African spirit of combining imported state of the art technology with good old South African ingenuity and know-how, marrying automation with the human touch, and producing a world class battery efficiently and with passion and pride.

This three in one operation reflects the ingenuity behind the process planning

15

Cover

Story

A thoroughly modern production line

Powertech Batteries combines automation with the human touch. Robots are used, but only in cases where efficiency demands it The Calcium-Calcium Silver Plus Battery’s Technical Features Powertech Batteries’ Port Elizabeth plant manufactures both Willard and Sabat batteries. Previously, the aftermarket batteries manufactured at this facility were defined as hybrids, i.e. having one calcium plate and the other plate being antimony based alloy. The latest generation calcium-calcium silver plus batteries have both plates coated with calcium, which equates to a high performance battery with a higher charging rate and a battery that needs minimal maintenance and under normal conditions will never need topping up with water. With the electrodes now being manufactured in a continuous process to much closer tolerances, together with tamper-free caps, the battery has the benefit of never requiring maintenance by the motorist.

SIGNIFICANT TECHNOLOGICAL FEATURES INCLUDE: • Calcium –silver positive grid alloy. • Expanded metal technology plates on both positive and negative electrodes. The electrodes are now made in a continuous process to much closer tolerances which has resulted in improved quality. • A new patented positive Calcium-silver grid alloy for improved corrosion resistance. • Improved technology and equipment for curing provides much stronger electrodes. • Assembly of products on new automated assembly lines for improved consistency and product quality. • Tamper proof plugs. • Water consumption is reduced even further with the use of calcium alloys. No topping up with water is required during the lifetime of the battery under normal operating conditions. • Improved self discharge characteristics. The use of calcium alloys allows for a longer shelf life compared to hybrid batteries. • A high performance battery putting out high Cold Cranking Amps. • Low self-discharge provided there is no electrical drain on the battery.

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August

2009

Cover

Story

Adding Value to the Customer Base The Powertech Batteries automotive sales team recently visited the upgraded manufacturing facility in Port Elizabeth. Thirty Business Representatives and seven Regional Managers had the opportunity to witness the manufacturing process of the new calcium calcium silver plus product. Alpheus Hatjevina from Windhoek, Namibia, said “It was amazing to walk through a fully automated plant, and watch the ‘intelligent robots’ performing”. The visit is part of an ongoing programme to empower the members of the sales team through practical and theoretical training to build and maintain professional levels of product knowledge. The “order-taking” mentality of days gone by has been replaced by a focus on adding value to the customer base. Many of Powertech Batteries’ experienced Business Representatives have received awards for 20 years service and have developed strong relationships with their loyal customers. Business Representatives have a fixed schedule which requires calling on their customers on a regular basis. This often translates to travelling 10 000 kilometres or more per month in order to reach all customers in outlying areas. A dedicated outsourced delivery fleet follows the representatives to complete the prompt sales and supply process. All customers are GEO coded on an electronic mapping system and are prescheduled for delivery. Powertech Batteries is also becoming known for the vibrancy and high visibility of some of the Sabat business representatives in particular. Cheryl and Heather from Cape Town spell it out, “We are proud of our brand and enjoy representing Sabat in our branded Mini Coopers – Remember It Starts with Sabat!” Itumaleng from Gauteng concurs, “I believe to be successful as a Business Representative means not having fixed working hours. We have training sessions after hours and are happy to participate in Super-Saturday promotions. These are great opportunities to add value and to strengthen relationships with our customers.”

August

2009

Murray Long Marketing Director Powertech Batteries

Corné Strydom General Manager Automotive, Powertech Batteries

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Frankly

by Frank Beeton

Speaking

Dodging the bullet, or a valiant attempt?

On Wednesday, June 10th, 2009, Chrysler Group Limited Liability Company, or the “New Chrysler”, first saw the light of day. This new company was formed to take over selected assets from the “old” Chrysler LLC, which had entered Chapter 11 Bankruptcy Protection seven weeks earlier. As widely anticipated, the Fiat Group is to play a pivotal role in “New Chrysler”, providing management expertise, resources, technology and worldwide distribution. Highly significantly, Fiat S.p.A’s CEO Sergio Marchionne has been appointed Chief Executive Officer, and the Italian company has immediately acquired a 20% equity holding, which is set to rise progressively to 35% as the terms of a predetermined co-operation agreement are fulfilled. The balance of the new company’s shareholding is held by the United Auto Workers’ Retiree Medical Benefits Trust (55%), the US Treasury (8%), the Canadian Government (2%), and the nine-member board of directors will be populated by nominees from Fiat (3), the US Government (4), the Canadian Government (1) and the UAW (1).

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his new combination of Fiat and Chrysler has reportedly emerged as the world’s sixthlargest vehicle manufacturer, sandwiched between Honda in fifth position and Hyundai/Kia in seventh. Chrysler Group LLC will retain a number of former Chrysler management personnel in key positions, but they are to be joined by three executives from the Fiat organization. Richard Palmer will take up the position of Chief Financial Officer, Pietro Gorlier, formerly at Fiat’s Case New Holland agricultural equipment subsidiary, takes over as Chief Executive Officer of the parts and customer services portfolio, and Gualberto Ranieri, also formerly with CNH, will head up the communication function. In contrast to “old Chrysler’s” policy of shared management accountability, each of the individuals making up the executive group in the new company will be given full profit and loss responsibility for their respective areas of responsibility. One thing that is quite clear from these developments is that the “New Chrysler” will be a very different animal to its predecessor. Fiat has, in its own right, been absent from the US market for twenty years, but now finds itself in control of a conglomerate that will be selling a substantial percentage of its products in North America. The new management would be well advised to carefully study the circumstances surrounding the failure of the former DaimlerChrysler alliance. Some analysts believe that the Daimler and Chrysler cultures never found an entirely comfortable “fit”. With the benefit of hindsight, this is understandable, given that the German partner’s history was steeped in high-technology, luxury vehicle manufacture, while the American partner had traditionally participated in a massive volume market dominated by value considerations. Ultimately, this proved problematic as Chrysler faced escalating fuel prices and increased foreign competition, which impacted negatively on both market share and the profitability of the entire group. Suggestions have also been made that Mercedes-Benz was very selective in the technol-

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ogy it transferred to Chrysler, not wishing its European brands to be too closely associated with lower price positioned Chrysler, Dodge and Jeep products. Fiat should not have the same hang-ups over status, as it is very much a volume and value-oriented manufacturer in its own right, but it will need to fully appreciate the damage potential of getting its US market strategy wrong. Fiat, like Daimler, saw control of Chrysler and a substantial participation in the North American market as its entrée to considerably increased global volume throughput, but much customer reorientation will be necessary before US buyers fully embrace European design philosophies. Issues such as the American preference for physically larger vehicles, and lack of interest in diesel engine options, will need to be tackled. American manufacturers have avoided full-scale commitment to these trends in the past, always preferring to build dedicated products for their home market. There are early signs of some change in direction, however, with Ford directing considerable attention to the latest European-sourced Fiesta, and General Motors’ rolling out plans to build a new “compact car” in the US. Market research has reportedly revealed some US consumer caution towards the new Fiat-Chrysler alliance. One California-based consultancy found that 47% of its respondents did not expect Fiat-inspired products to sell well, while 43% thought that, notwithstanding the bankruptcy protection process and Fiat buyin, Chrysler would still eventually fail. More positive responses came from 19% who said they would welcome Fiat cars in the US, while 13% expected the Fiat-Chrysler alliance to succeed. Although it has not yet been officially confirmed, the first Fiat product anticipated to appear in the US will be the Nuova 500 minicar model, while the next-generation Chrysler Sebring is expected to share a platform with Alfa Romeo’s Milano. The only certainty is that the people controlling the New Chrysler have a lot of hard work ahead of them! August

2009

Lux

by Peter Mather

Lite

Peter Mather has worked in the field of human capital development in the motor industry for the last twelve years and has enjoyed great success in facilitating sales and leadership programmes within the industry.

PETER’S SOAP BOX

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’m back and true to say I missed all your feedback on my column which is why I enjoy so much writing in the soap box. This month I want to focus on that topic we have long bandied around in this country and one that the editor Graham Erasmus is passionate about in this industry and that’s SERVICE. More importantly customer service. The other day I had some guests from Africa and I entertained them in a city hotel in Durban and I can honestly say the whole experience was quite simply the worst service I have ever been exposed to in my life. In just under a year thousands upon thousands of foreign people will be descending upon our beloved country and as I sat there in this hotel I reflected on how these visitors might react to similar type service. My guests were from Tanzania and what surprised me most was that they weren’t surprised - in fact they explained that they had got used to it having visited many times. That caused me to ask questions and suffice to say it all boils down to attitude. Unfortunately changing attitudes is more complex than simply one or two training sessions; however it is possible and having worked specifically in this area in the automotive industry for well on 15 years it is now as leaders that we need to invest time and money in this area if we are going to deliver better service to our customers. Attitude is quite simply everything and very little is understood as to what causes people to have the attitudes they do. Habit of thought comes close to some understanding of where our attitude originates from, however the power of repetition in the learning process is without doubt the greatest trigger to our attitudes. Logically therefore if we want to change the attitude of our team members, particularly in sales internal and external, we need to use the same process of repetition to build sustainable permanent change. Just a quick note on my concept of networking in the last column I wrote a couple of months ago. The response was underwhelming so I guess we’ll leave it for the time being. If you have any ideas of ways of improving customer service then I’d love to hear from you - mail them direct to [email protected]. In the meantime if you would like more you can visit www.s2p.co.za and join the ever growing members of the s2p club or contact me direct on 082 456 8479.

August

2009

AIDC Automotive Industry Conference 2009

SA AUTOMOTIVE WEEK LINKUP GIVES AUTOMOTIVE INDUSTRY CONFERENCE DELEGATES MORE VALUE Delegates to the AIDC’s Automotive Industry Conference 2009 in Port Elizabeth on October 7 and 8 will benefit from synergies presented through the AIDC’s partnership with South African Automotive Week.

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ll registered delegates will have free access to a Business Match-making programme and the Trade Show, billed by NAACAM as the “Premier Trade Show for component manufacturers in South Africa”. The Trade Show consists of up to 200 exhibition booths, occupying 5000m2 of floor space. Exhibitors - predominantly component manufacturers will share the floor with OEMs, mega projects and government agencies. Among the large manufacturers who will exhibit are Mario Levi, Tyco Electronics, Kuul, Ying Lin Machine Industrial, Robor Precision Tube, Shield Technologies, National Instruments, DQS, BASF, Schrader SA (PTY) Ltd, National Engineering Industries LTD, Shatterprufe, L & J Tools, VRM, BelTronix, PFK Electronics, Filteg Solutions, Precision Press Pty Ltd, BTM, Dorbyl, Acoustex and Bel-Essex. Delegates will also be offered the opportunity to accept or request business match-making appointments with a database of local and international industry role-players. AIDC Managing Director Barlow Manilal said the AIDC had opted to incorporate the Automotive Industry Conference into South African Automotive Week because of the synergies provided by a combined event. “We are excited to play a key role in ensuring that South African Automotive Week reaches its objectives which include the promotion of investment and confidence in the South African automotive sector,’’ Manilal

said. “At the same time, we can build on the solid foundation of the AIDC’s previous conferences in a collective growth strategy for the sustainability of the industry.” Manilal urged delegates to participate in opportunities presented through SA Automotive Week to gain optimal value. “The package established for delegates is aimed at providing access to information and business leads that will assist their organisations to survive and then thrive’’. The theme of South African Automotive Week is Navigating the Storm: A Roadmap to Vision 2020. A specialised match-making company has been retained for the first time by an auto industry event in South Africa to ensure that the meetings are productive. “We understand that there is a shortage of both time and resources, and that companies want value added to an industry event in the form of structured meetings,” says South African Automotive Week organiser Andrew Binning of Inkanyezi Events. Running from 7 – 10 October in Port Elizabeth, South African Automotive Week includes a Trade Show, the Automotive Industry Conference hosted by the Automotive Industry Development Centre (AIDC), numerous networking functions,

site visits and the match-making sessions. The relevance of the AIDC’s Automotive Industry Conference is demonstrated by the support of the sponsors, which includes Blue IQ (Gauteng Provincial Government’s strategic invest vehicle to stimulate economic development), the Eastern Cape Development Corporation, the Maputo Development Corridor, Collaborative Xchange, Safcor Panalpina, Trilogiq and VWSA. NAACAM’s Annual General Meeting will also take place after the conference wrap up in the evening on October 8. Only by achieving the vision of producing a million cars a year will the South African auto industry be able to create and sustain more jobs, says National Association of Automotive Component and Allied Manufacturers (NAACAM) Executive Director Roger Pitot. This was one of the main reasons that NAACAM was supporting the second South African Automotive Week. SAAW, supported by the Eastern Cape Provincial Government, is the only industry event endorsed by NAACAM, the National Association of Automobile Manufacturers of South Africa (NAAMSA), the RMI together with the Automotive Industry Development Centre (AIDC). To view the programme and to register, please visit the AIDC’s website at www.aidc.co.za and follow the links on the home page.

World class roadworthy testing now in South Africa

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ecently, DEKRA Automotive Pty Ltd, a joint venture between DEKRA Inter-national GmbH and WesBank a division of FirstRand Bank Ltd, celebrated their official launch and opening of their new flagship branch in Gezina, Pretoria. DEKRA is recognised as one of the world’s leaders in periodic vehicle inspections and industrial safety certification. According to Dr Henni Boudjelthia, Managing Director of DEKRA Automotive Pty Ltd, “The importance of quality vehicle testing cannot be over emphasised as it plays a significant role in reducing vehicle accidents and human fatalities on our roads.” DEKRA is a well recognised international brand, established in Berlin in 1925 and currently operates in 27 European countries via 166 subsidiaries and associates. The company is also represented in the USA, Brazil, China and the latest addition South Africa. The company’s presence in South Africa is aimed at positively contributing to the lives of every South African and with the opening of the flagship testing station, which is the first step of many initiatives that DEKRA will bring to South Africa.

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August

2009

AIDC Automotive Industry Conference 2009

“MILLION CARS” VISION MEANS MORE JOBS

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nly by achieving the vision of producing a million cars a year will the South African auto industry be able to create and sustain more jobs, says National Association of Automotive Component and Allied Manufacturers (NAACAM) Executive Director Roger Pitot. This was one of the main reasons that NAACAM was supporting the second South African Automotive Week (SAAW), an industry show-case and think-tank that is being held in Port Elizabeth in October this year. SAAW is the only industry event supported by both NAACAM and the National Association of Automobile Manufacturers of South Africa (NAAMSA), together with the Automotive Industry Development Centre (AIDC). According to Pitot, it would not be possible to meet an industry target of 70 per cent local content without much higher production volumes. Hitting the million vehicle a year mark would increase employment levels in the auto industry by “50 to 60 per cent”, according to Pitot. SAAW chairperson Alfred da Costa, who has interests in component manufacturing, says SAAW 2009 will be a mix of a four-day industry expo, a “Navigating the Storm: A roadmap to Vision 2020” conference and networking opportunities.

International interest from manufacturers in China, India, Taiwan and Holland showed that the African market was seen as being a potential growth area by the world’s auto industry, he said. He urged local component manufacturers to turn this to their advantage by entering into licence agreements with foreign suppliers wanting to enter the African and local South African markets. Over the next two years, the component industry would be characterised by mergers, take-overs and a consolidation of suppliers by original equipment manufacturers (OEMs). The pressure was therefore intense for suppliers to beef up through partnerships. – the potential of which existed through SAAW. The local companies already had the skills, facilities and infrastructure in place, and would benefit from technology. “Original equipment manufacturers demand that local suppliers have international licensing agreements in place. Therefore, having international links in place is not a choice but a necessity.” The second bi-ennual South African Automotive Week takes place in Port Elizabeth from October 7 to October 10. For more information go to www.saaw.co.za.

