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 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.
T
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-
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 unsuspect-
ing customer, who gets taken
hook, line and sinker. In publishing, the
equivalence of a “haircut” comes in the
equally insidious practice of claiming a cer-
tain 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 maga-
zine which is only set up to dupe the adver-
tisers. South African Rates And Data
(SARAD) reported that its main modus
operandi is to lure potential advertisers or
advertising agencies to “support” or adver-
tise 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
w w w. a b r b u z z . c o . z a
4 August
The Phoenix
Assault and Battery
ally about the phenomenal success story that
is DASTEK, a company that is living testi-
mony 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
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 trust-
ing 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 pub-
lishers, that is the more shocking. In the
same week that I received the eMedia e-
mail, I discovered one such fiddle, commit-
ted 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 recoup-
ing your losses in a couple of deceitful
months. Brilliant, isn’t it! Apart from the
fact that it is illegal, dishonest and extreme-
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:
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 any-
way. 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 spe-
cial 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 com-
munity of advertisers, institutions, organisa-
tions and particularly those individuals who
have the power, prestige, and influence is
not to turn a blind eye to this sort of behav-
iour. You have a responsibility to yourselves,
your shareholders, in fact all the stakehold-
ers, 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 know-
ingly – you are judged by the company that
you keep.
2009
 Contents

37 53 58

4 The Phoenix Assault and Battery

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

46 Tyre Safety Tyres’ Contribution to Safety in Motoring

The publisher and contributors have done their best to ensure the accuracy of the articles and cannot accept responsibility for any loss or inconvenience sus-
tained by any reader as a result of information or advice in Automotive Business Review. The information provided and opinions expressed in this publica-
tion 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.

Publishing Editor Intelli-Driving Editor Gamble, Austin Published by:

Graham Erasmus Eugene Herbert Hogg, Gilbert Trilogy Publishing
083 709 8184 082 941 3785 Keeg, Howard Advertising Sales:
McCleery, Roger Stanton Porter Marketing
Commercial Vehicle Editor Correspondents Twine, Tony Werner Kolver
Alwyn Viljoen Beeton, Frank Wilde, Fingal Tel: 012 654 2745
082 458 9332 Borlz, Baron Claude Cell: 082 577 8411
Burford, Adrian e-mail: abr@stanport.co.za

6
 Contents

72 74 83

48 Robert Bosch 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
59 Ignition Engineering The Whole Bang Shoot
62 Capricorn Insights Fits Like a Glove

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

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e-mail: bigheart@iafrica.com 7
 What’s the Buzz?
Au revoir to two stalwarts of the automotive aftermarket
GM 363 Asset Sale
Two stalwarts of the automotive aftermarket left the assures us that he is not entirely lost to the automotive
industry in the past two months. At the end of June aftermarket, having agreed to do some consulting work
Approved by U.S.
Norman Dyer, Director of Midas, hitched up his Land for companies keen to leverage off his experience and Bankruptcy Court
Rover and went off into the wilds of Africa, and at the knowledge of the market. He is optimistic about the
end of July, Barrie Taylor, Wholesale Director of Federal- future of the industry, and he General Motors achieved
Mogul Aftermarket, exactly 28 years to the day after join- finished the interview with another milestone in its
ing Ferodo, decided to take a creative sabbatical. ABR ABR with a compliment to reinvention early in July
spoke to both gentlemen. Federal-Mogul and its CEO, 2009 when Judge Robert E.
Malcolm Perrie, whom he Gerber of the U.S.
Barrie Taylor joined Ferodo, describes as a great leader. Bankruptcy Court for the
then part of T&N, as Senior Southern District of New
Sales Clerk in Durban on 1st Norman Dyer has been with York approved the sale of
August 1981, and worked his Midas, in various capacities substantially all of General
way up the ladder to the and roles, his entire working Motors Corporation’s assets
position of Sales & life. This testimonial from to NGMCO, Inc., an entity
Marketing Director, and Gillian Whitehead, now at funded by the U.S. Depart-
when Ferodo was acquired by Cape Parts Distributors, says ment of the Treasury. In
Federal-Mogul, he moved it all, connection with the closing
over as Wholesale Director of “I have been lucky enough to have known Norman of the sale transaction,
Federal-Mogul Aftermarket. since 1997. Having worked with him and for him in NGMCO, Inc. will change
Barrie says that he takes away the Midas camp and later as opposition, for a short its name to General Motors
fond memories of colleagues while, he has always been a true gentleman. Norman Company and continue to
and clients, many of whom are now firm friends. He says has taught me that hard work never killed anyone. operate under GM’s historic
that he was blessed and fortunate to cultivate great rela- He always gave you the impression that he had the corporate and sub brands.
tionships and friendships, whilst being associated with time to talk to you and always offered sound advice, if The approval marks another
fantastic brands such as Ferodo, Payen, Champion, etc., asked. A perfectionist in many ways, you didn't often step toward the launch of an
all at the pinnacle of their segments. Barrie also experi- get a job signed off the first time, in fact I can only independent new GM. The
enced the inevitable cycles of the industry, and says that recall that happening to me once. There was always new company will acquire
it was fascinating to watch as the wheel turned, always to something that wasn't quite right, be it a full stop, GM’s strongest operations
come back to its original position; from diversification to column or comma. He was always upfront and and will have a competitive
consolidation, from franchises to owned outlets, from honest and expected the same from everyone he did operating cost structure,
national warehouses to regional depots, from acquisition business with. To a true legend of the motor trade, I partly as a result of recent
to divesting, and so on. Barrie says that he felt it was time wish him a happy and healthy retirement. Watch out agreements with the United
to move on and to look for new challenges, and to basi- for him on the golf course, that handicap should come Auto Workers (UAW) and
cally be master of his own destiny. He has many innova- down a touch.” Canadian Auto Workers
tive ideas and concepts that he needs time to develop, but (CAW). The new GM will
have lower leverage and a
stronger balance sheet,
Good news at Suzuki Auto SA continues which when combined with
a lower break-even point,
Exactly 12 months after entering the South African market, Suzuki Auto South Africa (SASA) can look back on a will allow it to reduce its
challenging but satisfying first year in one of the toughest, most competitive new car sales environments in the risk, operate profitably at
world. The company officially commenced local retail operations in June 2008, following a decision by the Suzuki much lower volume levels,
Motor Corporation in Japan to launch a range of Suzuki passenger cars and sports utility vehicles in SA. A dealer and to reinvest in the busi-
network of 18 outlets initially offered the advanced Swift compact hatchback, and the SX4 lifestyle hatchback, fol- ness in the key areas of
lowing the simultaneous launch of both models to great acclaim from the SA motoring media. In September 2008, advanced technology and
SASA added the Grand Vitara SUV and the Jimny compact 4x4 to the Suzuki line-up locally, allowing it to com- product development. GM’s
pete in the highly popular leisure vehicle sector, while also broadening the overall appeal of the brand. After its first subsidiaries outside the
full sales year, SASA has been able to report a total volume of 4 393 units for the rolling year June 2008 to June United States will be
2009. During that period, Suzuki sales grew by 35 percent – a significant achievement against the backdrop of a acquired by the new compa-
29 percent slump in passenger car sales over the same period. Despite the contraction of the world economy, and ny and are expected to con-
the resultant slump in vehicle sales globally, including SA, the local dealer network has also expanded from the orig- tinue to operate without
inal 18 outlets to 23 dealerships in June this year – a growth of 28 percent. interruption.