“WesBank a division of FirstRand Bank Ltd. and DEKRA International GmbH will invest R120 million to establish and grow the brand and services locally. Additionally this partnership will create investing opportunities for more flagship stations in viable geographical positions throughout the country,” adds Dr. Boudjelthia. Having already acquired and upgraded existing AA Test & Drive Stations, DEKRA will now have a national network of 37 testing stations with plans in place to expand to 40 stations by the end of 2009, staffed by 300 qualified technicians supporting a range of innovative products and services. “Using the extensive skills and experience of DEKRA, we will significantly contribute to the upliftment of all employees and to the development of uniform national operating standards. This will be accomplished by working closely with government and by making available to all vendors – whether they are public or privately owned – our in house technical training capacity,” he adds “DEKRA represents more than just roadworthy testing it is focused on adding value to the motor industry as a whole,” concludes Dr. Boudjelthia. August

2009

23

Auto

Topical

A Crossword Puzzle by Tony Twine, Senior Economist, Director – Econometrix (Pty) Ltd

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hile this may provide a big tick for centrally planned economies, where vehicle demand is what it is because Beijing said so, and few of the 20 million industrial workers laid off over the Chinese New Year would have featured on the warranty cards, this news came in only days before two major announcements regarding the South African market, which relate directly to a strategic threat that scenario planners have been imagining for some time and which may now well be materialising in the local motor industry’s own backyard. Not only China but also India is in the midst of a massive urbanisation strategy which will not terminate within 20 years. China has 50 large cities, housing 500 million people and plans to build 50 more to house 600 million more people by 2030. Less centrally planned, but with the greater imperative of a rapidly growing population, India is also on a colossal urbanisation expansion curve. As the two most populist nations in the world urbanise, the bulk of the populations there will not be able to support themselves by means of subsistence farming and will enter the market economies of those countries and the world, and want to purchase rather than grow food. The urban settlements themselves will require huge quantities of raw materials, ranging from cement, bitumen, copper, and steel, aluminium to glass, plastics and rubber products. The table alongside shows that these economies, alongside the world’s traditionally largest automotive producing economies, are already important producers of, and even more important consumers of food

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Anybody who had suspected that the Chinese economic growth fire had been rained out by the global financial melt down and subsequent world wide economic recession must have been awoken with a jolt at the news that new vehicle sales in there had risen at an annual rate of 48.5% in June 2009. Evidently, this came on the back of a stimulus package which cut vehicle sales taxes and provided subsidies in rural areas, and focussing on small pick-ups. Car sales that month reached 872 900 units, with total new vehicle sales touching 1140 000 units. stuffs minerals and energy. These levels can only increase if the urbanisation plan goes ahead.

growth. This is the most tangible promise that has ever beckoned the continent and its leaders.

Where will the required natural resources come from? There are really only two potential resource locations of sufficient size to augment existing raw material production levels, namely South America and Africa. Of the two, Africa has the greater level of unexploited reserves, and the bigger surface area of arable land.

The announcements during July that Chinese automotive manufacturer Chana and Indian manufacturer Mahindra both intend setting up production facilities in South Africa cannot therefore be much of a surprise. Exploiting raw material wealth must translate into vehicle demand in Africa growing beyond recognition over the next few decades. Anybody wanting a toe-hold on the continent is likely to be attracted to South Africa first – in fact, that is the main reason why the country already has 32 OEM’s contesting about 0.6% of the world’s automotive demand. Stand by for more OEM’s, some bearing saffron on a China plate.

But Africa needs huge levels of infrastructural development in order to get primary sector products to its ports and onward to Chindia. Demand for its primary outputs could provide the lift that African economies have desperately sought for the past 200 years of global industrial output

August

2009

A series of articles on the rise of the Chery automobile

CHERY IS CHINA’S TOP AUTO EXPORTER Chery Auto was China’s top automotive exporter during 2008 according to the country’s recently released Top 200 Exporters list. “As the only auto manufacturer on the list, Chery Auto is definitely the pioneer of Chinese automakers going abroad,” said Brett Soso, managing director of Chery SA. “The company has a very sound export strategy and as a result exported 135 000 units during 2008, accounting for 50% of Chinese passenger vehicle exports and claiming the top spot for the sixth consecutive year.”

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hery products are now available in more than 70 countries and regions, including South Africa, and the company has nine manufacturing facilities in seven countries. In addition, Chery also has established a number of strategic partnerships with the likes of American Quantum, Johnson Controls and PPG. In May, Chery Auto sold its 1.5 millionth vehicle since its inception in 1997, making it one of the fastest growing vehicle manufacturers in the world. The company achieved this significant milestone less than two years after it sold its one millionth vehicle. Chery Auto is looking to sell 419 000 vehicles during 2009, which will be an 18% increase on last year’s sales. The company has already launched five new models this year that included a Chery J5 hybrid, as well as the G6, a new

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range of high-end vehicles. “On a global front, Chery will introduce 25 new models in the next five years,” said Soso. “Not only has Chery achieved the status of the best-selling domestic car brand in China, it has also attained international standards for the quality of its manufacturing processes.” The company has for this purpose introduced a “Brand, Quality, Service” strategy, and has also invested heavily in its independent R&D facilities.Statistics released by the People’s Republic of China’s General Administration of Customs shows that China exported commodities worth US$1428.5 billion during 2008, increasing by 17.2% year on year. In the process, China has become to biggest supplier of imported commodities to the US, Japan and Europe.

August

2009

health

care

An update on Moto Health Care It’s hard to believe that six months of the year have already passed with Moto Health Care being administered by Momentum Medical Scheme Administrators (MMSA). In a perfect world the migration to MMSA will have taken place without hitches and MHC would have a contented membership. But we do not live in a perfect world and there have been significant challenges to MHC, MMSA, and members. Whilst there has been a significant turnaround in certain areas of administration notably claims payments and service providers’ perception of the Scheme, there are challenges that remain ahead of us that we need our members and employer groups to assist us with. One such challenge is the usage of old membership cards by our members, despite the Scheme having done a total card reprint at the end of 2008. The risk that our members run by using old membership cards is that their policy options may have since changed from their previous options and they may claim for benefits that are not covered within their new policies. The other risk is that members may be submitting their claims to the discontinued PO Box in Randburg that will result in claims being paid late or rejected for them being outside of the 4 month claim submission period. In light of this, Moto Health Care requests that all members that are using their old membership cards discontinue this practice immediately and contact MMSA (0861 000 300) with their membership number as listed on their old cards, for the re-issue of updated cards. Members that have recently changed their postal addresses also need to notify the Scheme of these changes in order for their correspondence to be forwarded to the correct place of contact. One of the areas that need ongoing attention is the maintenance of Moto Health Care’s data base on MMSA’s system. The importance of an accurate data base cannot be stressed enough. Since most transactions such as premium payments and allocations, claims payments, pre authorizations are based on the membership profile on the administrator’s system, it is of paramount importance that Moto Health Care is aware of all staff movements and changes such as dependant additions/terminations that occur. Failure to notify the Scheme’s administrators of these changes will result in unnecessary delays in claims payments, pre authorizations, access to benefits and incorrect billing statements. Individual members/pensioners may contact the Scheme’s contact centre directly to update their details whilst employer

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Barry Canning, Chairman Board of Trustees - MOTO Health Care groups have access to a dedicated Internal Services Consultant that would effect all member movements authorised through the payroll or HR department of the group. MMSA have also created an interactive website for employer groups to effect their own changes on prior to them receiving billing statements from the Scheme. This facility is only available to employer groups or individual members/pensioners. Members that belong to groups need to make all of their changes through their HR/payroll departments. By the way, when a group is spoken of in this context it refers to a group of employees working for the same employer.

2009 has seen a number of changes to the benefit design of Moto Health Care. Members are urged to familiarise themselves with the benefits that they qualify for whilst bearing in mind that even if they have remained on the same options, certain benefits have changed. Moto Health Care has attempted to assist our members where possible and in certain cases have allowed them to obtain chronic medication for the first six months of 2009 to prepare them for the benefit transition. These cases were treated as exceptions rather than the rule and the Scheme has duly notified all affected members that these exceptions will discontinue shortly. Importantly, for members requiring chronic medication in the future, we would ask that they please check if their policy option does cater for this benefit and also that their treating physician contacts MMSA with all the mandatory details when applying for their medication registrations/renewals. Should any of you need more details on what is required by the Scheme in this regard, please call our Chronic registration department on 0861 000 300. Members of the Custom and Essential option are reminded that their day to day cover is managed through Carecross. The Scheme did face challenges at the beginning of the year in terms of Carecross provider availability but that has been addressed and we have seen a significant improvement in this regard. Overall, Moto Health Care continues to offer honest to goodness value in a market plagued by legislation requirements, rising healthcare costs, unscrupulous service providers and our most recent adversary, the global meltdown. The Scheme is confident that this temporary setback affecting our members and employer groups will subside and that the stabilization of our industry will create sustained growth for the Scheme.

August

2009

managing

the

Risks

It’s been said a million times before that when the going gets tough, the tough get going. This cliché takes on a new resonance when describing the truck industry. Times may be tough, but trucks are tougher, and truckers are the toughest. This industry is literally the wheels of the economy, so thank goodness that when the going gets tough, the toughest get going. A critical element in this dynamic is the ability to keep costs down, and to ensure that operating costs are kept under tight control. The first port of call in this endeavour is to protect against theft and misuse. The first port of call in this endeavour is to protect against theft and misuse. A close second is thinking smart and keeping costs down. ABR has commissioned Séan Jackson of TRUCKTEK to give our readers a series of tips on Managing the Risks.

Tyre Monitoring In the July 2009 issue of ABR, Séan Jackson discussed the importance of monitoring tyre pressures, and the need to give the truck driver the necessary tools for early detection of tyre problems. Séan now discusses the dynamics around tyre monitoring.

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rucktek has evaluated many tyre monitoring systems, and after extensive tests and consideration of local conditions, has chosen Actsensor-It! as the most suitable system for South Africa. Known worldwide as TPMS this system, after local adaptations, recognises that the driver is the first line of defence, with the added benefit that it can be linked into a control centre, and can be incorporated into any fleet management system. Thus the driver and the control room are always aware of the vehicle’s tyre pressures, with the option of a dash mounted monitor or a rear view mirror clip-on version. Visually the driver is warned when a tyre pressure variance of 15% is detected, and even if his attention is somewhere else, a warning beep is sure to get his attention. Further back up is provided at control room level. All good and well, you may ask, but why should a motorist or truck fleet owner fit an Actsensor-It! System?

• The contact area of your tyre to the road is less than 3% of the tyre! It is therefore critical that the driver should know the pressure of the tyres, whether stationary or moving. • It is far safer to be warned of a slow puncture before a major catastrophe or excessive damage occurs. • A tyre, like fuel, is an expensive commodity. Properly inflated tyres provide greater stability, improved handling and braking, and are less susceptible to blowouts and tread separation. • Properly inflated tyres extend the tread life by up to 35%.

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Séan Jackson

• Under inflated tyres increase fuel consumption and hydroplaning on wet roads • Generally 75% of tyres are under inflated; 20% under inflation has 30% less tread life; 30% under-inflation has 45% less tread life. • Over inflated tyres decrease road surface contact with resultant poor handling and braking. 20% over inflation has 10% less tread life. • Where double tyres are used on the rear of the trucks, LDV’s, vans or taxis; it is difficult to know if one of the rear tyres is running below pressure or is even flat, resulting in expensive damage.

may be fitted to the outside or the inside of the tyre valve, and when fitted externally theft proof sensors are available. Depending on the type of monitor chosen, there are no wires or aerials visible. The small lightweight monitor provides easy read alternate pressure and temperature of each tyre with a red LED display and a “beep” should a tyre become under inflated, and various models are available to suit cars, car with trailer or caravan, buses and trucks from 4 to 32 wheelers. For fleet operators, a special sender unit is fitted to notify the control centre within six seconds of any potential tyre danger, for backup in case the driver is for some reason unaware of this. The real clincher is the low price of the system. When one considers that a truck tyre can cost anything from R5 000 to R12 000 and more, and the value of a full rig can easily exceed one million Rand, and that serious injury or loss of life is incalculable, then the cost of Actsensor-It is extremely cost effective. Actually, it is a no-brainer for any responsible fleet operator.

The beauty of Actsensor-It is that it is easy to fit and extremely rugged, having survived extensive trial runs into Africa without one failure. The tyre sensors August

2009

weighty

by Frank Beeton

issues

PUBLIC TRANSPORT – Is there some hope, at last?

South Africa’s public passenger transport situation has been a hotly debated subject for some time. This reflects its nature as a highly contentious issue, and the generally-held perception that real solutions to its very deep-rooted problems are not yet evident. One theme that has been consistently central in many discussions has been the lack of direction coming from central government, and the seeming unwillingness of our political masters to grasp the fundamental nettles necessary to effect meaningful transformation. The emphasis placed on service delivery during the run-up to, and since the 2009 General Election may, hopefully, spur the new ministerial incumbents into early action.

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hen newly-elected President Jacob Zuma announced the composition of his cabinet of ministers on May 10th, 2009, there may just have been some cause for celebration among South Africa’s long-suffering commuting public. The choice of the former Premier of KwaZulu-Natal, Sibusiso Ndebele as Transport Minister, with prominent long-serving member of the SA Communist Party, Jeremy Cronin, as his Deputy, promised to bring some measure of life to a ministry that, during the fifteenyears of democratic government in South Africa, has promised much, but delivered very little. Cynics might say that it has served either as a repository for people needing a few years’ peace and quiet on their journey out of the political mainstream, or as a temporary “holding station” for the most recent incumbent, Jeff Radebe, who, while breathing the rarified air of the ANC’s top policymaking echelons, clearly felt less comfortable dealing with the real issues clouding the delivery of efficient transport solutions in South Africa. S’bu Ndebele’s legacy in KZN includes what is, without doubt, the country’s most effective provincial road traffic law enforcement environment. While much of the credit for this must go to the Province’s tireless Manager of Road Traffic, John Schnell, a nod must also be given to Ndebele for creating the space in which Schnell could do his job effectively. It could not always have been easy, given

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the generally negative perceptions held by most South Africans towards traffic law enforcement, and their inevitable propensity to brand any evidence of effective intervention as a mixture of residual racism, victimisation or over-zealousness. This situation has not been helped by the well-documented tendency of many traffic officers to pursue self-enrichment through the offering of “alternative” fine payment facilities to their victims. Cronin, as the erstwhile Chairman of the Parliamentary Portfolio Committee on Transport, has displayed considerable knowledge of, and interest in, the public transportation field, plus a praiseworthy tendency to get his hands dirty, having played a leading role in unraveling the unsavoury saga when the Department of Transport reneged on its bus subsidy commitments towards the end of 2008. He also appeared at the South African Bus Operators Association conference, held in Pretoria during February, 2009, to make a presentation on the government’s new National Land Transport Bill. This document, which had passed Parliamentary scrutiny the previous month, succeeds the National Land Transport Transition Act of 2000, and sets out the policy framework for legislation governing public transport going forward. Cronin’s presence at SABOA’s conference, and his forceful intervention into the subsidies debacle, were positive signs that he is prepared to engage with the operating community, and hopefully contribute to a more healthy relationship between bus operators, and the Department of Transport, following a long period where these interest groups seemed to be perpetually talking past each other.

Any new-found dynamism within the department will be sorely needed, because it has some substantial issues to confront. Cronin’s presentation on the NLTB pointed out that the new Bill recognised the failure of the NLTTA to effectively address issues such as Taxi Recapitalisation, the revitalisation of the suburban passenger rail networks, the resolution of the operating permit and tender-for-route questions that have dogged bus operators for years, and the broadening of public transport subsidization. The efforts of the new Department of Transport hierarchy will have to be directed at addressing this backlog, but will be further complicated by the ongoing argument over the delayed Bus Rapid Transit system, which is now only scheduled to begin operations in Johannesburg at the end of August. The lack of meaningful prior consultation with the increasingly militant minibus taxi industry, and Jacob Zuma’s seemingly well-intended intervention to stave off a crippling taxi strike just before the General Election have left a problematical legacy that will take skilful navigating. Early signs have been promising, with the new Minister willing to engage personally with the multifarious organisations purporting to represent the minibus taxi industry, and advocating a direction towards a broader and more structured role for this ill-disciplined monster in the formal transportation milieu. We hope that he is successful, or the slight illumination at the end of the tunnel may just turn out to be the Gautrain approaching, at very high speed!

August

2009

Tony’s

by Tony Twine

take

ANOTHER WINTER OF LABOUR DISCONTENT

Participants in any economic activity need to keep tabs on their incomes and outflows in order to optimise the benefits that they can derive from their economic positions. Economists recognise four major groups of inputs into any productive process, and label these as land, labour, capital and entrepreneurship. The various ways of combining these four groups of inputs create economic systems of sometimes great and sometimes disastrously wasteful efficiency and effectiveness. Inevitably, there is a tussle over who should command the resources and determine the rate at which they are rewarded as economic inputs, that tussle is called politics.

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ecause of the fact that many large organisations, including general government and many parastatal corporations, negotiate wage settlements in the months around mid-year, the South African winter is now readily associated as being the time when employer and employee’s toys start flying out of the cot, with apparent disregard for such niceties as affordability, equity, survivability and economic prospects of a longer term than beyond the next pay day. Along the lines of the trench warfare of WW1, both sides dig into negotiating positions that are quite deliberately more favourable to their own sides than the likely settlement point, which is left alone in no man’s land until both sides are forced to approach it because of the attritional damage that they have succeeded in inflicting on the other side, but at considerable cost to their respective selves. Very often, the combatants are merely representatives of greater interest blocs – company directors

and managers represent the interests of entrepreneurs (shareholders), suppliers of capital (shareholders and creditors) and the owners of rights to whatever natural resources may be involved in the production chain on the one side and representatives of labour interest groups on the other. These generals proceed to slug it out, not always with either the short or long term benefit of their respective armies at heart. Many of the chiefs of staff are paid to be there to fight, not to make peace. Thus, in the winter of 2009, the various negotiators arrived at a point of negotiation departure where the rate of price inflation had leapt alarmingly on the back of mainly absurdly escalating oil and food prices just after the 2008 round of settlements, but which had dissolved under the weight of their own relentless greed and stupidity, an event that has become known as the global financial melt-down and ensuing recession. Labour will always bring to the bargaining table memories of

periods of rapid price rises, and the double digit inflation confronting South African consumers a year ago has clearly been a partial, although outdated, link to the double digit demands for remuneration increases during the winter of 2009. The accompanying graph shows the rise and fall of consumer prices moving into and beyond the third quarter of 2008. But, it also shows the collapse of the rate of the expansion of producer prices, ie the prices of goods as they leave the factory gates here in South Africa, or enter the country through the customs sheds at our ports. Across the five primary and secondary sectors of the economy (agriculture, mining, manufacturing, utilities and construction), the basket of prices was scarcely changed in term of its average level between the second quarters of 2008 and 2009. This collapse of price increases accruing to producers of goods came on the back of a rapid slowdown in both the real and nominal rates of gross domestic product, or the value of total production in the local economy. The real rate of GDP growth reflects production in volume terms, while the nominal rate of growth represents the change in the monetary value of that production. High positive production growth rates are clearly over for the time being. So are periods of rapid output price growth. The leverage of high consumer inflation rates may not have entirely evaporated, but the fulcrum against which the lever rested, namely rapid real output growth, has been whipped away by the global recession. Apparent labour victories at the negotiating table will have to be reviewed in a years time, to see if all the old jobs at the new pay rate are still there. August

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2009

Q&A

by Roger McCleery

Roger McCleery asks the questions See how many of these 20 Questions you can answer. 1

WHO BUILT THE FIRST JEEP IN 1940 FOR THE US ARMY?

2

WHO WROTE “UNSAFE AT ANY SPEED” IN 1965 ATTACKING SAFETY IN THE AMERICAN MOTOR INDUSTRY?

3

WHERE WAS NIKI LAUDA’S FIRST GRAND PRIX WIN ON HIS RETURN TO GRAND PRIX RACING AFTER NEARLY BEING KILLED AT THE NURBURGRING IN 1976?

4

WHAT DID BMW MAKE BEFORE CARS AND MOTORCYCLES?

5

WHAT MOTOR COMPANY OWNS ROLLS ROYCE TODAY?

6

HOW MANY FORMULA 1 WORLD CHAMPIONSHIPS DID AYRTON SENNA WIN?

7

WHAT FAMOUS CAR BUILDER HELD THE LAND SPEED RECORD FOR A SHORT TIME IN 1900?

8

WHO WAS THE MAN BEHIND WESBANK V8 RACING IN SOUTH AFRICA FOR NEARLY 25 YEARS?

9

WHAT MANUFACTURER USED THE SLOGAN “BRAAIVLEIS, RUGBY, SUNNY SKIES AND …………………… “?

10 IN 1987 A BRITISH CAR ENDED PORSCHE’S DOMINATION OF LE MANS 24 HOUR RACE. NAME IT. 11 WHAT DOES THE 40 IN THE FORD GT40 STAND FOR? 12 IN WHAT CAR DID JIM CLARK WIN HIS FIRST MOTOR RACE? 13 WHO HEADS UP THE RMA (RETAIL MOTOR INDUSTRY) IN SOUTH AFRICA? 14 AT WHAT MOTOR SHOW WAS THE BRITISH LAND ROVER FIRST INTRODUCED? 15 WHAT WAS THE SWISS RACING DRIVER AND ENGINEER CHEVROLET’S FIRST NAME? 16 WHO FIRST PATENTED THE FOUR VALVE CYLINDER ENGINE DESIGN? 17 NAME A FAMOUS SICILIAN MOTOR RACE THAT WAS RUN FOR 60 YEARS. 18 IN WHAT YEAR DID FERRARI CO. MAKE ITS RACING DEBUT? 19 WHAT BUBBLE CAR HAD A SINGLE FRONT OPENING DOOR? 20 NAME THE ITALIAN RACE DRIVER NICK NAMED “THE FLYING MANTUAN”

Answers on page 39 36

August

2009

Industry Update

Life Goes On

- without Bank Obama

By Austin Gamble

The all new Mazda3 was launched to the media at the end of July 2009, and the occasion was spiced up by Ford’s global second quarter results for 2009, which Hal Feder, President and CEO of Ford South Africa, presented with a smile, because the trend which was starting to emerge from 2009’s first quarter figures, is starting to firm up. Hal also gave the good news that Ford, unlike its American cousins, is climbing out of the financial hole without the aid of Uncle Sam.

The interior is stunning; with a sweeping dashboard that really gives an impression of space and class. The performance of the 2,0 litre and the 2,5 litre vehicles is not shabby either. We did not get to test the 1,6 litre, which retains the previous Mazda3 power train, but we were assured that with the weight reduction and the improved aerodynamics that the 1600 does have more zip than its predecessor. The really good news is that the Mazda3 1,6 litre has actually come down in price, so you’re getting more for less – hooray for Tito Mboweni! My apologies for not highlighting the sparkling Mazda3, but I am scheduled to give a full evaluation in the October 2009 issue of ABR, so apart from a few quick impressions, you will have to wait two months, but I am sure that in the interim there will be many glowing reports of this superb C segment package from the feverish pens of the other hacks who attended the launch, so by the time I do my bit, you will already have a good idea about the car, which is a definite Car of the Year contender. I have included some pics just to get the juices flowing. Now, back to Hal Feder’s good news about the second quarter: •

A pre-tax loss of US$424 million, vs. a first quarter loss of US$1,6 billion, and last year’s fourth quarter loss of US$3,6 billion

• • • • • • • • • • •

Structural costs down US$1,2 billion Customer satisfaction and vehicle quality levels in the States now equal to Toyota Cash burn under control – situation has stabilised Ford Credit’s pre-tax profit of US$595 million – a very good omen In June Ford was Canada’s top selling brand for the first time in 50 years Sales in China up 39% vs. first quarter Improved market share across all segments South America and Europe in a profit situation Mazda division all square Traction from the “clunker” programmes “Don’t need Bank Obama”

Hal concluded that North America remains the problem child, but that the losses can be attributed to volume and mix, and once this improves, things will get better in the land of bluegrass jazz and apple pie.

The Mazda3 manages to look chunky and sleek at the same time, with the sedan’s lines particularly enticing.

August

2009

37

Industry Update

Life Goes On

- the Shogun way By Austin Gamble

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This series of articles seems to have legs. In the June 2009 issue of ABR, we heard some upbeat news from Ford and General Motors. Last month it was Tata’s turn, and in this month’s issue, after Ford (see previous page) it is Toyota that gets a chance to turn on the charm, based on its mid-year review presented by Johan van Zyl, President and CEO, and Andrew Kirby, Vice President Sales and Marketing.

he presentation at Toyota’s training Academy in Wynberg, Sandton, on Monday the 6th July 2009, came hot on the heels of the appointment of Akio Toyoda to the top position of President of Toyota on 23rd June 2009. To celebrate this milestone, let’s kick off with an uplifting quote from the scion of the founder Kiichiro Toyoda; “It will always be Toyota’s mission to deal sincerely with the customers, communities, and societies that we serve. Toyota will do everything in its power for their benefit. I believe that this is the main reason for Toyota’s existence. I want Toyota to be a vibrant and exciting company. During past decades we have regularly faced challenges. We currently face an extreme challenge that I am convinced that we can restore the company to its previous strength. This is a turning point in our history.” The reason for this reassuring statement is that Toyoda takes over the reigns during a “once-in-a-lifetime crisis” brought on by the global economic slowdown, which was his description in a recent interview with Fortune magazine. To address this crisis, he vows to rein in overcapacity, reorganise operations to strengthen control, and get the company back to basics. He especially wants to re-instil dedication to one of the pillars of Toyota’s production system: genchi genbutsu, meaning “go see for yourself ”. Toyota SA in its press release describes genchi genbutsu as creative thinking and constant technological advancement, and the philosophy of “teach and be taught”.

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Johan van Zyl, in his introductory remarks, utilised his customary dry wit to reveal that he had been asked by his colleagues to “give a positive message and a message of hope”. He went on to say that whilst he could not bring himself to use the latest “green shoots” buzz phrase, he could state that the seeds of renewal had been planted and that he was now waiting for rain. The rain that he refers to is a global economic recovery, the answer to which lies in the rehabilitation of financial institutions through the regaining of confidence, financial health and liquidity. As he points out (and many in the industry are saying this) the demand from consumers is there, but with the low approval rates from the finance houses this demand is not reflected in vehicle sales. Stimulus is being applied globally via government bail-outs (USA) and scrapping allowances (Europe), whilst locally the NAAMSA/NAACAM working group is looking for localisation opportunities, with the ambitious target of 70% local content. The APDP (Automotive Production and Development Programme) to be implemented in 2013 shall also provide a huge impetus in reaching this goal. Johan van Zyl predicts a stabilisation of the industry for the balance of 2009, with modest growth of three to five percent in 2010 and 2011, and his gut-feel based on science, “but not an exact science”, is that 2012, and particularly 2013, will see a return to 2006 and 2007 levels.

August

2009

Industry Update Putting the Cart before the Horse It was during the mid-term review that Johan van Zyl used the opportunity to criticise the plan by government to introduce an ad valorem tax on vehicles, based on carbon dioxide emissions. This tax, due for introduction in April 2010, will increase vehicle prices by anything from 0,3% (Corolla 1300) to 7,2% (Prado) on Toyota’s higher volume vehicles, whilst the lower volume Prius would benefit by 3,2%. Whilst conceding that this is the correct way to go, van Zyl says that the timing is not opportune, given the fact that the fuel industry is lagging behind the technology curve, which is delaying the introduction of fuel efficient vehicles which are already available, but can only run on Euro 4 quality fuel. A classic case of putting the cart before the horse.

P&A Sales a Ray of Light Andrew Kirby, in his presentation, revealed that Toyota carries out a balancing act when it prices its vehicles, as they have to deal with two major conflicting pricing inputs. The depreciation of the Rand against the Euro by some 10% from Jan 2008 to June 2009 has made exports to Europe more attractive, whereas the Rand’s depreciation against the Yen of 23% in the same period has put pressure on cost inputs both in built up vehicles and component imports. The cost accountants must be named Jekyll and Hyde! A more interesting titbit from Andrew’s presentation was that P&A sales had increased dramatically from 2006 to 2008, influenced by the introduction and expansion of service and maintenance plans, and also by the increase of Toyota’s car parc to some 900 000 vehicles. The unknown quantity is whether South Africans are starting to concentrate more on maintaining their vehicles during these tough times? ABR shall revisit this titillating question in its September 2009 issue.

Ken Ken 9 x 9 How to Play: Like Sudoku, even though difficulty may vary from puzzle to puzzle, the rules for playing KenKen are fairly simple: For a 9x9 puzzle, fill in with the numbers 1-9. • Do not repeat a number in any row or column. • The numbers in each heavily outlined set of squares, called cages, must combine (in any order) to produce the target number in the top corner of the cage using the mathematical operation indicated. • Cages with just one box should be filled in with the target number in the top corner. • A number can be repeated within a cage as long as it is not in the same row or column. Answer on page 76

Answers 1 2 3 4 5 6

WILLYS RALPH NADER SOUTH AFRICA IN 1977 AERO ENGINES BMW 3

August

2009

7 8

HENRY FORD BRIAN COOK (BROTHER OF JIMMY COOK, THE CRICKETER) 9 CHEVROLET 10 JAGUAR

From page 36 11 12 13 14 15 16

40 INCHES HIGH PORSCHE 356 JEFF OSBORNE AMSTERDAM LOUIS PEUGEOT

17 TARGA FLORIO AFTER COUNT FLORIO 18 1947 19 BMW ISETTA 20 TAZIO NUVOLARI

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Personal

Q&A

profile

by Roger McCleery

INTERVIEW WITH ALAN ROSS

The South African Motor Industry in this tough recessionary time has been kept going by talented, hard working, energetic, knowledgeable and determined people who know the business and who don't take 'No' for an answer. Sure times are tough and the number of car sales is down. But these people will be the first to admit that they still need to move the metal. Such a man is "Mr Hyundai in South Africa", 59 year old Alan Ross, the CEO of Hyundai Automotive South Africa (Pty) Limited. This company imports and distributes cars, bakkies, trucks up to four tons and 39-seater luxury coaches. Alan's hand picked team of people have taken Hyundai car sales to 4th place in the market, behind three of the local giants in our industry. Q: HOW DID YOU GET TO TAKE OVER HYUNDAI IN 2000? A: As most of South Africa knows the previous importer of Hyundai in South Africa went into liquidation in 2000. This left over 80 000 very annoyed customers stranded with no parts on hand and nowhere to get their Hyundai's serviced on an ongoing basis. All the good brand building that was done was destroyed in a matter of days. I can still remember the newspaper reports and one in particular which said that no one in their right mind would ever buy another Hyundai. We were under no illusions of the challenges we would be facing by taking over the franchise. Even so, Manny da Cahna roped me in to secure the distribution rights on behalf of the Imperial Group, through Associated Motor Holdings. We were facing some competition from a well known local company so there was a bit of concern about whether we would be successful. I eventually travelled to Korea. I arrived on a Sunday and met Mr. SS Yung (at Hyundai), who is still involved with South Africa to this day and had the deal signed and sealed by that Tuesday. I think it was the fact that our work ethic is well aligned that eventually made them decide on AMH. Q: AND THEN? A: We came back and met the existing dealers in a Sandton Hotel. We found out about all their needs and embarked on an expensive programme of flying in parts on a daily basis. We weren't allowed to import any new vehicles, so we supported most of the dealers through their used car sales, just to keep the businesses afloat.This went on while we were waiting for the Competitions Board to grant us a licence to import new Hyundai vehicles. After six months we had our licence and we started selling new vehicles.