8
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 under-
standing 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 propos-
al 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 solu-
tion for virtually any application. “We pride ourselves on our reputation for delivering
superior products supported by impeccable after sales and technical services. The compa-
ny’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, refriger-
ation, adsorption and membrane dryers, as well as filters and condensate treatment equip-
ment 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 flip-
side 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 fran-
chise 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 wendy@tepg.co.za.

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 N-
Series 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 can-
cer and who will now be given the opportunity to receive free breast checks
in their communities,” said Romano Daniels, Bridgestone South Africa’s gen-
eral 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.

10 August 2009

Focus on Forsdicks
Forsdicks Sandton geared for
Customer Satisfaction
Choosing the right model and make of car is important. Equally important is from
whom you buy.
W
hen you buy a vehicle
from Forsdicks Sand-
ton, you not only get
expert advice, value for
money, and quality of service.
Forsdicks Sandton also prides itself on
offering customers a range of comple-
mentary products, such as finance and
insurance, all under one roof. These
services are geared to make the cus-
tomers’ purchasing experience as pleas-
ant 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 trans-
parent 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 interna-
tional services, trading, and distribu-
tion 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
12
A series of articles on
Forsdicks Sandton
The busy Forsdicks Sandton Service Department
runs effortlessly like a well-oiled machine with high-
ly trained BMW technicians attending to the cus-
tomers’ vehicles’ advanced technology. Service
Manager Wilfried Huyghebaert, supported by his
dedicated service team, is at hand to tend to cus-
tomers’ 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 superi-
or 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 prepara-
tion 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 effi-
cient 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 indus-
tries. 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, markets’ and industrial needs for high-quality lead acid batteries,
Transformers, Battery, Industrial and System Integrators Groups, whilst sister companies Battery Technologies and Rentech spe-
encompassing a large number of individual operations which spe- cialise in standby and solar panel applications. Another associated
cialize in the manufacturing and delivery of world class products, battery company, Dynamic , is a focussed exporter to the U.K.
services, expertise and solutions to address diverse needs for elec- but for the purposes of this cover story, we shall focus mainly on
trical and power equipment in South Africa and beyond. the Willard Batteries brand but also on renowned stable-mate
Powertech was founded in 1978, and has experienced consistent Sabat. Willard Batteries and Sabat are successful examples of the
and sustained growth, both organically and by acquisition, in the aforementioned acquisition strategy, having been acquired in
intervening years. 1981 and 1998 respectively, both serving the automotive market,
but with distinct brand identities. Willard Batteries additionally
The previous paragraph is lifted from the milestones webpage of services the varied mining and industrial markets as well as the
Powertech and serves as a perfect introduction to ABR’s cover more traditional and conservative automotive consumer, whilst
story, which is about the Willard Batteries brand, one of two Sabat has positioned itself as the battery for the fast moving
exceptionally strong brands in the Powertech Batteries stable. younger set. This dichotomy is reflected in the brands’ respective
Willard Batteries meet automotive OEM, aftermarket and export histories and in the distinguishing marketing campaigns.

W
illard Batteries started
trading in 1954,
under licence to ESB,
America, concentrat-
ing initially on the
manufacture of automotive batteries, and
gaining an enviable reputation for excel-
lence in product quality. 1966 saw the
introduction of industrial batteries, and
the manufacture of motive power and sta-
tionary batteries followed in 1967.
Willard Batteries was acquired by
Powertech in 1981, becoming in the
process a 100% South African owned
company, and attaining a unique position
in the domestic battery manufacturing
arena by becoming the first South African
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.

S
abat Batteries was established
in1967, with its first factory in
Simmonds Street, Johannes-
burg. 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 well-
orchestrated campaign on TV, radio and
print media – SABAT racing with its dis-
tinctive 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
Fastest Moving Batteries and the orange functions. Sabat joined the Powertech
power units becoming the battery of stable in 1998, its acquisition being part
choice in Wesbank Racing. This legacy of the Powertech expansion strategy.
resulting from its motor racing sponsor-
ship lasted some 35 years.
Today, Sabat builds its popularity as a
fun, outdoor, lifestyle brand with enthu-
siasts 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

14 August 2009

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 plan-
et, 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 emis-
sions 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 automo-
tive industry seeks out a greener world,
and to move away from its position as the
whipping boy for all the world’s environ-
mental 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-
Lead smelting may be centuries old, but
it remains a dramatic sight
August 2009
Cover Story
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 manufactur-
ing 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’ manage-
ment 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 sil-
Hannes Viljoen, Chief Operating Officer of ver plus battery (see following story for the
Powertech’s manufacturing facility
technical information) is ideally suited for
the modern motor vehicle built from
Newly coated plates manufactured in a around 1995, and Powertech Batteries was
continuous process to tight tolerances 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, marry-
ing automation with the human touch,
and producing a world class battery effi-
ciently and with passion and pride.
established green initiatives and its com-
mitment 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 arith-
metic 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 manufac-
turing activities in its plant in Neave
Township, Port Elizabeth.
Production takes place at the self same
location where it all started for Willard in
1954, and those who were involved in This three in one operation reflects
the ingenuity behind the process
those days must be looking on with pride 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 anti-
mony based alloy. The latest generation calcium-calcium silver plus batteries
have both plates coated with calcium, which equates to a high performance bat-
tery 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 tol-
erances, 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 life-
time 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.