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J.D. Power and Associates and they have managed to become the fifth largest Automotive Manufac-turer in the world. To achieve the production volume and maintain high quality standards is no easy task. Hyundai has done it very well. Q: TRAINING? A: We set up a High Tech Service and Training Centre in Boksburg, separate from our Head Office in Edenvale in Gauteng. It is an important part of our success. The training centre provides training for the whole of SubSaharan Africa. It is one of only two centres worldwide that conduct training on behalf of HMC. Q: DO HYUNDAI APPRECIATE WHAT YOU HAVE DONE? A: Yes, I think so. Over the last nine years we have won International awards. This includes being named Hyundai Distributor of the Year in 2006. We've been in the top five for almost six years now, but nothing comes close to the feeling when you win it. Q: WHERE WERE YOU BORN? A: In Kokstad where the family farmed cattle and sheep. We were three brothers. I was the middle one. We went to Kokstad High and then as boarders to Queens College in Queenstown, which I hated. Q: SPORT? A: I was good at athletics and soccer. I couldn't play rugby as I had had Rheumatic Fever. When I wasn't playing sport I ran the film society at College where we hired films and also made a profit. Q: WHAT DID YOU WANT TO BE WHEN YOU LEFT SCHOOL?

Q: WHAT IS HYUNDAI KOREA LIKE TO DEAL WITH?

A: Certainly not a farmer. Rather something in the Accounting line.

A: Driven. Motivated. Very target orientated. They set very high standards. "Impossible" is not a word they accept or even understand. It all comes from the founder of the company. He started as a peasant farm boy and eventually built up the largest company in Korea. This approach has worked. Hyundai produce vehicles of the highest quality according to

Q: WHAT PATH DID YOUR CAREER FOLLOW? A; After Matric in 1970, three years at the Permanent Building Society where I was paid the princely sum of R110 and where they offered me a R25 raise. I moved to Tanker Services, Tidal Water Transport and then

Quattro Carriers where I worked fifteen years as an Accountant and then the MD looking after 450 vehicles. During this time I furthered my education with a CIS, IAC and a Higher Diploma in Tax Law from Wits. This company was sold to Bill Lynch, of Imperial Holdings who wanted a long distance transport company. I was there for five to six successful years until I was offered TYCO in Cape Town. My wife, Corlynne, who had been my driver all along, didn't like Cape Town although she came from there. I took a retirement package and went into the Revenue Services to learn all about tax and how to be a Tax Consultant. Q: HOW DID YOU GET INTO THE MOTOR BUSINESS? A: Bill Lynch told me to go and see Manny da Cahna as AMH was being established to import cars. That really got things going. I became the Accountant at a dealership, became Head Accountant at Head Office and then said I would like to take over the running of Daihatsu. Manny thought about it for a day before he said OK and I was appointed MD. I used to go to Manny every Sunday to learn about the business. June van Zyl also taught me all the details of the motor business.We set up the Daihatsu Dealer Network over three years before taking over Hyundai in 2000 with a massive job to do. Since then it has been my life, 24/7. Q: WHO MADE A BIG IMPRESSION IN YOUR LIFE? A: Manny da Canha, who knows everything about the motor business. Tony Serrano of Quattro Carriers and June van Zyl of AMH. Q: YOUR AMBITION? A: To see Hyundai go to Number One in the South African market place. Q: WHEN YOU RETIRE? A: I haven't thought about it but I have always had a yearning to be a Tax Consultant, although by the time I retire I'll probably devote more of my time to my hobby, which is electric trains which I have had an interest in all my life.

August

2009

Diamond

Dialogues

Editorial Partnership Giel Steyn

The Heroes of the Automotive Aftermarket Last month we discussed the segmentation of the automotive aftermarket, and the roles of the various players, from the OEMs at the top of the pyramid, down to the small independent workshops, and even further down to the backyard mechanic and the do-it-yourself buff. All beavering away in their own small way and contributing to the mobility of the common man. Henry Ford would describe it as such; “Give a man a lift, and he gets to where he wants to for a day; give a man a car and he gets to where he wants to for the rest of his life”. Karl Marx would prefer to describe it as “oiling the wheels of capitalism”. Marie Antoinette would wonder what all the fuss is about, offering some dietary advice, urging them to “eat cake”.

I

rrespective of what shade of red your politics or economics are, or what philosophical outlook you have, the fact remains that if you are not mobile your productivity and your contribution to the economy and society in general drops significantly. Thus, like it or not, the automotive industry is the most significant driver of economic activity by far, not necessarily measured in GDP terms, but rather in facilitating the means of production and critically the means of getting to where the activity is located. Enough of the economic socio psycho mumbo jumbo, let’s get back to the real world, and the heroes of the automotive aftermarket. South Africa has a car parc of some eight million vehicles, and this car parc has been accumulating over the years, and each year this number grows, as more people acquire cars in excess of the disposal and scrappage rate. Even in a depressed sales year such as 2009, the car parc will still grow (expected to be 2,5% growth in 2009), so for the foreseeable future we can expect more and more vehicles on the road, and both these roads and the cars on them will require maintenance. Judging by the condition of our secondary roads and streets, both in physical disrepair and the deterioration of road marking, street signs and lighting, the authorities are not doing such a good job and will most probably continue. In contrast Giel Steyn says that “the real heroes are those in the independent aftermarket who look after the majority of vehicles on

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“This would be a regular sight if not for companies such as Grandmark International” the road”. 56% of South Africa’s car parc is eight years or older, and this is where factors such as the diamond dialogues quadruplex of technology, quality, safety and value for money take on a huge significance. The older vehicles’ creaking bones need loving care, and if it was not for companies such as Grandmark International which scour the world for quality product at reasonable prices, those motorists with older cars and distressed pockets would have a hard time in keeping their cars on the road, which in turn would place the country’s infrastructure under threat, in terms of mobility, safety, and health care, leading to issues such as environmental health, social cohesion and general well being. Thus hats off to the Heroes of the Aftermarket.

Even a good part of the younger cars are being looked after by the independent aftermarket, for various reasons. This we shall discuss in the next issue of ABR, and we shall also come back as promised to the grey area surrounding franchised dealers with regard to whether they should be defined under the OEM banner or the aftermarket banner. Add pic

August

2009

by Marcus Haw

Tyres

and Their Contribution to Safety in Motoring

Having looked at some possible cost saving techniques regarding the four to ten ton truck segment, let’s now look at some of the causes of the high costs. Let’s look at the mistakes the fleet operators make in these fleets.

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e have previously discussed some of these mistakes which include not knowing certain factors of their operations as well as they could. Taking for granted that because the route is on tar, all is well, and not knowing the condition of the tar at all points as an example we have used. We have mentioned load distribution, and the effect empty return trips can have on tyres, keeping accurate records, speeds and loads and the list goes on. But there are more subtle causes of tyre cost inflation, and less obvious mistakes that operators make. Let’s investigate these. There are ten common operator mistakes responsible for inflated tyre costs, not always looked at or thought about which we are going to go through.

Mismatched Tyres

1. Underestimating the tyres themselves. In all situations, be it private motoring, heavy transport, mining or earthmoving, tyres and their complexity are underestimated. It is a common and costly user phenomenon, most prevalent in the commercial sector, leading to practical problems such as performance loss, fuel wastage and downtime. Fundamental understanding of tyres could eliminate these concerns. The misconception of tyres as an unmanageable and unimportant, but necessary consumable, unfortunately destroys any motivation to learn more about it. Getting to know how tyres are made, what they go through during their lives and understanding their needs should be a priority for all fleet operators. These few points can go a long way towards conserving tyre use, and therefore cutting tyre costs.

46

Tyre Abuse

2. Buying irrationally. This includes mixing of brands, buying cheap, buying up and buying wrong. Mixing of brands is never a good thing. Many fleet operators believe that it is bad practice to “put all your eggs in one basket”. This is irrational thinking. Always keep space in your fleet so that you are able to test new products, but find a brand that works best for you and standardise. Standardising your tyres has many advantages: all tyre dimensions are exactly the same, tyre flex rates are exactly the same, tread patterns and casing designs are automatically compatible, load and speed rat-

ings would be better matched etc. This reduces many problems in a fleet and one can be rest assured your tyres are all working in harmony. Over and above the technical factors, one can usually negotiate better volume deals, and by all rights, one’s service and back-up should be assured. Buying cheap, except for specific purposes should be avoided. Generally cheap is nasty and one gets better performance and service from better products. Many operators base their buying policies purely on price. This is a dangerous practice, and buying policy should be based on value in conjunction with performance. Buying up is equally pointless unless it shows specific performance advantages. There are those who believe that by buying a premium brand automatically gives them premium performance. It doesn’t! If your operation is perfect, and your maintenance one hundred percent correct, and your vehicles have zero problems and if …and…and……. then one can realistically have such expectations. Yes, a premium product will give better performance than a “run of the mill” in most circumstances. But the question must be whether the price difference is worth the performance gain. If the operation is a harsh one, or your pressure maintenance is poor, or if your vehicles are neglected or old, buying up can be a total waste of money. This is where the operator needs to know his operation and be honestly critical of everything regarding it. Buy the tyres which give you the most value and performance which can be realistically expected within the operations normal parameters. Remember a piece of steel goes through a premium tyre just as easily as it goes through a lesser tyre. A premium tyre fitted to a misaligned axle gets chewed up as easily and quickly as a cheaper one. Buying with thought and knowledge is the only way.

August

2009

Overloading

3. Incorrect retread practices and understanding. A good retread programme can be a huge cost saver in a fleet if practiced correctly. Again though, it would also depend on the entire approach to the management of the particular fleet. If the tyre maintenance is good and the casings well preserved, then retreading ones own casings is a good idea. However, if one’s casings are getting scrapped before they can be retreaded, there’s a problem. Don’t even consider stock retreads, or casings which are already retreaded, and whose histories are unknown. While retreaders do inspect the casing as best as they can, they may have had a very hard life and are often more trouble than anything else. Leave these for the scrap metal merchants and quarry workers to buy. Equally, wrong tread choice, tread to casing incompatibility and mixing retread types and patterns can be extremely expensive in the long run. Introducing retreads into a fleet should be done with the same amount of thought and care as when choosing new tyre brands.

4. Vehicle maintenance. Neglecting the obvious in vehicle maintenance is one of the most common mistakes we find in fleets. Not checking and correcting wheel alignment on a regular and well timed programme causes thousands of

August

2009

rand to be lost in the industry each month. Due mainly to the deterioration of the condition of our road systems, wheel alignment concerns have increased by around thirty percent of the last five to six years. This is an estimated figure by our own experience, but won’t be too far off the mark. If anything, it would be an underestimation. In spite of this increase, most fleet operators don’t check their wheel and axle alignment often enough. Their thinking seems to be that the costs are too high due to not only the price of the alignment, but because of the downtime as well. This is a stupendous mistake in thinking and costs far more in tyre loss. Suspension components, spring packs, torsion bars, torque rods, hanger brackets and especially all the bushes in these bits wear and get damaged. Even so, one seldom finds any of these components in good condition during surveys. They are conscientiously ignored and neglected in the quest of keeping the vehicles on the road at all costs. Wheel rim and accessory maintenance is just as important, and is equally neglected throughout the industry. Consistent mistakes are made by experienced fleet controllers.

So finding incompatible rim flanges and tyre beads is quite rare. But, not unheard of. More common is the purchasing of rims with differing off-sets and various other design differences. There is not enough space here to go into all the problems incorrect rim matching can cause. Let’s just say that standardising the type and designs of the rims in your fleet is just as important as standardising on your tyre choices. Different rims running together, especially in dual fitment will have serious consequences on your tyre wear. Accessories such as valve caps and valve extensions should also be chosen with caution and thought. Steel valve caps are the only ones to go for. Valve extensions must be strong, flexible and compatible to your rim design. Wheel nuts and studs and the way they are fitted and maintained all play an important role in the overall life of your tyres. Everything is going to be working together, and it is important that everything is matched and that nothing is underestimated. In the next issue we will discuss the other five points which can make or break your tyre program.

5. Wheel rim and accessory choices. Most wheel rims sold in this country are compatible to our tyre specification.

www.bridgestone.co.za 47

Robert

Bosch

Antilock Braking Systems are now Old Hat In the northern summer of 1978, Bosch started series production of the first ABS antilock braking system as optional equipment for the Mercedes-Benz S-Class, and even though ABS was then only accessible to the well heeled, this pioneering moment a decade after the first heart transplant and nine years after man first set foot on the moon, laid the foundation for all the active safety systems that you find today in the modern motor vehicle. At the time, ABS was considered revolutionary, but today it is regarded as old hat, with the buzz now around the latest enhancements on traction control systems. It is truly remarkable how technology has raced ahead in such a short space of time, so for those of you who were born on the wrong side of 1960, we take a look at what ABS is all about.

A

BS is a system that prevents the wheels from locking, meaning that the vehicle remains stable even when braking hard, and the driver can take evasive action. Bosch’s electronic system was the first solution to be efficient and reliable enough to be used in vehicles, and today at least 80% of new vehicles worldwide are equipped with ABS, and further development now revolves around the continued enhancement of traction control. In 2001, Bosch began the manufacture of the current ABS 8 generation, which has been modified and improved several times since, and in its currently most compact version it weighs just 1.4 kilograms, with a mere 14 highly integrated components in a control unit with 256 kilobyte memory. Generation 8 is modular in design, which allows for various degrees of complexity in the brake control system, be it ABS, TCS, and ESP®, and to be manufactured in very similar ways, allowing for optimisation and synergies in development, design and manufacturing. More on this in the next issue of ABR, but let us get back to how ABS works. The hydraulic modulator is the central component of an ABS system. It includes valves that control braking pressure at each individual wheel, a return pump, and an electronic control unit. In addition, each of the four wheels has a speed sensor. They measure the speed of each wheel and relay this information to the control unit. If a wheel is about to lock under heavy braking, the system reduces the braking pressure on that wheel alone until the threat of locking is past. Once the wheel turns freely again, brake pressure is again increased. The increase and release of pressure continues until the driver reduces the force applied to the brake pedal, or until the tendency to lock is overcome – if there is more grip on the road surface, for instance. Depending on the particular system, the brake pedal may pulsate. And remember, this is all happening in micro seconds, and this is why they use microprocessors! And in theory that is why a robot will beat Michael Schumacher around any race track hands down.

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August

2009

Robert

Bosch

A series of article on the versatile FSA 720/740/754 series

Equipment for All Seasons FSA stands for Fahrzeug System Analyse (Vehicle System Analysis), but anyone who saw the 1996 movie “A Man for All Seasons” could be forgiven for believing that FSA stands for all seasons, because the FSA is indeed a versatile and invaluable piece of equipment for the modern workshop, displaying the characteristics of Sir Thomas More, who against great odds never compromised on his principles, and applied the conventions of the day strictly and to the letter, allowing no short cuts and insisting on propriety and comprehensive analysis.