16 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’ perform-
ing”. The visit is part of an ongoing programme to empower the members of
the sales team through practical and theoretical training to build and main-
Murray Long Corné Strydom
tain professional levels of product knowledge. The “order-taking” mentality Marketing Director General Manager
of days gone by has been replaced by a focus on adding value to the customer Powertech Batteries Automotive, Powertech
base. Many of Powertech Batteries’ experienced Business Representatives Batteries
have received awards for 20 years service and have developed strong relation-
ships with their loyal customers. Business Representatives have a fixed sched-
ule 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 con-
curs, “I believe to be successful as a Business Representative means not hav-
ing 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 17
 Frankly Speaking

Dodging the bullet, or a

by Frank Beeton 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).

T
his new combination of Fiat and Chrysler has
reportedly emerged as the world’s sixth-
largest vehicle manufacturer, sandwiched
between Honda in fifth position and
Hyundai/Kia in seventh. Chrysler Group LLC
will retain a number of former Chrysler man-
agement 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 prof-
it 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 comfort-
able “fit”. With the benefit of hindsight, this is understandable,
given that the German partner’s history was steeped in high-tech-
nology, luxury vehicle manufacture, while the American partner
had traditionally participated in a massive volume market domi-
nated by value considerations. Ultimately, this proved problemat-
ic 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-
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 sta-
tus, as it is very much a volume and value-ori-
ented 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 substan-
tial participation in the North American market as
its entrée to considerably increased global volume
throughput, but much customer reorientation will be nec-
essary before US buyers fully embrace European design philoso-
phies. 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 com-
mitment 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 consider-
able 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 cau-
tion 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 buy-
in, 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!

18 August 2009
 Lux Lite
Peter Mather has worked in the
field of human capital develop-
ment in the motor industry for the
last twelve years and has enjoyed
great success in facilitating sales
and leadership programmes within
by Peter Mather the industry.

PETER’S SOAP
BOX

I
’m back and true to say I missed all your feed-
back 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 cus-
tomer 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 sur-
prised - 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 atti-
tude. Unfortunately changing attitudes is more com-
plex than simply one or two training sessions; howev-
er 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 peter@s2p.co.za. 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 partner-
ship with South African Automotive Week.
site visits and the match-making sessions.

A
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 - pre-
dominantly component manufacturers -
will share the floor with OEMs, mega proj-
ects 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, Bel-
Tronix, 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 appoint-
ments with a database of local and interna-
tional 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 ensur-
ing that South African Automotive Week
reaches its objectives which include the pro-
motion 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 compa-
nies 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,
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 econom-
ic 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 confer-
ence 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 support-
ing 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

R
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.

22 August 2009
 AIDC Automotive Industry Conference 2009

“MILLION CARS”
VISION MEANS
MORE JOBS

O
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 support-
ing 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 produc-
tion 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 com-
ponent 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 com-
ponent manufacturers to turn this to their
advantage by entering into licence agree-
ments 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 merg-
ers, take-overs and a consolidation of sup-
pliers 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 compa-
nies 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 sig-
nificantly contribute to the upliftment of all employees and to the development of uni-
form national operating standards. This will be accomplished by working closely with
government and by making available to all vendors – whether they are public or private-
ly 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
Anybody who had suspected that the Chinese eco-
nomic growth fire had been rained out by the glob-
al financial melt down and subsequent world wide
by Tony Twine, economic recession must have been awoken with a
Senior Economist, jolt at the news that new vehicle sales in there
Director – had risen at an annual rate of 48.5% in June
Econometrix (Pty) 2009. Evidently, this came on the back of a stimu-
Ltd lus package which cut vehicle sales taxes and pro-
vided 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.

W
hile this may provide a big stuffs minerals and energy. These levels growth. This is the most tangible promise
tick for centrally planned can only increase if the urbanisation plan that has ever beckoned the continent and
economies, where vehicle goes ahead. its leaders.
demand is what it is because
Beijing said so, and few of the 20 million Where will the required natural resources The announcements during July that
industrial workers laid off over the Chinese come from? There are really only two Chinese automotive manufacturer Chana
New Year would have featured on the war- potential resource locations of sufficient and Indian manufacturer Mahindra both
ranty cards, this news came in only days size to augment existing raw material pro- intend setting up production facilities in
before two major announcements regard- duction levels, namely South America and South Africa cannot therefore be much of
ing the South African market, which relate Africa. Of the two, Africa has the greater a surprise. Exploiting raw material wealth
directly to a strategic threat that scenario level of unexploited reserves, and the big- must translate into vehicle demand in
planners have been imagining for some ger surface area of arable land. Africa growing beyond recognition over
time and which may now well be material- the next few decades. Anybody wanting a
ising in the local motor industry’s own But Africa needs huge levels of infrastruc- toe-hold on the continent is likely to be
backyard. tural development in order to get primary attracted to South Africa first – in fact,
sector products to its ports and onward to that is the main reason why the country
Not only China but also India is in the Chindia. Demand for its primary outputs already has 32 OEM’s contesting about
midst of a massive urbanisation strategy could provide the lift that African 0.6% of the world’s automotive demand.
which will not terminate within 20 years. economies have desperately sought for the Stand by for more OEM’s, some bearing
China has 50 large cities, housing 500 mil- past 200 years of global industrial output saffron on a China plate.
lion people and plans to build
50 more to house 600 million
more people by 2030. Less cen-
trally 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 pur-
chase rather than grow food.
The urban settlements them-
selves will require huge quanti-
ties 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 econo-
mies, are already important pro-
ducers of, and even more
important consumers of food

24 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 def-
initely the pioneer of Chinese automakers going abroad,” said Brett
Soso, managing director of Chery SA. “The company has a very sound export strat-
egy 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 consecu-
tive year.”

C
hery products are now available in
more than 70 countries and regions,
including South Africa, and the com-
pany has nine manufacturing facilities in seven
countries. In addition, Chery also has estab-
lished 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 com-
pany 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 includ-
ed a Chery J5 hybrid, as well as the G6, a new
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 com-
modities 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.

26 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 2009 has seen a number of changes to the
membership cards by our members, benefit design of Moto Health Care.
despite the Scheme having done a total Members are urged to familiarise them-
card reprint at the end of 2008. The risk selves with the benefits that they qualify
that our members run by using old mem- for whilst bearing in mind that even if they
bership cards is that their policy options have remained on the same options, cer-
may have since changed from their previ- tain benefits have changed. Moto Health
ous options and they may claim for bene- Care has attempted to assist our members
fits that are not covered within their new where possible and in certain cases have
policies. The other risk is that members allowed them to obtain chronic medica-
may be submitting their claims to the dis- tion for the first six months of 2009 to pre-
continued PO Box in Randburg that will pare them for the benefit transition. These
result in claims being paid late or rejected cases were treated as exceptions rather than
for them being outside of the 4 month the rule and the Scheme has duly notified
claim submission period. In light of this, all affected members that these exceptions
Moto Health Care requests that all mem- will discontinue shortly. Importantly, for
bers that are using their old membership members requiring chronic medication in
cards discontinue this practice immediate- the future, we would ask that they please
ly and contact MMSA (0861 000 300) check if their policy option does cater for
with their membership number as listed this benefit and also that their treating
on their old cards, for the re-issue of physician contacts MMSA with all the
updated cards. Members that have recent- mandatory details when applying for their
ly changed their postal addresses also need medication registrations/renewals. Should
to notify the Scheme of these changes in any of you need more details on what is
order for their correspondence to be for- required by the Scheme in this regard,
warded to the correct place of contact. please call our Chronic registration depart-
ment on 0861 000 300. Members of the
One of the areas that need ongoing atten- Custom and Essential option are reminded
tion is the maintenance of Moto Health that their day to day cover is managed
Care’s data base on MMSA’s system. The Barry Canning, Chairman Board of through Carecross. The Scheme did face
Trustees - MOTO Health Care
importance of an accurate data base can- challenges at the beginning of the year in
not be stressed enough. Since most trans- terms of Carecross provider availability but
actions such as premium payments and groups have access to a dedicated Internal that has been addressed and we have seen a
allocations, claims payments, pre authori- Services Consultant that would effect all significant improvement in this regard.
zations are based on the membership pro- member movements authorised through
file on the administrator’s system, it is of the payroll or HR department of the Overall, Moto Health Care continues to
paramount importance that Moto Health group. MMSA have also created an inter- offer honest to goodness value in a market
Care is aware of all staff movements and active website for employer groups to plagued by legislation requirements, rising
changes such as dependant additions/ter- effect their own changes on prior to them healthcare costs, unscrupulous service
minations that occur. Failure to notify the receiving billing statements from the providers and our most recent adversary,
Scheme’s administrators of these changes Scheme. This facility is only available to the global meltdown. The Scheme is con-
will result in unnecessary delays in claims employer groups or individual fident that this temporary setback affecting
payments, pre authorizations, access to members/pensioners. Members that be- our members and employer groups will
benefits and incorrect billing statements. long to groups need to make all of their subside and that the stabilization of our
Individual members/pensioners may con- changes through their HR/payroll depart- industry will create sustained growth for
tact the Scheme’s contact centre directly to ments. By the way, when a group is spo- the Scheme.
update their details whilst employer ken of in this context it refers to a group of
employees working for the same employer.

28 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 reso-
nance 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.

T
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 pro-
vided 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 com-
modity. Properly inflated tyres pro-
vide greater stability, improved han-
dling and braking, and are less sus-
ceptible to blowouts and tread sepa-
ration.
• Properly inflated tyres extend the
tread life by up to 35%.
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-infla-
tion has 45% less tread life.
• Over inflated tyres decrease road sur-
face contact with resultant poor han-
dling and braking. 20% over infla-
tion 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 pres-
sure or is even flat, resulting in
expensive damage.
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
may be fitted to the outside or the inside
of the tyre valve, and when fitted exter-
nally theft proof sensors are available.
Depending on the type of monitor cho-
sen, there are no wires or aerials visible.
The small lightweight monitor provides
easy read alternate pressure and temper-
ature 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 poten-
tial 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.

30 August 2009
 weighty issues

PUBLIC TRANSPORT –
by Frank Beeton
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 direc-
tion coming from central government, and the seeming unwillingness of our political mas-
ters 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.

W
hen newly-elect-
ed 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 com-
muting public. The choice of the former
Premier of KwaZulu-Natal, Sibusiso
Ndebele as Transport Minister, with promi-
nent 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 fifteen-
years 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 breath-
ing the rarified air of the ANC’s top policy-
making echelons, clearly felt less comfort-
able 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
the generally negative perceptions held by
most South Africans towards traffic law
enforcement, and their inevitable propen-
sity 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 confer-
ence, held in Pretoria during February,
2009, to make a presentation on the gov-
ernment’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 sub-
sidies 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 perpet-
ually 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 point-
ed out that the new Bill recognised the fail-
ure of the NLTTA to effectively address
issues such as Taxi Recapitalisation, the
revitalisation of the suburban passenger
rail networks, the resolution of the operat-
ing 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 direct-
ed at addressing this backlog, but will be
further complicated by the ongoing argu-
ment 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 interven-
tion 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 promis-
ing, 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 mon-
ster 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 approach-
ing, at very high speed!