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ir Thomas More endured pressure from Henry VIII to accept a change in the rules but he did not bend, sticking to the high standards that he had vowed to uphold, and applying these standards to everyone, irrespective of rank. Similarly, in these times, the modern automotive workshop has to apply high standards in diagnosis and repair, whether it is for a 1400 Citi Golf or the latest Mercedes-Benz S class. This elementary reality Bosch understands, thus the development of the FSA series which provides modern vehicle system analysis, and is equipped for the future. Present day complex vehicle systems and components are increasing exponentially in their precision and it is essential that they operate faultlessly to fulfil their respective functions reliably and correctly. Fault analysis, diagnostics and the subsequent repair or maintenance work is becoming increasAugust

2009

ingly important, with the keyword being “complexity”. The modern workshop’s survival literally depends on efficient work sequences with system analysis and diagnosis, and Bosch is at the forefront of supporting these workshops with stationery and mobile ECU diagnostic testers together with extensive workshop software ESI [tronic], automatically detecting vehicles’ control units and comparing target and actual values, thus allowing faults to be analysed, and for repairs to be carried out in a timesaving and costefficient manner. Bosch goes even further with component checks in the vehicle system analysis, which gives even more reliability in fault diagnosis and more time saving because components that may be faulty can be checked while still installed, thus giving the optimised combination of troubleshooting, diagnosis and measurement technology. The Bosch modular sys-

tem also allows for additions to the vehicle system analysis to be perfectly tuned to one another, thus giving workshops a clear edge over competitors, whilst demonstrating competence on a long term basis, and the assurance of a competitive future. A perfect example of the advantage of the modular system is the combination of the Engine System Testing FSA 740 and the ECU Diagnostics KTS 670, a high-end solution that is a complete solution for flexible use in the workshop, but there are various mixes and matches that both the established workshop and the budding entrepreneur can equally evaluate. Automotive trends and the rapid impact of vehicle technology on the South African car parc, is placing the independent workshop sector in a challenging position which requires urgent and innovative solutions. One of the imperatives is the impending legislation on emission controls. ABR shall, in conjunction with Robert Bosch South Africa, look at these imperatives and the requirements and their various applications, in future issues.

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innoventions

Rooting for the Little Guy Pieter de Weerdt comes from a car family, so petrol runs in the blood, and tinkering and tuning is second nature. Pieter and wife Gretha have been involved in motor racing for a very long time, so the bloodline is set to continue. Pieter also likes helping people, which explains the origins and the continued success of DASTEK (De Weerdt Automotive Service Technology Group).

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ieter de Weerdt has a very simple philosophy, based on the fact that nothing is true unless you have observed it and it is true according to your observation. This is the bedrock upon which DASTEK is founded and which led Pieter to seek the Holy Grail of modern tuning for the independent automotive technician. DASTEK was founded in 1971 by Pieter and his father, Chris, but the essence of the company came about through the frustration that Pieter experienced as more and more cars became electronically controlled and he couldn’t tune them anymore. With his passion for tuning he set out to crack the codes of the vehicles only to find out that some of the manufacturers were changing these codes every few months. He also discovered that the problem with the automotive industry was that no one worked together, with the concomitant problem that there was very little sharing of information. He compares the automotive industry with the medical fraternity, and like a skilled surgeon he dissects the differences. Whereas doctors have been working on the same model for centuries, the modern auto technician is confronted with ever changing models every single day of his life. Thus the doctor knows his subject inside out with the only disad-

vantage he is faced with is to “grind the valves while the engine is running!” The critical difference, in Pieter’s mind, is that doctors stand together in most things and share their knowledge and publish their findings, whilst the automotive industry, from the OEMs down to the average workshop, simply do not share information. In actual fact, they tend to keep things pretty close to the chest. Pieter condemns this selfish attitude, as he says that there is a place in the sun for everyone, and his approach to business is to help his professional colleagues. Thus, his attitude when manufacturing both dynamometers as well as his unique Unichip is to allow anyone interested in tuning to bask in the sun. Thus his dynamometers are robust machines that do the job with the minimum of fuss, without the bells and whistles. The “bells and whistles” he builds into his famed Unichip, the innards of which were developed to work as a universal system to enable the tuner to remap vehicles dynamically. He puts it succinctly, “Our goals are simply to put control over modern vehicles back into the hands of the tuners, deliver an excellent quality, value-for-money product to satisfied customers, and in so doing to ensure a decent and reputable living for ourselves, the distributors and installing agents.”

The walls of DASTEK bear testament to the awards of recognition and the letters of thanks and acknowledgement that Pieter de Weerdt has received over the years

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innoventions

The UNICHIP by DASTEK

Pieter de Weerdt, Managing Director of DASTEK, stands in front of the X-Ray machine used to microscopically examine each and every component before been passed for use

DASTEK makes no claims with their Unichip; they let the results speak for themselves. With no two cars being identical it is impossible to predict just how far from perfect the vehicle was before fitting the Unichip. What the Unichip does is to bring that car close to perfection, so that when the driver drives calmly he will get optimal fuel consumption and when he “puts foot” he will have access to as much power as possible. DASTEK has a success rate of 99,75%, so this is not an idle boast. And with a success rate of over 80% in Group N racing, and to be banned from the Total Economy Run for giving an unfair advantage speaks volumes for the effectiveness of the Unichip. But don’t take our word for it, hear what a master tuner says. Steven Green of Rob Green Auto Services enthuses, “As far as standard vehicles are concerned, for fuel economy and more performance, the Unichip is unbeatable. I have tried every known micro-chip and none of them come even close. Once you have mapped a vehicle with a Unichip and seen how user friendly the software is, and what benefits you get out of it, one wonders how you have gotten by without it!” So what exactly is the Unichip, and what was behind its invention? The catalyst was the increasing sophistication of engine management systems and the attempts by the manufacturers to prevent any “unauthorised” external interventions. Pieter de Weerdt came up with a method in 1995 whereby an aftermarket tuner could actually work in harmony with the engine’s electronics. This system has been refined, improved upon and enhanced to the extent that in some cases it is now integral to some original equipment engine control systems, and has been endorsed as such by individuals, companies and motorsport teams. Pieter de Weerdt says that “in the interests of safety, manufacturers tend to adopt a ‘slightly too big’ approach with a tendency to err on the side of caution. What they’re saying is that since they can only make one map for many vehicles, too big is safer than too small. I like to think of the Unichip as a set of tailormade clothes for an engine – in other words, to optimise rather than modify it.” The proof of the pudding is in the eating. Today, there are over 600 dealers across 57 countries dealing in the Unichip, which was the first piggyback computer for an automotive application in the world, which is testament to good old South African ingenuity. August

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In development terms the Q chip represents the 25th evolution of Unichip technology and is proof that the Unichip remains better than the most reliable and effective way of optimising a production vehicle.

The Unichip production line – a fanatical approach to quality and checking is in place throughout the system

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The workshop at DASTEK, situated in Lyttelton next to the Waterkloof Air force Base, is always busy, as motorists seek to eke out that extra bit of economy and power

Once the PC board is manufactured, it undergoes intense scrutiny from both computer and human eye before it is allowed to go to testing

The actual production of the Unichip, utilising CNC technology

The DASTEK Dynamometer DASTEK originally designed their dynamometers for their own use, not out of vanity, but out of necessity. Even the latest state of the art chassis dynamometers could not function close to requirements, so DASTEK set out to design the perfect rolling dynamometer for their own use. As word got round about the functionality, stability and sensitivity of this dynamometer, enquiries started flooding in, and DASTEK went into the dynamometer manufacturing business. The dynamometers are designed specifically for tuning and especially for re-mapping of computer programmes in motor vehicles, which outs very specific and strenuous demands on a dynamometer. Braking torque is supplied by a 1600 Nm Thelma retarder, which is far more than the average road tyre can handle. Included in the package comes a software package that keeps track of every individual vehicle and every instance that it is tuned, building up running averages for every vehicle type. Another unique feature is the knurled rollers to prevent tyre slippage. An added bonus is that two weeks of training under the personal supervision of Pieter de Weerdt is offered at no cost. There are numerous other features and highlights which can be obtained from the DASTEK website.

A DASTEK Dynamometer being individually hand built to the exact precision which is demanded for DASTEK’s own machines, providing stability and sensitivity that exceeds most engine dynamometers!

The DASTEK Dynamometer and Unichip in tandem and in action. The DASTEK Dynamometer allows for tuning for all seasons; idling, driving, on road conditions, at full throttle and driving against braking. It takes reality into account, and as Pieter de Weerdt explains, “I want to know everything. I start at the end and work my way backwards. I think like the customer.” The large, high intensity digits give a stable yet sensitive reading that is easy to read, whilst the bottom display can be switched to display front or rear roller speed, tractive effort, correction factor, temperature or barometric pressure. This display is sensitive and stable enough to show up the extra current draw on an alternator by switching the headlights on and off.

DASTEK contact details: tel 27 12 347 1225/6 or 347 1747 or 347 2372/3; fax 27 12 347 1937; e-mail [email protected]; web www.dastek.co.za 52

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2009

innoventions

Calling all Petrol Heads

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f anyone ever doubted the potential of the DASTEK Unichip, then all doubts have been erased by Pieter de Weerdt’s latest project, as displayed at the South African Automechanika in March 2009. This car, the Lamborghini Gallardo Twin-Turbo, was built with the express purpose of showcasing the possibilities that the new Unichip Q brings – and what better way that with what may well be the fastest-accelerating production-based car in the world? In standard form, the 5.0 litre V10 engine produces some 382 kW, but Pieter wanted 1 350 horsepower, or about 1 000 kW. The easy part was the introduction of the Unichip Q to look after things like extra fuel injectors, the e-gear shift system, the launch control, and of course engine management. The hard part was the rebuilding of the engine and the modifications required to handle all the extra grunt. The end result was a car that in dynamometer tests does indeed produce 1 400 horsepower, and the capability of doing 0 to 300 km/h in 14,5 seconds. Not yet achieved, but once Pieter has sorted out a traction problem between 100 and 200 km/h, he will attempt the impossible. Don’t bet against it.

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The Quick Brake universal squeal damping shim is the solution for many applications where excessive squealing needs to be controlled. This product is easy to apply on all brake pad profiles. 1. Brake pad and Anti Squeal Shim (Part no: 2889W)

3. Draw outline of pad on the shim.

5. Peel shim from cover

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2. Clean pad backing plate thoroughly

4. Cut shim to size

6. Stick shim on the pad back plate and install in the caliper.

August

2009

e-CAR Pioneer Babu Salik is extremely proud of his pioneering role in the growth of the e-CAR national network. Babu was the second workshop to sign up as a member, on the same day that Chris Swale of Chris Swale Motors* in Pinetown signed up; Chris signing in the morning and Babu in the afternoon. The confidence that these two KwaZulu Natal pioneers had in e-CAR was well founded, with e-CAR now a well established concept, and the fastest growing workshop network in the country.

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Babu Salik places great value in his Bosch Diagnostic equipment

&R Auto Electrical (the B&R being Babu and Roy Salik) grew out of Roy’s Auto, a small mobile auto electrical unit servicing the Jacobs area in Durban. Jacobs is the central hub of automotive repair in Durban, so B&R, situated at 233 Jacobs Road, is ideally located to play its role of looking after Proudly displayed is the Durban’s automotive repair needs, with Babu operating as chief executive and Roy operating as chief artisan, forming a formidable e-CAR certificate of membership, denoting team. Many people in the Durban area seek B&R out, as they have B&R Auto Electrical as the developed an excellent reputation for being the “fix-it” specialists. second e-CAR member in B&R’s pioneering pedigree also goes back a long way, as they were South Africa also the first Asian Bosch Auto Electrical outlet in KwaZulu Natal in the pre-1994 era, but it was in 2004 when B&R became the second e-CAR member in Durban, the second e-CAR member in KwaZulu Natal, and the second e-CAR member in South Africa, in that order, that their customer profile changed from purely an auto electrical outlet to an all round specialist. Babu Salik says that suddenly their usage of oil went from a few litres a month to hundreds of litres per month, with his business taking off, and the mix of custom now 60% auto electrical and 40% mechanical/servicing. Thus he fondly remembers the day that Luis Pires (Diesel-Electric This e-CAR sign on the Director, KwaZulu Natal) and Suresh Ramabacus (Diesel-Electric sidewalk attracts drive-by Area Representative) visited him to discuss the e-CAR concept. customers With his Bosch background, he did not need a second invitation, and he readily agreed, as he puts it, “to be a guinea pig”. The rest is history, with B&R receiving many referrals, national warranty work, and drive-by business, simply because of his association with e-CAR. With so many satisfied customers, his business continues to grow, and he credits this to the fact that B&R has the latest Bosch Diagnostics equipment, backed up by superb Bosch technical training, plus the added benefit of being able to rely on quality branded product sourced at competitive prices from Diesel-Electric. B&R also applies a strict code of conduct, as required through its RMI and AA accreditations, an obligation of e-CAR membership. * Next month ABR will be reviewing Chris Swale Motors

To join the fastest growing workshop network in South Africa and to add a new dimension to your business, contact Wilfried Langenbach at 0860 003 227 (0860 00 ECAR)

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Fewer products, easier choices The use of liquid sealants for repairs is nothing new. However, in the past the search for the right product took time and effort, since the technical properties of the various sealants differed widely.

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hrough constant innovation in sealing materials, specialists like Victor Reinz have been able to greatly reduce the number of sealants needed for repairs. In fact, just two products, ‘REINZOSIL’ and ‘REINZOPLAST,’ cover all repair needs. Both sealants are approved for all European and Japanese automobile makes. REINZOSIL is a silicone-based sealant that is solvent-free, fast-curing, and permanently elastic. It is used on flat surfaces with sealing gaps, such as those occurring on engines, transmissions, axles, cylinder liners, and synthetic parts. It is also suitable for rough sealing surfaces and cracks in parts. With its high Shore hardness it can even seal components that are subject to substantial relative movement and vibration. In continuous usage, REINZOSIL can stand temperatures from –50°C to +300°C. REINZOSIL-t is a transparent silicone sealant suitable for use on bodywork (windshields, lamp housings, glass parts etc.) It is also suitable for encapsulating and sealing electrical connections. By contrast, REINZOPLAST is a nonhardening, permanently plastic

polyurethane-based sealant. Reinz recommends it for fine or finely worked sealing surfaces without sealing gaps in engines, transmissions and axles, including those which may be subject to high static movement and vibration. Another application is sealing threads. REINZOPLAST likewise covers the –50°C to +300°C temperature range. Unlike with hardening sealants, parts assembled using REINZOPLAST can be simply removed again after extended periods.

Selection criteria In addition to technical product properties (temperature range, media resistance, curing time etc.), other important criteria when selecting a sealant are the application (intake manifold, oil pan, etc.) and the sealing gap. For the first two criteria, Victor Reinz provides users with tables and lists. To determine the sealing gap, a feeler gauge can be inserted into the sealing gap. Sealing gaps under 0.1 mm are sealed with permanently elastic sealants, those over 0.1 mm with permanently plastic sealants. To round out the range, Victor Reinz also offers a sealant remover called ‘REMOVE,’ that makes it easy to remove all sealants, as

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August

2009

Topclass

Richard Pinard

Topics

Permatex - 100 Years of Innovation and Leadership in Chemical Tools

2009 marks Permatex’s 100th year in business. Since 1909, Permatex has been the preferred choice in the USA for chemical tools for motorsports teams, professional automotive technicians, performance buffs, and general automotive do-it-yourselfers. The world is also catching on to the wonderful world of Permatex, and the company now operates in the United States, Canada, Mexico, the U.K., and exports products to more than 85 countries around the world. South Africa is one of those fortunate 85 countries, with Permatex products being marketed by Timken SA and distributed by Top Class Automotive.

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ermatex offers a wide range of adhesives, sealants, gasket makers, hand cleaners, lubricants, appearance products, specialty repair kits, and additives, with now over 350 products making over 1 000 SKUs, providing market-specific formulations and application methods for a variety of industries, including automotive, marine, motorcycle, heavy duty, and off highway. The company is constantly working with automakers, parts suppliers, service parts groups, and other aftermarket companies to develop the next generation of service technology. With a pedigree like this, it would not be an overstatement to call Permatex the “Rolls-Royce of car care products”. It all began in 1909 when Constant A. Benoit Sr., the founder of the company, designed a shellac to bond bicycle tyres to their rims. In 1915, fate provided an impetus to growth when Mr. Benoit attended a 24 hour endurance race at the Sheepshead Bay track near his Brooklyn, New York laboratory. Being of a scientific bent, he observed that many of the cars were forced to make frequent pit stops to replace blown cylinder head gaskets. The mechanic for Ralph DePalma’s car was at his wits end when the car blew its head gasket for the fourth time, and Mr. Benoit applied some of his experimental gasket cement and the DePalma car drove the rest of the race without any further gasket problems. On that day, Permatex entered the automotive maintenance chemicals business, and the rest is history. From its Hartford headquarters, Permatex directs a growing global automotive aftermarket enterprise serving North America, the Pacific Rim, South America, Europe, and Africa. Permatex manufacturing plants, distribution centres and offices are strategically located to achieve growth goals and effectively service customers. Top Class Automotive is part of this global effort and is looking forward to putting Permatex in its rightful place on the South African automotive landscape. If you are a professional automotive technician, or part of a motorsport team, a performance buff, or simply a do-it-yourself fanatic, contact Top Class Automotive at 011 974 1444 for more information on the comprehensive range of superb Permatex products. You won’t be sorry.

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Mr. P (we kid you not) is the official mascot for Permatex product. Here he is seen at the Automechanika South Africa show held in March 2009, flanked by admiring Timken ladies. August

2009

Ignition

Engineering

The Whole Bang Shoot A series of articles on the world of ignition engineering, gleaned from interviews with Stan Levin Distributor Remanufacturers S.A. and Auto E.C.U., highly visible from the N3 Highway just after the van Buren Road off ramp, and situated at the corner of Valonia and Cydonia Roads, Wychwood, offer a comprehensive range of product and services focused on “the world of ignition engineering”. Distributors, coils, points & condensers, caps & rotors, photo electric boards, sensors, motor vehicle computers, repairs, services, you name it, you will find it here, the whole bang shoot.

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ll good and well, but the essence of these two companies is not in the comprehensive nature of their offerings, but in the personality and philosophies of the founder. Stan Levin founded Distributor Remanufacturers S.A. some 35 years ago, and over the past three and a half decades he has developed iron-clad policies and procedures which he says were put in place from his “learning the hard way”. The point of departure around his approach to business comes from his conviction that any part on a motor car is a “life and limb” part because no matter where you are in this beautiful but violent country, if your car comes to an involuntary stop, both your and your family’s lives are in danger. It is for this fundamental reason that he will not deal with any supplier or manufacturer who cannot produce at the very minimum ISO 9002 certification, plus an extensive warranty on their product. Stan takes this further, by colour coding all his suppliers and ranking them, part by part, on availability, price, range, support and product quality, on a scale of 1 to 5. If any of these suppliers fall below a rating of 3,5 they are dispatched with gusto. There are no grey areas with Stan Levin, only black and white, and what you see is what you get. As he says, “I’ve been running this business for 35 years, and with the philosophies I apply I will be in this business for another 35 years.” Maybe not Stan Levine, but definitely his sons Steven and Simon, who have been learning at the feet of the master for ten years and four years respectively, absorbing the philosophies that make the business so unique. August

2009

Stan Levine in his office, watched over by his late father.

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Insights

Fits like a Glove In 2003, Mercedes-Benz South Africa (MBSA) launched its unique DNI (Distribution National Inventory) system, whereby Mercedes-Benz utilises its franchise dealers as regional inventory hubs, thus doing away with the necessity of a central warehouse, and in theory improving service levels to the benefit of Mercedes-Benz vehicle owners. The champion of this concept was Christoph Köpke, then chief executive of DaimlerChrysler South Africa. Intriguingly, the idea originated at the South African Defence Force in the 1980s, and the DNI was an evolutionary step forward by a visionary team at MBSA.

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ix years on, DNI remains a revolutionary concept in South Africa, and indeed the world. How does it work? In brief, DNI is administered by MBSA from its Centurion headquarters. The entire parts inventory is distributed throughout the country, at selected franchise dealerships, and this stock is owned by MBSA. The dealership’s role is to receive the stock, store it safely, pick the parts when required, and to follow good housekeeping rules. MBSA rewards the dealer, commensurate with the performance of these activities. The McCarthy run Parts Centre in Soutter Street, Pretoria West, is one of the biggest and busiest hubs. Louis Nel, Franchise Parts Manager, says that the system works well. When a part is required anywhere in South Africa, the central server at Mercedes-Benz in Centurion scans its files to identify the closest stock location, and issues a picking slip at this location, and the part is picked and delivered to where it is needed via a sub-contracted courier service, which is also operating under strict parameters. All very efficient, reducing lead times and improving service levels at all the Mercedes-Benz dealerships. What about the Mercedes-Benz customers out of maintenance contracts, and the smaller independent workshops servicing older Mercedes vehicles, who need a genuine Mercedes-Benz part? This is where Capricorn Society Limited plays its key role, with its service offerings fitting the DNI profile like a glove. Louis Nel describes the McCarthy Capricorn alliance as a very good marriage. The Capricorn members have convenient and cost efficient access to Mercedes-Benz parts, whilst the Pretoria based Parts Centre effectively supplies the entire Capricorn member base in South Africa, utilising both the DNI and the Capricorn footprints; a true symbiotic relationship. Another benefit for the Mercedes-Benz Parts Centre is that all the Capricorn purchases are collated into one account, with guaranteed 30 day payment, obviating the burden of accounts receivable management. Other benefits for both hand and glove is the increase in business. The marketing activities of Capricorn’s well trained and motivated regional managers, combined with Capricorn’s efficient communication network, ensures that Capricorn members are fully aware of where they can purchase Mercedes-Benz parts, and con-

versely the Parts Centre is kept fully updated on new members and regular feedback ensures that customer service levels are maintained. Additionally, regional conventions and the annual gala dinners offer the opportunity for Capricorn suppliers to market themselves to the members, and to network with other suppliers. A true partnership of note, which Louis describes as “an excellent relationship”.

Louis Nel, Franchise Parts Manager, McCarthy Motors

The picking parameter set by MBSA is 15 minutes, so the picking staff have to be super efficient.

To join Capricorn Society Limited call Rob Mildenhall on 083 654 2094 or e-mail him at [email protected] or visit their website on www.capricorn.com.au 62

August

2009

Customer Theo Calitz has been working in or involved in the motor industry for the last 16 years. A mechanical Engineer by profession, he is passionate about customer care and his company, T-R-M specialises in automotive CRM for the automotive industry and has been doing it for nine years

C.A.R.E

Customer Relationship Management

– from the small to the

big

Customer Relationship Management is actually something we all can relate to. We like being with people we like and trust. As a matter of fact, we like doing business with people we like and trust. This can be extended to brands, we like to buy products and services from brands we like and trust. Companies knows this and that is why so much effort is put into creating a brand and even more so, nurturing these brands

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his focus on brands translates into interesting executions. One example is that of CI or ‘Corporate Identity’. CI defines exactly what a brand looks like and what it stands for and subconsciously we observe these recognisable traits and it reassures us. It comes down to small things like fonts, colours and symbols. These identifiers serve to reassure us of stability, consistency and reliability – all things that we relate to quality. These are great attributes on which relationships are built. The end result is better business for companies with strong brands and more importantly, higher margins because people are prepared to pay a premium for the association with a strong brand. A few years ago I had an interesting experience. The company I worked for was a prestigious motoring brand and we were issuing cards to customers as proof of a service offered. We realised at a point that we do not need the customers to present these cards as proof because we had all the up to date details on computer. We subsequently stopped issuing these cards. To our surprise we had quite a reaction from the customers – they wanted their cards. Upon researching the matter we found that these cards (which were the same size and shape as a credit card) were prized by customers because: 1. They felt reassured by it – it was a tangible proof of an intangible benefit.

2. It gave them a sense of belonging. It is reassuring to know that I belong to great ‘family’ with it commensurate benefits. 3. It identified who they were. Having the card meant that they were part of a fairly exclusive ‘club’ – it therefore provided status. Needless to say, based on these findings we issued the cards again in a much better format with a hologram, signature strip, etc. We have learned our lesson! Focus Groups are also a fascinating method to learn about people’s perceptions and opinions. I have sat in many a focus group meeting where the theme ‘quality’ has been discussed and brand names are mentioned that are in reality volume, low cost brands. Because these brands have succeeded in building a good relationship with their clients and are seen as a reliable, trusted brand, they are also equated to a quality brand and loyalty follows. Lastly an important facet of CRM and the relationship with the customer is the importance of not forgetting loyal old friends due to infatuation with new relationships. New relationships are exciting and important but it is the old relationships that are more valuable as discussed before. Do the sums – it is easy to prove!

www.t-r-m.co.za T 0861 TRM TRM F 086 686 8382

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Customer C.A.R.E Programme – sponsored by Federal-Mogul

MODULE THREE – HOW COMMITTED ARE YOU?

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n the previous module, we explored the concept of the Second Trilogy Truth, which can be described as the cumulative effect of being committed to yourself, your company and your customer, in that order. We also asked you to evaluate yourself, and to answer 3 simple questions:-

look quite ordinary. I could go on and on, ad nauseam. The problem is one of “lip service”. It is one thing to say that you are committed; it is totally another thing altogether to show this commitment. To illustrate this fact, let us review your “YES” answers to the 3 simple questions.

1. Are you committed to yourself? 2. Are you committed to your company?

COMMITMENT TO YOURSELF

3. Are you committed to your customer?

I am sure that everyone said “yes” to this one. How can we be not committed to ourselves? After all, we are the most important person in our lives. But hang on a bit, let me ask you some more questions which will throw some light onto your YES answer: In the past 3 months,  how many times have you IMPROVED yourself, in any way, at your own expense, and in your own time?  have you looked after your body, through a) diet b) exercise c) moderation in other activities  how many times have you complimented yourself, and how many times have you added value to other people’s lives? After answering these questions, do you still say that you are committed to yourself?

I am sure that over 90% of you answered quite truthfully “yes” to all three, even after deep reflection. This is perfectly natural, because we all like to believe that we are truly committed to ourselves, our companies and our customers. However, if this was true, and 90% of all managers and employees actually displayed this commitment, then it would not be necessary to even discuss the subject of customer care. There would be no problem, and we would all be living in customer care heaven. And, many other disciplines of business and commerce would also be running like clockwork, and the rate of attrition amongst management consultants and gurus would be phenomenal. Unemployment would also be a minor concern, except amongst the management consultants. But, alas, this is not true! We see the results of a lack of commitment all around us - in two words, poor service. To be more specific, the hysteria inducing inability to get through to an individual or department on that basic communication device, the telephone. Or the casual turning up late for an appointment, or not turning up at all! Or the promise to deliver something at a certain time, and just not coming close. Or the dynamic salesman who becomes strangely anaesthetised the minute he has collected his commission cheque, making Dr. Jekyll and Mr. Hyde

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COMMITMENT TO YOUR COMPANY Of course, nobody will admit that they are not committed to their company - the financial implications could be quite serious. To really find out the depth of this commitment, we need to ask some more questions: In the past 3 months,  how many times have you gone beyond your job description, to enhance your company?

 how many times have you RUN DOWN your company, or its management, or your fellow employees?  how many NEGATIVE things did you do, merely to protect your own turf? After answering these questions, do you still say that you are committed to your company?

COMMITMENT TO YOUR CUSTOMER This is the big lulu. EVERYONE IS COMMITTED TO THE CUSTOMER! Or are they? Once again, let us test this commitment, and here we have to look at some operational issues. In your company,  who gets the prime parking positions management or customers?  when staff training is done, is it done at the employee’s expense, or the customer’s expense?  are commission structures based on sales, or service? After answering these questions, do you still believe that you are committed to your customer? In the next module, we shall re-visit these commitments. DISCUSSION POINTS 1. If every single employee of a company is committed to themselves, their company and their customer, it would not be necessary to utilise the services of a management consultant. Do you agree with this statement? 2. If the majority of a country’s workforce is committed to themselves, their companies and their customers, unemployment would be rare. Discuss the reasons for this fact (not theory). 3. Define “lip service”.

August

2009

Burford

on

Brands

Head of the Class by Adrian Burford

You have to hand it to Lexus: when they set their sights on doing something, the go for it with both barrels blazing. It is probably a philosophy they inherited from Toyota, their parent company.

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hey don’t always like to mention the two in the same sentence, just in case it erodes some of Lexus’s hard-won brand equity but most everyone knows they’re closely related. In essence – and yes, it is an oversimplification – a Lexus is really a Toyota with a touch of class. Importantly though, today you can’t get a Toyota with the same body as a Lexus, and vice versa. This was not always the case and the first small Lexus, the ES250, was based on the Camry. The Lexus story goes back to the middle of the 1980s when Toyota decided they needed a premium brand, having spotted an opportunity in the US market where the German brands seemed to be priced at too much of a premium and the local offerings were a varying mix of poor quality, poor service, or poor design. Some managed to offer buyers all three... Toyota wasn’t the first Japanese brand out of the starting blocks and Honda beat them to market by a couple of years with Acura but it was the Detroit Motor Show unveiling of the Lexus LS400 at the beginning of 1989 that made the automotive world sit up and take notice. It was the culmination of six years of hard work and the car immediately started raking in the awards and accolades after its September ’89 launch. Sales were strong too, while those of BMW and Mercedes-Benz took a significant knock – not least of all because the LS undercut similar rivals by some 20 percent. Lexus, some say, stands for Luxury export to the United States, but it is possibly just

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market and introduced a number of new models, not least of all the RX300 which in 1998 heralded a move into the premium SUV sector. Just a year later Lexus posted its best-ever annual sales in the US.

an adaptation of Alexis, one of many names put forward initially. Whatever its origins, Lexus has gone on to become a major player in the luxury car segment and at the risk of sounding like a Lexus spin doctor, it is safe to say the Lexus nameplate has made an indelible imprint on the world of luxury motoring. And it hasn’t yet celebrated its 21st birthday. Part of this has been a relentless pursuit of quality and the brand has been rewarded with regular successes in surveys such as those conducted by the likes of JD Power and Associates. Lexus owners seem to be a highly satisfied bunch indeed. In 1990 the Lexus LS400 was introduced into the European market and by 1992 Lexus was out-selling BMW and Mercedes-Benz in the US, and had become the most popular luxury import. South Africans got their first taste when Lexus arrived on our shores in 1993. It got off to a slow start though and while the virtues of the product spoke for themselves, delays in establishing a dealer network, high prices and a buying public seemingly locked into the BMW/Merc/Audi triumvirate made it difficult to gain a foothold. Things moved along slowly for more than a decade – a decade in which the brand continued to cement its reputation in the international

By 2005 Lexus was completely separated from Toyota in an operational sense, with its own infrastructure in terms of research, development and manufacturing. This coincided with the introduction of the Lexus brand in Japan, and also the launch of the world’s first luxury hybrid, the RX400h. On the Southern tip of Africa things hotted up in July 2006 and a concerted effort with the brand has been made since then. This was in line with a global initiative to emulate its success in North America. Part of the local activity was the roll-out of 13 new-look standalone dealerships and the introduction of the IS250, a model capable of going head-to-head with obvious rivals in the compact premium sedan segment. The year also saw the introduction of the latest GS300, and the fourth-generation LS – the 460 – which went on to be named World Car of the Year. The model range has continued to expand and last years both the RX400h and GS450h hybrids came ashore, heralding the start of the PERFORMANCEHYBRID philosophy. While the former model was old in terms of design age and received mixed reviews, it paved the way for the next generation version, which has just gone on sale. Today, Lexus South Africa’s monthly sales exceeds their average annual sales volume for the last 11 years and it seems safe to say that there won’t be another false start. Both barrels are smoking hot. August

2009

Wilde

Things

Too Squared by Fingal Wilde

Many Swallows makes a Summers It is close to impossible to open a newspaper or magazine today without coming across the most recent Ponzi scheme, and to read of the numerous victims of various scams. I was feeling left out until I realised that I am also a victim of a Ponzi scheme, of sorts. This one is more like a pyramid scheme, and it’s called Pick ‘n Pay. Think about it. Every single tin of baked beans, every grain of HTH, every mm of deodorant, whatever you buy, a small percentage ends up in the pockets of the guys at the top of the pyramid. And a minute percentage of an humongous sum can really add up to something substantial. Most, if not all, businesses operate like this, but what really galls me is the quality of food that my wife procures from her weekly visit to the local store. I don’t know whether my better half has the anti-Lazarus touch, or she beams some anti-matter particles, or whether she simply has an uncanny knack for picking out the runt of the litter each time she selects a product, but whether it is bananas, or lettuce, or grapes, or milk, or tomatoes, anything that can be defined as fresh food, they all seem to expire within hours of purchase. And when it comes to meat, even the lean mince meat she brings home has always got an inordinate amount of bone and gristle in it. This should simply not happen! Thus, when I read that ex CEO Sean Summers had been taken for a significant ride by a fellow called Tannenbaum, my first reaction was that the concept of Karma may have some foundation. Not that I take pleasure in someone else’s misfortune, but I must admit that in this particular case, I felt that for every swallow of overripe tomatoes, curdled milk, soggy lettuce, mushy banana, and even the cracked tooth* courtesy of “lean” mince meat, some come-uppance had manifested itself, and in some small way the balance of the scales had come more into line. Many swallows may make a Summers, but Barry’s indiscriminate shotgun had at least scored one direct hit. * After a painful night, the tooth was pulled and replaced within an hour by the best dentist south of the Limpopo, one Pieter van den Bergh from Centurion. I recommend him strongly.