32 August 2009
 Tony’s take

ANOTHER WINTER OF
by Tony Twine
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 com-
bining 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.

B
ecause of the fact that many large
organisations, including general
government and many parastatal
corporations, negotiate wage set-
tlements in the months around mid-year,
the South African winter is now readily
associated as being the time when employ-
er and employee’s toys start flying out of
the cot, with apparent disregard for such
niceties as affordability, equity, survivabili-
ty 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 settle-
ment point, which is left alone in no man’s
land until both sides are forced to
approach it because of the attritional dam-
age 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 produc-
tion chain on the one side and representa-
tives 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 negotia-
tion departure where the rate of price infla-
tion had leapt alarmingly on the back of
mainly absurdly escalating oil and food
prices just after the 2008 round of settle-
ments, 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 dou-
ble 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 sec-
tors 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 slow-
down 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 pro-
duction.

High positive production growth

rates are clearly over for the time
being. So are periods of rapid
output price growth. The lever-
age of high consumer inflation
rates may not have entirely evap-
orated, but the fulcrum against
which the lever rested, namely
rapid real output growth, has
been whipped away by the global
recession. Apparent labour victo-
ries 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 2009
34
 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
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,
By Austin Gamble 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 actu-
ally 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
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,
By Austin Gamble based on its mid-year review presented by Johan van Zyl, President
and CEO, and Andrew Kirby, Vice President Sales and Marketing.

Johan van Zyl, in his introductory remarks, utilised his customary

T
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 mile-
stone, 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 rea-
son for this reassuring statement is that Toyoda takes over the reigns
during a “once-in-a-lifetime crisis” brought on by the global eco-
nomic 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 dedica-
tion to one of the pillars of Toyota’s production system: genchi gen-
butsu, meaning “go see for yourself ”. Toyota SA in its press release
describes genchi genbutsu as creative thinking and constant techno-
logical advancement, and the philosophy of “teach and be taught”.
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 plant-
ed 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 reha-
bilitation of financial institutions through the regaining of confi-
dence, 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 par-
ticularly 2013, will see a return to 2006 and 2007 levels.

38 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 govern-
ment to introduce an ad valorem tax on vehicles, based on carbon dioxide emissions. This tax, due for intro-
duction 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, influ-
enced 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 mathe-
matical 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 From page 36

1 WILLYS 7 HENRY FORD 11 40 INCHES HIGH 17 TARGA FLORIO AFTER

2 RALPH NADER 8 BRIAN COOK (BROTHER 12 PORSCHE 356 COUNT FLORIO
3 SOUTH AFRICA IN 1977 OF JIMMY COOK, THE 13 JEFF OSBORNE 18 1947
4 AERO ENGINES CRICKETER) 14 AMSTERDAM 19 BMW ISETTA
5 BMW 9 CHEVROLET 15 LOUIS 20 TAZIO NUVOLARI
6 3 10 JAGUAR 16 PEUGEOT

August 2009 39
 Personal profile by Roger McCleery

Q&A 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 peo-
ple 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 previ-
ous 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 fran-
chise. 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 com-
petition 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 vehi-
cles, 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.
Q: WHAT IS HYUNDAI KOREA LIKE
TO DEAL WITH?
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 eventu-
ally built up the largest company in Korea.
This approach has worked. Hyundai produce
vehicles of the highest quality according to
J.D. Power and Associates and they have
managed to become the fifth largest Auto-
motive 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 Sub-
Saharan 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 could-
n'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?
A: Certainly not a farmer. Rather something
in the Accounting line.
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 fur-
thered 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 run-
ning 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.

40 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 “oil-
ing 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 contri-
bution to the economy and society in gen-
eral drops significantly. Thus, like it or not,
the automotive industry is the most signif-
icant driver of economic activity by far, not
necessarily measured in GDP terms, but
rather in facilitating the means of produc-
tion 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. “This would be a regular sight if not for companies such as Grandmark International”

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 con-
trast Giel Steyn says that “the real heroes
are those in the independent aftermarket
who look after the majority of vehicles on
the road”. 56% of South Africa’s car parc is Even a good part of the younger cars are
eight years or older, and this is where fac- being looked after by the independent
tors such as the diamond dialogues aftermarket, for various reasons. This we
quadruplex of technology, quality, safety shall discuss in the next issue of ABR, and
and value for money take on a huge signif- we shall also come back as promised to the
icance. The older vehicles’ creaking bones grey area surrounding franchised dealers
need loving care, and if it was not for com- with regard to whether they should be
panies such as Grandmark International defined under the OEM banner or the
which scour the world for quality product aftermarket banner.
at reasonable prices, those motorists with
older cars and distressed pockets would Add pic
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.

42 August 2009

by Marcus Haw
Tyres
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.
W
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 distribu-
tion, 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.
1. Underestimating the
tyres themselves.
In all situations, be it private motoring,
heavy transport, mining or earthmoving,
tyres and their complexity are underesti-
mated. It is a common and costly user phe-
nomenon, most prevalent in the commer-
cial 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 unmanage-
able and unimportant, but necessary con-
sumable, unfortunately destroys any moti-
vation 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 pri-
ority for all fleet operators. These few
points can go a long way towards conserv-
ing tyre use, and therefore cutting tyre
costs.
46
and Their
Contribution to
Safety in Motoring
Mismatched Tyres
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 bas-
ket”. 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 advan-
tages: all tyre dimensions are exactly the
same, tyre flex rates are exactly the same,
tread patterns and casing designs are auto-
matically 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 work-
ing in harmony. Over and above the tech-
nical factors, one can usually negotiate bet-
ter 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 opera-
tors 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 realistical-
ly 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 pres-
sure maintenance is poor, or if your vehi-
cles 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 realis-
tically expected within the operations nor-
mal 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

3. Incorrect retread prac-
tices 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 mainte-
nance is good and the casings well pre-
served, 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 incompatibil-
ity 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 mainte-
nance is one of the most common mistakes
we find in fleets. Not checking and cor-
recting 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 align-
ment 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 underes-
timation. In spite of this increase, most
fleet operators don’t check their wheel and
axle alignment often enough. Their think-
ing 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 especial-
ly all the bushes in these bits wear and get
damaged. Even so, one seldom finds any of
these components in good condition dur-
ing surveys. They are conscientiously
ignored and neglected in the quest of keep-
ing 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 mis-
takes are made by experienced fleet con-
trollers.
5. Wheel rim and accessory
choices.
Most wheel rims sold in this country are
compatible to our tyre specification.
Overloading
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 prob-
lems 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 cau-
tion 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 every-
thing 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.
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 elec-
tronic 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 pres-
sure 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 sys-
tem 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 partic-
ular 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.

48 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.

S
ir Thomas
More en-
dured pres-
sure 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, irrespec-
tive 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 ele-
mentary 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 preci-
sion and it is essential that they operate
faultlessly to fulfil their respective func-
tions reliably and correctly. Fault analysis,
diagnostics and the subsequent repair or
maintenance work is becoming increas-
ingly important,
with the keyword
being “complexi-
ty”. The modern
workshop’s survival
literally depends on
efficient work
sequences with sys-
tem analysis and
diagnosis, and Bosch is at the
forefront of supporting these workshops
with stationery and mobile ECU diagnos-
tic testers together with extensive work-
shop software ESI [tronic], automatically
detecting vehicles’ control units and com-
paring target and actual values, thus allow-
ing faults to be analysed, and for repairs to
be carried out in a timesaving and cost-
efficient manner. Bosch goes even further
with component checks in the vehicle sys-
tem analysis, which gives even more relia-
bility 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 measure-
ment 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 demonstrat-
ing 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 independ-
ent workshop sector in a challenging posi-
tion which requires urgent and innovative
solutions. One of the imperatives is the
impending legislation on emission con-
trols. ABR shall, in conjunction with
Robert Bosch South Africa, look at these
imperatives and the requirements and
their various applications, in future issues.

August 2009 49
 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 rac-
ing for a very long time, so the bloodline is set to continue. Pieter also likes help-
ing people, which explains the origins and the continued success of DASTEK (De
Weerdt Automotive Service Technology Group).

P
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 any-
more. 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 con-
fronted 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 pub-
lish their findings, whilst the automotive industry, from the
OEMs down to the average workshop, simply do not share infor-
mation. 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 manufac-
turing 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 min-
imum of fuss, without the bells and whistles. The “bells and whis-
tles” he builds into his famed Unichip, the innards of which were
developed to work as a universal system to enable the tuner to re-
map 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 rep-
utable 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
50 August 2009
 innoventions

The UNICHIP by DASTEK Pieter de Weerdt,

Managing Director of
DASTEK makes no claims with their Unichip; they let DASTEK, stands in
the results speak for themselves. With no two cars front of the X-Ray
machine used to
being identical it is impossible to predict just how far microscopically exam-
from perfect the vehicle was before fitting the Unichip. ine each and every
What the Unichip does is to bring that car close to per- component before been
fection, so that when the driver drives calmly he will passed for use
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 sophisti-
cation of engine management systems and the
attempts by the manufacturers to prevent any “unau-
thorised” external interventions. Pieter de Weerdt
came up with a method in 1995 whereby an aftermar- In development terms the Q chip represents
ket tuner could actually work in harmony with the the 25th evolution of Unichip technology and
engine’s electronics. This system has been refined, is proof that the Unichip remains better than
improved upon and enhanced to the extent that in the most reliable and effective way of optimis-
ing a production vehicle.
some cases it is now integral to some original equip-
ment 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 tailor-
made clothes for an engine – in other words, to opti- The Unichip
production line –
mise rather than modify it.” The proof of the pudding a fanatical
is in the eating. Today, there are over 600 dealers across approach to
57 countries dealing in the Unichip, which was the quality and
first piggyback computer for an automotive applica- checking is in
tion in the world, which is testament to good old place throughout
the system
South African ingenuity.

August 2009 51
 innoventions

The workshop at DASTEK, situated in Lyttelton next to Once the PC board is manufactured, it The actual production of the
the Waterkloof Air force Base, is always busy, as motorists undergoes intense scrutiny from both Unichip, utilising CNC technology
seek to eke out that extra bit of economy and power computer and human eye before it is
allowed to go to testing

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 espe-
cially 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 slip-
page. 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 fea-
tures 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 dastek@icon.co.za; web www.dastek.co.za
52 August 2009
 innoventions

Calling all Petrol Heads

I
f anyone ever doubted the potential of the DASTEK Unichip, then all doubts have been erased by Pieter de Weerdt’s latest proj-
ect, 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 rebuild-
ing 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.

August 2009 53
 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 2. Clean pad backing plate
(Part no: 2889W) thoroughly

3. Draw outline of pad on the shim. 4. Cut shim to size

5. Peel shim from cover 6. Stick shim on the pad back plate
and install in the caliper.

54 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.

B&R Auto Electrical as the developed an excellent reputation for being the “fix-it” specialists.
second e-CAR member in
Babu Salik places great value in his
Bosch Diagnostic equipment
B
&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
e-CAR certificate of executive and Roy operating as chief artisan, forming a formidable
membership, denoting team. Many people in the Durban area seek B&R out, as they have
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 hun-
dreds 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)

August 2009 55
 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 var-
ious sealants differed widely.

T
hrough constant innovation in
sealing materials, specialists
like Victor Reinz have been
able to greatly reduce the num-
ber 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 hard-
ness it can even seal components that are polyurethane-based sealant. Reinz recom-
subject to substantial relative movement mends it for fine or finely worked sealing
and vibration. In continuous usage, surfaces without sealing gaps in engines,
REINZOSIL can stand temperatures transmissions and axles, including those
from –50°C to +300°C. which may be subject to high static move-
ment and vibration. Another application
REINZOSIL-t is a transparent silicone is sealing threads. REINZOPLAST like-
sealant suitable for use on bodywork wise covers the –50°C to +300°C temper-
(windshields, lamp housings, glass parts ature range.
etc.) It is also suitable for encapsulating
and sealing electrical connections. Unlike with hardening sealants, parts
assembled using REINZOPLAST can be
By contrast, REINZOPLAST is a non- simply removed again after extended peri-
hardening, permanently plastic ods.