Metro’s Fiscus at Peril At the recent launch of the revamped Subaru Impreza, Dawie Olivier from Subaru revealed that the WRX had been governed so as not to exceed 210 km/h. This was met by hoots of derision from the assembled petrol heads, who on the whole measure everything in kW, Nm, speed, acceleration, and other penis enlarging characteristics. This got me thinking. Not the hoots from the hoi polloi, but the speed limitation. With the maximum legal speed on any road in South Africa set at 120 km/h, limiting a vehicle to 210 km/h is surely illogical. Why not govern every vehicle at 140 km/h (to allow for a modicum of overtaking), and with all the electronic gizmos now available, why not go even further and control the speed of cars from gantries on the road, so that no car can exceed the speed limit on that particular stretch of road by 20 km/h. Imagine the reduction in road accidents, road deaths, injuries, gridlock, fuel wastage, etc., and the concomitant improvement in traffic flow and productivity. One negative side effect would be that entire industries would take a hit – tow truck operators, paramedics, insurance assessors, panel beaters, and many more would soon be joining the ranks of the unemployed. The biggest casualty would be the metro police. Not only would their biggest source of revenue dry up, but the previously diabolically employed would actually have to get involved in genuine traffic enforcement and productive and rational police work! Perish the thought, this would be simply UNTHIKABLE! and not in Wayne’s world.

Murray Mixed-Up Having spent some time in New Zealand, I believe that I am qualified to comment on the dysfunctional behaviour of these rather strange islanders. However, every now and then, they do still manage to take my breath away. One such occasion was a recent rugby match between the All Blacks and Italy at Christchurch on 27 June 2009. The game was not going to plan, i.e. NZ was not putting the expected 50 points on the scoreboard, much to the chagrin of the one eyed commentators. Therefore, when the TMO disallowed a NZ try after a blatant off the ball tackle, Murray Mixed-Up Mexted made the breathtaking comment that the try should have been allowed because the incident had occurred before the try line. Wow, it seems that their Suzie blaming days have metastasised into something even more extreme.

Death Becomes Him I’ll keep this brief, because my nausea threshold is severely tested by this story. Does death absolve one of one’s sins? In the case of Michael Jackson, it does appear so. Within minutes of his death been announced on the news channels, he was being lauded as the greatest human being ever to have graced this planet, by every single news channel, from Sky to the BBC. With a stroke of the coroner’s pen, a seriously disturbed individual had metamorphosed from paedophile and plastic surgery’s worst advertisement to something akin to a saint. It was the equivalent of declaring Adolf Hitler as a strong candidate for the Nobel Peace Prize. What has happened to good old fashioned objective journalism? I weep for the profession. August

2009

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Vehicle

Evaluation

Howard Keeg test drives the Fiat Grande Punto 1.4 T-Jet and the Suzuki Grand Vitara 2.4 a/t 4x4

Grand Chalk and Cheese With my vehicle evaluations, I have been accused of being rather long winded and anecdotal, so for this issue, the pendulum is going to swing radically, and I shall do my twitter thing. Well, a little bit more than 140 characters. Before I begin; a little background. I tested these grand vehicles within a week from each other, so my observations are from a comparison point of view. But, even if I drove these vehicles in different years, I think that I would have come to identical conclusions. All that I can say is that here indeed, despite the shared grand/e suffixes, here were two diametrically different cars, and truly chalk and cheese.

Grande Punto - Viva la differenza

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irst up was the Fiat Grande Punto 1.4 T-Jet, and what a revelation. A city car with a difference. No longer shall I ever claim that all cars are much of a much ness. With this vehicle, I had my motoring journalist Damascus moment. A colleague once told me that he always looked for the soul of the vehicle, and after this comment I gave him a wide berth as I was convinced that the soul he was talking about was the sole of his shoe that not only came into contact with the clutch pedal, but also the sole of the shoe that came into contact with the socks that he was smoking. But, he does have a point. He is still an absolute idiot, but in this case he may have been on to something. This particular Fiat Grande Punto is an

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amazing vehicle, with power that belies its engine size and it seems to do far more than the already impressive 88kW as stated in the Italian mag Panoramauto, which I use as my motoring bible. For example, going up the N1 just before the New Street off ramp, at 120 km/h in fifth gear, I accelerated and the car responded magnificently – good grief, up a steep incline! This car kept on surprising me, and every couple of days I looked under the bonnet to see if Fiat had sneakily put a 2.5 litre engine under the hood. This is a city car with a zest that I simply cannot stop talking about, and must be one of the best kept secrets in South Africa. The NAAMSA sales figure of 19 units for the whole Punto range in June 2009 is simply inexplicable. The Fiat marketing guys should be shot.

August

2009

Vehicle

Evaluation

Grand Vitara - Suzuki Smooth

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ow that we have dispensed with the chalk, now for the cheese. But the Suzuki Grand Vitara 2.4 a/t 4x4 is not just any old cheese; this is more like Béchamel Sauce. This car is smoothness personified, both on and off road. Not a nippy and zippy city car like the Fiat Grande Punto, the Grand Vitara is a superbly built utility vehicle that oozes style and comfort. Whilst this car could be considered impractical in a first world city, in Johannesburg it makes absolute sense. Johannesburg is billed as a world class African city, but anyone who has travelled to other cities in the world will tell you that Johannesburg is more like an

African class world city, with shocking roads and treacherous potholes lurking around literally every corner. Thus the well sprung Suzuki, shod with fat Bridgestone Duelers, and with enough ground clearance to clear all third world obstacles, makes for comfortable driving in most circumstances. And if you want to go off the beaten trail, it will take you there without much fuss. Overall, a great package for someone who wants an all round vehicle, with only one small gripe. The automatic box does not like aggressive pulling off (sometimes necessary with our newly minted and unlicensed drivers), but this is a small inconvenience in the big scheme of things.

There you have it, chalk and cheese, wors and pap, and east meets west, but I’m not so sure that never shall the twain ever meet. It takes all shapes and sizes of vehicles to populate our roads, whether it is French, German, Italian, Japanese, or dare I say it, Chinese. As they say in the classics, “Se i francesi portano il berretto, gli italiani portano la lobbia.” And hats off to that!

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2009

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Me Too, Please When I was invited to the Alfa Romeo MiTo launch on the 8th July 2009, I had an inkling of what to expect, based on the fact that a few weeks earlier I had had the pleasure of testing a Fiat Grande Punto 1.4 T-Jet, and I had become a Fiatisti overnight. Now I eagerly awaited the Alfa experience, and my conversion to an Alfisti. The Fiat T-Jet 1400 engine pushed out 88 kW, and the specs on the Alfa MiTo promised a fire breathing114 kW, so I knew that my socks were about to be blown off, but these guys are full of surprises, and in this case it was not the kW that made the difference, but the Nm, particularly in Dynamic mode. This became evident on the appropriately named dynamic track at Gerotek, when you never had to go down below third gear, even on the first tight uphill. The car just eats up the tar and literally pulls you through the corner. And to get the car to misbehave, you have to go to driving extremes. Dynamic mode, you may ask? Yes, it’s the D in the D.N.A. which Alfa has introduced, thanks to the latest and greatest in electronic systems (from Bosch, incidentally) – it stiffens the suspension, eases off on the nanny parts of traction control, and loads up the electronic steering. D is for Dynamic (i.e. boy racer mode); N is for Normal or Neutral (city driving); and A is for All Weather (maximum safety even in difficult grip

conditions). The A is not really relevant to our part of the world, as it is basically for snow and sleet, so unless you live in Rhodes or the Malutis you’ll not be using it much. We drove back to Johannesburg in N mode, and what a pleasure to drive a car that is compact but spacious at the same time, sedate but reactive when required, and thrifty to boot. And naturally, being Italian, very stylish, taking its cues form the 8C Competizione in things such as side windows, front bumper, headlights and taillights. The quality of finish is also top class, with the only nod to bling being the slightly over the top gear knob. At the introductory price of R228 500, this could be described as a steal. And finally, my apologies for the Me Too play on words, but Alfa is also guilty, the “Mi” being derived from Milano, the style capital of the world and where the design came form, and the “To” from Torino, the more industrial town that builds the vehicle. I could go on and on, but I have to leave some space for some stunning pics.

(quickpic)

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August

2009

Howard Keeg follows the action

Shark Attack “We are black, we are white, we are, we are dynamite” is the Sharks war cry, and this could be applied to the feeding frenzy at the Hellenic Club in Durban North on the Tuesday evening, the 21st July 2009, when the Partinform Automotive Trade Show visited the city of new street names, to impart its unique brand of knowledge, wisdom, and information all packaged into a brief interlude of networking, infotainment, snacks, and a laid back quiz show.

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he eThekwinians may have missed out on the sardine run this year, but the nets were out at the Hellenic Hall and the catch at Partinform more than made up for the paucity of pelagic fish. Over 400 parts purveyors from Durban and the KwaZulu Natal hinterland attended to take advantage, in the words of Partinform chairman, Colin Murphy, of the “opportunity to speak directly to the manufacturers, and to find out about the ‘Real Deal’ offered by South Africa’s automotive component manufacturers, in the form of quality brands, technical support, comprehensive range, and value for money”.

Colin also warned of the recently promulgated Consumer Protection Bill that is coming like a steam train and which is sure to have a profound effect on the industry. The good news is that those who deal in quality product will have nothing to fear, as the bill is aimed at protecting the consumer from shoddy goods and poor service. Automotive Business Review was there to take in the action, and followed the guests around, kibitzing at the stands:

Ranen Gounder from Seraps Spares Stanger holds the high quality CV boot from Huco. ABR was delighted to discover that Seraps is Spares backwards – we love to see innovation in words as we are the flag bearer for Words in Action

Pravin Gopal, of Bluff Batteries Automotive Spares, Durban, learnt all about Champion’s Eon range of spark plugs. These plugs only need to be replaced after 60 000 km of sparking service, and can handle both leaded and unleaded fuel with aplomb, and are recommended for 95% of the post 1995 car parc.

When brake pads are replaced, the springs and clips are sometimes ignored and even get bent and twisted in the process. Never mind that they have already lost their tension because of the variable extremes of heat and cold to which they have been exposed. Quick Brake recommends that these be replaced every time the car gets new brake pads. Grant Densham of Natal Re Sleeving Pinetown took this advice to heart.

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Vinesh Goberghan from Alert Engine Spares, Pinetown, inspecting the MS motorcycle battery at the Exide stand. He was assisted by Tony Allison, First National Battery’s Regional Manager in KwaZulu Natal.

August

2009

People + products

= Knowledge and Information

Batteries are dry charged, and then electrolyte is added for activation. To get precision in this activity, Sabat provides the exact amount in a plastic container for specific batteries. Dennis Govender of Prebco Automotive, Clairwood, Durban, was the recipient of this information, and he described this solution as “horses for courses”

Sean Schult from Raybel Auto Engineering, 839 North Coast Road, Durban, does an impressive job of holding up a metal free filter from GUD

Hamid Khan from Motorquip Estcourt inspects the Bosch Aerotwin wiper blade, a bracketless twin rubber blade with built in spoiler, that is utilitarian in that it is vehicle specific or may be retrofitted.

Henkel SA now has the sole distribution rights for WD-40 in South Africa. This is one of the things that Dhaya Naidoo of French Tech Auto, Durban, learnt when he visited the Loctite stand. He was also introduced to the O-Ring Making Kit for use in emergencies.

Safeline developed the wear indicator for taxi pads, to warn the taxi driver when his pads need replacing. And to encourage him to replace these pads, Safeline are also giving a free soccer ball with every purchase until the 2010 World Cup. This is what Ahmed Dawood of Steves Auto Clinic discovered when he visited the Safeline stand.

August

2009

Kevin Tupper from Speedy Tyre & Exhaust, Pinetown, was doomed from birth to have a fascination with all things plastic. His mother has an extensive collection of Tupperware, so Kevin could not resist the large plastic special cell at the Willard stand. This cell is used for lighting on trains, stand by applications, and a variety of special needs. The beauty of this product is that it lasts for 10 years and more.

Mark Johnson, Fram’s regional representative, has an affection for all of Fram’s products. He insisted that Dan Ramlugan of Gaydons Motor Spares, Durban, hear all about the diesel water separator, which does the important job of taking any water out of diesel fuel.

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Amon Meyiwa of Fields Auto, Kloof, was particularly interested in Luk’s complete matched kit for the VW Sharan, incorporating the Luk developed dual mass flywheel

Saveen Maganlal of National Midas Ladysmith was warmly welcomed by Scot Arnold and Lynn Dunn to the Goodyear Ram stand, who wanted to give him the full dope on the Gatorback Poly-V Belts in the new colours of yellow and blue, to indicate that it is a Goodyear Engineered product. Nakesh Naidoo of Newlands Auto Parts & Accessories drove all the way from Mthata, Eastern Cape to attend the event. And the trip was worth it, because now he knows all about the Ate Power Disk, which is designed for the pocket rockets, to help in heat and gas dissipation, which solves brake fade whilst also deglazing the pads and removing any lingering dust.

When Faan Pienaar of Durban Fuel Injection Services visited the SKF stand, he picked up the important information that SKF’s wheel bearing grease’s temperature range can handle extreme conditions of hot and cold – from minus 30 degrees Celsius to plus 160 degrees Celsius. This picture was taken whilst Faan was still enjoying the evening. Unfortunately, he was taken to hospital shortly after calling Howard Keeg “oom”.

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The Rancho heavy duty off-road range of shock absorbers do the job for the premium SUVs and 4x4’s – here at the Monroe stand Sogie Govender of Gaydons Motor Spares, Durban, learns all about the nine way adjustable feature.

August

2009

The Winner The winner of the Forza Racing Ferrari Track Experience, to be held at the Zwartkops Race Track on Friday 19th November 2009, was Gavin Lazarus, whose chance of a lifetime came about because three was his lucky number on the night. Firstly his name came out of the hat, secondly he knew that GUD manufactures and markets three types of filters; air, fuel, and oil; and thirdly because he stood next to the lucky lady with the Ferrari briefcase. Three more racing experiences are still to be won, at: • Klerksdorp Tuesday 8th September 2009 • Port Elizabeth Tuesday 13th October 2009 • White River Tuesday 10th November 2009

Be sure to attend to stake your claim for some Ferrari fun.