Selection criteria
In addition to technical product proper-
ties (temperature range, media resistance,
curing time etc.), other important criteria
when selecting a sealant are the applica-
tion (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 seal-
ing gap. Sealing gaps under 0.1 mm are
sealed with permanently elastic sealants,
those over 0.1 mm with permanently plas-
tic sealants.

To round out the range, Victor Reinz also

offers a sealant remover called ‘RE-
MOVE,’ that makes it easy to remove all
sealants, as

56 August 2009
 Topclass Topics

Permatex - 100 Years of

Innovation and Leadership
Richard Pinard
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.

P
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 com-
pany 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 laborato-
ry. 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 experimen-
tal 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 headquar-
ters, Permatex directs a growing global automotive aftermar-
ket 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 auto-
motive technician, or part of a motorsport team, a perform-
ance buff, or simply a do-it-yourself fanatic, contact Top
Class Automotive at 011 974 1444 for more information on 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,
the comprehensive range of superb Permatex products. You
flanked by admiring Timken ladies.
won’t be sorry.

58 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 & con-
densers, caps & rotors, photo electric boards, sensors, motor vehicle computers,
repairs, services, you name it, you will find it here, the whole bang shoot.

A
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 found-
ed 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 beauti-
ful 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 fun-
damental reason that he will not deal with any supplier or man-
ufacturer 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 busi-
ness 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. Stan Levine in his office, watched over by his late father.

August 2009 59
 Insights

Fits like a Glove

In 2003, Mercedes-Benz South Africa (MBSA)
launched its unique DNI (Distribution National
Inventory) system, whereby Mercedes-Benz utilis-
es its franchise dealers as regional inventory
hubs, thus doing away with the necessity of a cen-
tral 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 evolu-
tionary step forward by a visionary team at MBSA.

S
ix years on, DNI remains a revolutionary concept in versely the Parts Centre is kept fully updated on new members
South Africa, and indeed the world. How does it work? In and regular feedback ensures that customer service levels are
brief, DNI is administered by MBSA from its Centurion maintained. Additionally, regional conventions and the annual
headquarters. The entire parts inventory is distributed gala dinners offer the opportunity for Capricorn suppliers to mar-
throughout the country, at selected franchise dealerships, and this ket themselves to the members, and to network with other suppli-
stock is owned by MBSA. The dealership’s role is to receive the ers. A true partnership of note, which Louis describes as “an excel-
stock, store it safely, pick the parts when required, and to follow lent relationship”.
good housekeeping rules. MBSA rewards the dealer, commensu-
rate 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 operat-
ing 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 Louis Nel, Franchise Parts Manager, McCarthy Motors
describes the McCarthy Capricorn alliance as a very good mar-
riage. 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 foot-
prints; 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 motivat-
ed regional managers, combined with Capricorn’s efficient com-
munication network, ensures that Capricorn members are fully The picking parameter set by MBSA is 15 minutes, so the picking
aware of where they can purchase Mercedes-Benz parts, and con- staff have to be super efficient.

To join Capricorn Society Limited call Rob Mildenhall on

083 654 2094 or e-mail him at
rob.mildenhall@capricorn.com.au or visit their website on
www.capricorn.com.au

62 August 2009
 Customer C.A.R.E
Theo Calitz has been working in
or involved in the motor industry
for the last 16 years. A mechanical
Customer
Engineer by profession, he is pas-
sionate about customer care and
his company, T-R-M
specialises in automotive CRM for
Relationship
the automotive industry and has
been doing it for nine years
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

T
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, consis-
tency 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 impor-
tantly, higher margins because people are prepared to pay a premi-
um for the association with a strong brand. A few years ago I had
an interesting experience. The company I worked for was a presti-
gious 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 intan-
gible 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 meet-
ing 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

64 August 2009
 Customer C.A.R.E Programme
– sponsored by Federal-Mogul
MODULE THREE – HOW COMMITTED ARE YOU?
I
n the previous module, we explored the
concept of the Second Trilogy Truth,
which can be described as the cumula-
tive effect of being committed to yourself,
your company and your customer, in that
order. We also asked you to evaluate your-
self, and to answer 3 simple questions:-
1. Are you committed to yourself?
2. Are you committed to your company?
3. Are you committed to your customer?
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 compa-
nies and our customers. However, if this
was true, and 90% of all managers and
employees actually displayed this commit-
ment, 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. Unemploy-
ment would also be a minor concern,
except amongst the management consult-
ants. 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 turn-
ing up late for an appointment, or not
turning up at all! Or the promise to deliv-
er 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
66
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 alto-
gether to show this commitment. To illus-
trate this fact, let us review your “YES”
answers to the 3 simple questions.
COMMITMENT TO YOURSELF
I am sure that everyone said “yes” to this
one. How can we be not committed to
ourselves? After all, we are the most impor-
tant 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 compli-
mented 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?
COMMITMENT TO YOUR
COMPANY
Of course, nobody will admit that they are
not committed to their company - the
financial implications could be quite seri-
ous. 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 manage-
ment, 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 cus-
tomer’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 compa-
ny 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 work-
force 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
Head of the Class
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
by Adrian Burford philosophy they inherited from Toyota, their parent company.
T
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 need-
ed 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 begin-
ning 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
68
on Brands
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 qual-
ity 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 them-
selves, delays in establishing a dealer net-
work, high prices and a buying public
seemingly locked into the
BMW/Merc/Audi triumvirate made it dif-
ficult 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
market and introduced a number of new
models, not least of all the RX300 which
in 1998 heralded a move into the premi-
um SUV sector. Just a year later Lexus
posted its best-ever annual sales in the US.
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 con-
certed 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 dealer-
ships 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, herald-
ing the start of the PERFORMANCEHY-
BRID 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 substan-
tial. Most, if not all, businesses operate like this, but what
really galls me is the quality of food that my wife pro-
cures 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 assem-
bled 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 limita-
tion. 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 over-
taking), 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 rev-
enue 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 commenta-
tors. 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 blam-
ing 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 69
 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

F
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 talk-
ing 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
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 mag-
nificently – good grief, up a steep incline! This car kept on surpris-
ing 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 NAAM-
SA sales figure of 19 units for the whole Punto range in June 2009
is simply inexplicable. The Fiat marketing guys should be shot.