Competition Corner In addition to the winners at the Partinform shows, four lucky winners will be drawn out of the hat at the Port Elizabeth Partinform on the 13th October 2009. They will be advised via e-mail and telephone by the 27th October 2009, and the winners from the shows plus the October draw will also be announced in the November 2009 issue of ABR. To enter, all you have to do is to answer three questions:

1. What is the Sharks war cry?

2. What brand does First National Battery use for their motorcycle batteries?

3. What is the temperature range of SKF’s wheel bearing grease?

Send your answers to fax 086 6579 289 or e-mail [email protected] with the following details: Name and Surname: __________________________________________________________________________________ Company: ___________________________________________________________________________________________ Position: ____________________________________________________________________________________________ Postal Address:_______________________________________________________________________________________ Contact Tel. no’s:_____________________________________________________________________________________ e-mail address:________________________________________________________________________________________ August

2009

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Corporate

Conscience

An Inspiring Invitation to the Automotive Aftermarket Industry In the previous issue of Automotive Business Review, we looked at Little Eden, a registered non-profit organisation which cares for persons with mental handicaps. Little Eden is one of the institutions that Sparepro assists as part of their corporate conscience initiatives. ABR takes a closer look at the philosophies of Patrick Latouche and how he has responded to the needs of Little Eden.

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ittle Eden looks after children who will never be able to contribute to the country’s economy, and therefore the attitude of many is that it is a waste of money to give money to this project as it is seen as a waste of money. Patrick sees this as very unfair as the children did not ask or choose their fate. As mentioned in the July 2009 article, Domitilla Rota Hyams, the Founder of Little Eden, motivates her good work with the philosophy that whilst people with intellectual disability do not contribute to society in the conventional sense, they do have great value in that they touch our hearts and make us better people, and that more should be done to ensure the comfort and safety of these special people. Patrick ascribes to this philosophy, and he has taken steps to provide Little Eden with assistance on a long term basis. What Patrick has done is to sign an internal “debit” order whereby he donates a sum of money each month to an internal fund, and he has encouraged the Sparepro staff to sign up for at least R10 a month, on a voluntary basis. Sparepro makes this really worthwhile by matching these contributions, Rand for Rand, and already the amount generated is exceeding R1 600 per month, and Patrick is hoping that this will grow. Patrick says that the assistance comes in the form of monthly needs, “The debit order is internal within Sparepro and not to give the money as such to Little Eden. The money is used to negotiate a monthly hamper of goods to be supplied through a supermarket according to the wish list of Little Eden. It is all done with total transparency”.

Patrick has also issued an invitation to the rest of the automotive aftermarket industry, to join Sparepro in this initiative. He assures those who take up this invitation that by doing this they will grow as human beings, grow as individuals, and grow as businesses. As Patrick says, “Business is like a human being, because it represents the collective souls of the people in the business. And healthy souls equal healthy business”. He adds that even if this does not exist in a business, it can be cultivated, with the conclusion that “It is more than just business!” if this does not convince you, then how about the Prayer of St. Francis of Assisi, which is also the Little Eden prayer:

Lord, make me an instrument of your peace. Where there is hatred, let me sow love. Where there is injury, let me sow pardon. Where there is discord, let me sow harmony. O Divine Master, grant that I may not so much seek to be consoled, as to console, to be understood, as to understand, to be loved, as to love. For it is in giving that we receive; it is in pardoning that we are pardoned; and it is in dying that we are born to eternal life.

Little Eden, situated on the cnr of Harris and Wagenaar Streets, Eden Glen, Edenvale, is registered as a non-profit organisation (NPO 001-827), and may be contacted at P O Box 121, Edenvale 1610, or go to www.littleeden.org.za

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August

2009

Corporate

Conscience

update

.... and a “We collected R 2140 from Staff/Sparepro and also received a gift voucher from Pick N Pay for R 150. We delivered the first hamper on Saturday 11 July. Attached, you will find the picture of some the team members who contributed and who were there; picture taken at Little Eden. The lady on Patrick’s left is Mary, the daughter of Domitilla who founded Little Eden. Mary took us for a tour and explained the background and philosophy of the organisation. The guys were touched and this is contributing to a stronger bond and better team spirit at Sparepro. The guys are already talking of repainting the swings for the children, of fixing damaged equipment and of giving Little Eden a Christmas party”.

from Patrick Latouche

In the next issue of ABR, we reveal

From p 39

August

2009

79

Hogg’s

Wash

-

by Gilbert Hogg

Bad Sportsmanship, with a large dollop of Hypocrisy The recent Springboks and British & Irish Lions test series refers. An exhilarating exhibition of rugby union at its best. Physical confrontation, slick backline moves, high drama in the scrums with ascendancy swinging one way to the other, brilliant tries (wasn’t Jaques Fourie’s effort in the second test at Loftus a pearler!), and the true passion of rugby union test battles at its best. Great stuff, but you would not know of this if you read the rubbish emanating from the poison pens of the British rugby scribes.

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ere are some excerpts from the guardian’s of British rugby pride, Eddie Butler and Richard Williams, after the bitter disappointment of a series loss. Butler dishes up, “The stance against dirty play has not had the desired effect. With no backswing required – of head for a butt, or fist for a punch – eye gouging continues to be the weapon of choice, it appears. What’s more, according to several of the Lions on Saturday night, Burger was far from being the lone hit man of Loftus Versfeld”. Not to be outdone, Tricky Dicky says “In the modern world the odds are stacked so firmly against the Lions that their opponents do not even need bonuses such as the timidity of Saturday’s referee, Christophe Berdos of France”. Even our unwanted alien with a South African passport, one-eyed John Robbie had a go at Schalk Burger in his column in the Saturday Star, suggesting that he apologise for his grievous sins, and not a word about the great rugby and the thrilling encounters. Now let me say from the outset that I believe Schalk Burger should be taken aside by someone of stature and read the riot act, not least because he gives these idiots a chance to whinge and to ignore the great rugby and the Springbok victory. Not Pieter de Villiers, I said someone of stature! Even court jester de Villiers said some home truths when he said that rugby is a physical game of contact and collision, and that tutus should be left at home. But what really gets my blood boiling is this holier than thou attitude from guys who are definitely not angels. They frequently play

course the famous “99” call, and the biggest boast about this was that of JPR Williams running 50 metres to punch anyone indiscriminately, and he still talks proudly about it!

“Your country wants you to whinge” the man and not the ball, and to really get some perspective, all that one needs is to read the recently published Once Were Lions by Jeff Connor and Martin Hannan. Just listen to this, from three of the 1974 squad who won a series convincingly. Andy Irvine: “The fact is that we were dirtier than the Springboks or any of the teams we played, and guys like Ian McLauchlan and Bobby Windsor didn’t muck about.” Roger Uttley: “When I came back from the tour, in my first training game I flattened one of the props and when the coach complained I told him that it was just what I was doing on the tour.” Sandy Carmichael completes the picture by saying that his unwillingness to take out an opponent without been directly provoked may have contributed to him being left out of the test team. This was of

Now that we have some perspective, let us look at some other issues. The suspension of South Africa’s most influential tight five player, Bakkies Botha, was disgraceful, and it was most probably done in the heat of the moment, and as a sop to the whinging poms. To my mind, he executed a perfectly legal and classic clearing out manoeuvre, and was punished for it. All I can say is that both the citing official and the judicial officer obviously did not take the rules of rugby into account, and that they should never be allowed to ever be involved in officiating again. I say this clearly, and if they believe that this is defamation; I challenge them to take me to court, so that they can explain why numerous such incidents (at least five per match) do not get the same sanction. Now for my final point. It has been reported that the British & Irish Lions refused to congratulate the Springboks for their series victory after the second test, and that they said they would only congratulate them if Schalk Burger apologised for the eye gouging incident. Don’t do it, Schalk. You will have been bullied by not very nice people. Rather insist that the British apologise for the deaths of innocent women and children in the concentration camps in the Boer war, whether it was done with tutus or not, or with a “99”call. Then the Springboks can apologise for winning the series.

Editor’s note: This article was written before the third test, when the Lions regained some pride by beating the Springbok second string.

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August

2009

Fast

Wheels

WesBank brings Motorsport to Soweto Road closures can be irritating, but on Sunday, 19th July 2009, no one minded when Chris Hani Road and Nicholas Street in Soweto, Gauteng, were closed from 08h00 to 18h00, because the WesBank Street Race had come to town!

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efore the festivities began, ABR interviewed George Nyabadza, General Manager Marketing Wesbank, to get a first hand account of the rationale behind this groundbreaking event. George put it succinctly; “Wesbank is the leaders in asset finance, so for us it was a logical step. Future growth for us, as far as the eye can see, is the black market, and whilst we acknowledge the existence of the so-called ‘black diamonds’, we are more interested in the ‘black coal’. Geologists will tell you that diamonds come from coal, and WesBank is looking long term, and encouraging this process, by digging deeper and going to the source.” George adds that there is a misperception

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that motoring is not a black sport, and points out that this has an historical basis, not because of a lack of interest, but rather a lack of opportunity. This is the primary raison d’etre for bringing motorsport to Soweto. As George points out, “we could have bussed spectators to Kyalami, but this would have defeated the object, as the future of motorsport is here on the streets of Soweto. Thus, in partnership with the City of Johannesburg and Motorsport South Africa, we are providing the catalyst and the impetus for bigger things.” How big, you may ask? George’s vision is BIG, as he wants one day to see a Formula One street race in Soweto!

August

2009

Fast

Wheels

There’s method in his madness. WesBank made sure that Sunday 19th July was a community event, because George’s vision is all encompassing. He wants an industry to develop around motorsport, and the townships must be the nursery. He stresses that whilst racers like Tschops Sipuka can be superb role models for aspiring township youth, it is the leverage effect that truly excites him. He calculates that even a small racing team has a ratio of four back-up personnel to one driver, and with the big teams this ratio can go as high as forty to one, with mechanics, welders, electricians, engineers, pr staff, advertisers, sponsors, etc. all playing supporting roles to the higher profile drivers. For WesBank this initiative is a win-win situation, as over and above the corporate social investment, this event begins to empower people, and inspires them to enter the exciting world of motorsport, and who knows, one day the F1 champion could be proudly Sowetan, who got into the racing cockpit because of events like the WesBank Street race.

The WesBank V8 Supercars strut their stuff

The Sowetans were out in force on the day

The Fire Service guys were there to douse any fires

The local biking community supported the event The Metro Cops could have made a killing in speeding fines August

2009

George Nyabadza, General Manager Marketing WesBank, described the day as “a memorable day for Soweto”

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THE ON/OFF FORMULA ONE SEASON CONTINUES

by Roger McCleery

As we go into the second half of the season, 2009 will go down in Formula One history as one of the most dramatic and turbulent on and off the track. Out of the blue comes a determined team that only came into existence three weeks before the first Grand Prix. in Australia – and won with a one-two finish. Honda had pulled the plug on Ross Brawn and his men in December. It was then left to him after doing great things for Ferrari and Michael Schumacher in the past to believe in what he and the team had designed to keep his labour force of technical people and his two drivers, Jenson Button considered a has-been up to then - and Rubens Barricello intact. Since then it has been a fairytale of a season for them. Using Mercedes power they have pulled in six wins in seven races. Only problem now is that other teams are starting to catch up. And it’s not only the diffuser that made the difference. It was a wake-up call for the others to look closely at their cars. Whilst the mighty Ferrari tested well in early season practice I am sure they had corporate interference from the Fiat empire, and became mid-field runners. It is the Italian way. Their greatest opposition, McLaren (Mercedes) who also had all sorts of interference, accusations and changes of management, not only dropped off the podium but faded down the pack. Into the picture comes the Red Bull cool-drink team from Austria with V8 Renault power. Their record up to then had been a win last year at Monza in the wet. They promptly came onto the scene and posted three one-two finishes.

What gives? Well, Red Bull certainly believed in designer Adrian Newey and his cars and their two brilliant drivers, the German Sebastian Vettel and Australian Mark Webber, and they have delivered. We heard the Australian and Austrian National anthems played together after the Grand Prix at the Nurburgring for the first time in history. The Formula 1 Grand Prix world has been turned on its head. Renault but for the brilliance of two-times world champion, Fernando Alonso, has also shown no pace. Under-funded Williams are always there thanks to their vast Formula 1 experience. They could be in for a lucky win with Rosberg. BMW are already thinking of stopping any development on this year’s car and concentrating on their racer for 2010. In 2008 they were leading the Formula 1 Championship and thinking about world titles. Toyota? The most unpredictable of the lot. One minute they grab pole position and look like winners and the next finds them foundering at the back of the field. And it’s not their drivers. That could also be corporate decisions from Tokyo. Toro Rosso with Ferrari power behind them hasn’t done anything memorable. I think both their drivers will be looking for new jobs. Force India with Mercedes V8’s is starting to show what they can do and have even led a Grand Prix. There is nothing wrong with the driving of Fisichella and Sutil either. 2009 as far as the racing goes is becoming very unpredictable. It has been better than most years. It has been exciting, processional at times and dramatic at the various Grands Prix. One of the com-

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mon denominators in the scenario is the Bridgestone Tyres. On cold roads the Brawn GP team just doesn’t get grip. I am sure the tyres with different compounds that have to be used by all teams during the race are the same for the entire field. But they don’t necessarily suit all teams on hot and cold roads. It is all part of the Formula 1 scenario. Rumour was rife at the German Grand Prix. Kimi Raikkonen looks he is going to leave Ferrari and go rallying. His place will be taken by the demanding Alonso to get Ferrari back in front. Alonso did the five fastest laps in Germany in the Renault. Barricello is a bit miffed as he feels he has the potential to be a world champion. After the German Grand Prix where he led in a lighter Brawn with less fuel than most other teams, he wasn’t looking too happy and felt that as he had been leading the team let him down. His team boss was heard to say, “Rubens can’t expect to win. He only did the 12th fastest lap in the German Grand Prix.” Oops. Anthony Davidson is standing by to step in. So as we go into the second part of the season Jenson Button leads with 68 points. Vettel has 47, Webber 45.5 and Rubens Barricello 44. Brawn leads the Manufacturers Championship with 112 points to Red Bull’s 92.5. The others it seems haven’t got a hope of catching the leaders on their current form. Now what about the goings-on off the track. FOTA (Formula One Team Association) representing all the manufacturers in Grand Prix Racing with the exception of Williams and Force India, say they are to form a break-away series if Max Mosley doesn’t step down. From experience, manufacturers running their own championship definitely doesn’t work. Maybe for a year or two, but then some of them will pull out, particularly the non-winning teams, citing budgeting reasons. Then the others will all follow. It has happened before and it will happen again. Break away and you are in the wilderness.

Or are you? Rumour has it that Bernie Ecclestone has already registered the name “GP1” and is behind the break-away. This despite the fact that we all thought that he and Max were long time bosom buddies. Between them they have made Formula 1 the leading world sport that it is today. Honda say they would never return to Grand Prix racing whilst the situation remains as it is today. They have to see some major changes. For me, putting on a better show for the sports millions of GP fans all over the world has not been mentioned once. Come on, gang. Get your act together. Prediction – there will be Formula 1 GP Racing next year. Max Mosley will not be the President of the FIA. Jenson Button will be the World Champion.

August

2009

The

Last

Writes

by Baron Claude Borlz

What can one say about my readers? This one is almost too painful to read ……………… A man, getting on in years, finds that he is unable to perform in the bedroom. He goes to his doctor who tries a few things, but nothing seems to work. Finally, as a last resort, the doctor refers him to an African medicine man. The medicine man says, "I can cure this." With that said, he throws a white powder into a flame and there is a flash with billowing blue smoke. Then the African medicine man says "This is powerful healing but you can only use it ONCE a year. All you have to do is say '123' and it shall rise for as long as you wish!" The man then asks "What happens when it's over and I don't want to continue?" The medicine man replies "When your partner cannot take no more and is completely exhausted, all she has to say is '1234' and it will then go down. But be warned, it will not rise again for another whole year!" The old gent rushes home, anxious to try out his new powers. That night he showers, shaves and smothers himself in aftershave. He slides into bed, cuddles up to his wife and says "123" and he feels a sudden movement in his trouser department, just as the medicine man promised. His wife turns over and asks "What did you say '123' for?

The solution to the Bus Rapid Transit stand off? The new taxi gun ……..

Ever wondered what Mr. Bean’s sister looks like ……….

How to identify someone suffering from Swine Flu …………

August

2009

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