70 August 2009
 Vehicle Evaluation

Grand Vitara - Suzuki Smooth

N
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 personi-
fied, 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 pot-
holes 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 com-
fortable 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 unli-
censed 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!

August 2009 71
 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 sur-
prises, 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 qual-
ity 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)

72 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.

T
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 automo-
tive 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 serv-
ice, and can handle both leaded and unleaded fuel with aplomb, Vinesh Goberghan from
and are recommended for 95% of the post 1995 car parc. 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
When brake pads are KwaZulu Natal.
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 ten-
sion 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.

74 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 Kevin Tupper from Speedy Tyre &
for WD-40 in South Exhaust, Pinetown, was doomed
Africa. This is one of from birth to have a fascination
the things that Dhaya with all things plastic. His mother
Naidoo of French has an extensive collection of
Tech Auto, Durban, Tupperware, so Kevin could not
learnt when he visit- resist the large plastic special cell
ed the Loctite stand. at the Willard stand. This cell is
He was also intro- used for lighting on trains, stand
duced to the O-Ring by applications, and a variety of
Making Kit for use special needs. The beauty of this
in emergencies. 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 insist-
Safeline developed the wear ed that Dan Ramlugan
indicator for taxi pads, to of Gaydons Motor
warn the taxi driver when Spares, Durban, hear all
his pads need replacing. about the diesel water
And to encourage him to separator, which does
replace these pads, Safeline the important job of
are also giving a free soccer taking any water out of
ball with every purchase diesel fuel.
until the 2010 World Cup.
This is what Ahmed
Dawood of Steves Auto
Clinic discovered when he
visited the Safeline stand.

August 2009 75
 Amon Meyiwa of Fields
Auto, Kloof, was particu-
larly interested in Luk’s
complete matched kit for
the VW Sharan, incorpo-
rating 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 remov-
ing any lingering dust.

When Faan Pienaar of Durban The Rancho heavy duty off-road range of
Fuel Injection Services visited the SKF shock absorbers do the job for the premium
stand, he picked up the important SUVs and 4x4’s – here at the Monroe stand
information that SKF’s wheel bearing Sogie Govender of Gaydons Motor Spares,
grease’s temperature range can handle Durban, learns all about the nine way
extreme conditions of hot and cold – adjustable feature.
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 call-
ing Howard Keeg “oom”.

76 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 bigheart@iafrica.com with the following details:
Name and Surname: __________________________________________________________________________________

Company: ___________________________________________________________________________________________

Position: ____________________________________________________________________________________________

Postal Address:_______________________________________________________________________________________

Contact Tel. no’s:_____________________________________________________________________________________

e-mail address:________________________________________________________________________________________

August 2009
77
 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.

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

L
ittle Eden looks after children who will never be able
to contribute to the country’s economy, and there-
fore 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 men-
tioned in the July 2009 article, Domitilla Rota Hyams, the
Founder of Little Eden, motivates her good work with the philos-
ophy that whilst people with intellectual disability do not con-
tribute 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.
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.

What Patrick has done is to sign an internal “debit” order where- O Divine Master, grant that I may not
by he donates a sum of money each month to an internal fund,
so much seek to be consoled, as to console,
and he has encouraged the Sparepro staff to sign up for at least R10
a month, on a voluntary basis. Sparepro makes this really worth- to be understood, as to understand,
while by matching these contributions, Rand for Rand, and
already the amount generated is exceeding R1 600 per month, and to be loved, as to love.
Patrick is hoping that this will grow. Patrick says that the assistance
comes in the form of monthly needs, “The debit order is internal For it is in giving that we receive;
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
it is in pardoning that we are pardoned;
supplied through a supermarket according to the wish list of Little and it is in dying that we are born to eternal life.
Eden. It is all done with total transparency”.

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

78 August 2009
 Corporate Conscience

.... and a
“We collected R 2140 from Staff/Sparepro and
also received a gift voucher from Pick N Pay for
update
from Patrick Latouche
R 150. We delivered the first hamper on
Saturday 11 July. Attached, you will find the
picture of some the team members who con-
tributed 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 organisa-
tion. The guys were touched and this is con-
tributing to a stronger bond and better team
spirit at Sparepro. The guys are already talking
of repainting the swings for the children, of fix-
ing damaged equipment and of giving Little
Eden a Christmas party”.

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.

H
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 sever-
al 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 physi-
cal 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 def-
initely not angels. They frequently play
“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 convinc-
ingly. 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 train-
ing 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 direct-
ly provoked may have contributed to him
being left out of the test team. This was of
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!
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 whing-
ing poms. To my mind, he executed a per-
fectly 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 congratu-
late 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 inno-
cent women and children in the concen-
tration camps in the Boer war, whether it
was done with tutus or not, or with a
“99”call. Then the Springboks can apolo-
gise 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.

80 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!

B
efore the festivities began, ABR interviewed
George Nyabadza, General Manager Marketing
Wesbank, to get a first hand account of the ration-
ale 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 dia-
monds’, 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
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!

82 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 sup-
porting 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 George Nyabadza, General Manager
in speeding fines Marketing WesBank, described the day as
“a memorable day for Soweto”
August 2009 83
 Fast Wheels
THE ON/OFF FORMULA
ONE SEASON CONTINUES
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 exis-
tence 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 con-
sidered 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 test-
ed well in early season practice I am sure they had corporate inter-
ference 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 histo-
ry. 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-
84
by Roger McCleery
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 nec-
essarily 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 look-
ing 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 cham-
pionship 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 bud-
dies. 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 85