CAT’S INSIDE LINE: ROLLS-ROYCE SILVER SPIRIT (1980-1999)

Come back soon to find out the common issues and problems with these Rolls-Royces are, and there are a few!

Posted in UncategorisedComments (0)

Youngsters give a battered MG Midget a new lease of life

Restoring a classic car can be a challenge too far for even some of the most practical enthusiasts and technicians out there, so when the second Mechanix course announced its plan to revive a tired old MG Midget, it would be an experience they would never forget, which you can see in our gallery here.

Cue Autumn 2015, and the original Mechanix club run by Prospex Youth Club in North London, with the support of Hyde Housing Association, Haynes Manuals and Draper Tools, unveiled their finished article.

The 1969 MG originally arrived in British Racing Green and left the workshop adjoined to Ringcross Community Centre in Islington in Prospex Orange. It was just an inkling of the work, dedication and of course surprises this small sports car held for the seven young people.

J Haynes, Chairman of Haynes Publishing and Patron of the youth club, said: “It is a fabulous achievement and it takes dedication and commitment, and all the participants should be really proud of themselves. Whether or not they go on to be a mechanic or not, the experience, the dedication and the hard work that will stand them in good stead.”

The young people faced a number of challenges including restoring and servicing the engine, removing, welding and fabricating new panels and finishing off with priming and painting the Midget. In return, the youngsters managed to give this classic car a new lease of life and picked up a couple of qualifications in recognition for their endeavours.

The seven participants received a certificate for their personal and social development and an EdExcel BTEC unit for Vehicle Maintenance and Repair Operations, while two more young people undertook a four-week intensive course bringing a R-reg Ford Fiesta up to MOT standard.

Adam Ziani, one of the latest participants, said: “It was a good experience for me as I want to drive a car in the future and if anything was to go wrong I would know how to address that. The first time we saw the car we couldn’t believe it. We were thinking how are we going to finish it, but we said yes we are going to finish this, we have to finish this and see it as a finished product.”

Ubaida Ahmed said that it was a ‘disturbing’ sight seeing the car in the workshop the first time, but actually found the whole process enjoyable, adding:

“It was amazing, working with my friends on a car, and coming two to three times a week was fun. We have nothing to do, so coming to Mechanix was good fun after we got in it.”

When CAT attended the grand unveiling of the MG Midget, there have been several bids for the car at around £2500, with Prospex keen to sell the car to fund future projects and equipment, while charity CEO Richard Frankland explained that the MG Midget had a closer affinity to him and the club than just a classic restoration.

“I was given the Midget by a friend who emigrated to Canada seven or eight years ago and it was sat in somebody’s garage rusting away. After the success of the first project, we thought why don’t we step it up and try something more difficult. We got the car here and it was a challenge, we thought it was never going to happen, especially within the ten weeks, but it offered everything we needed.

“You can do a complete service on the car, and you can take the whole bonnet off and get a whole group around the car so everyone can see what is going on, so for teaching it was really good.

“The bodywork was not so good, but it taught other skills, so they all had a go at welding and it really inspired them. They couldn’t wait to get their hands on it, even making the cardboard templates and transferring that to the metal for cutting out, they enjoyed all of it. Some of the bits were quite complex, the bits we had to fabricate and weld, but they absolutely loved it. From putting the mask on and going for it and having a go and seeing the end result was fantastic.”

For Lucy Abbott one of the first participants it was an opportunity to mentor the next group, and gain her Peer Mentoring ASDAN qualification, while Frankland is hoping to recruit another mentor from the current crop of trainees as well.

The Mechanix course, originally the brainchild of Haynes, is now entering its third iteration through Prospex, and there are plans to roll out the scheme nationwide with interest from Doncaster, the Midlands and Hampshire.

Posted in BlogsComments (0)

The Mechanix getting stuck into the MG Midget

Posted in UncategorisedComments (0)

Automated cars are getting to grips with the terrain

Autonomous-3The race to produce autonomous vehicles is reaching fever pitch as on road tests and trials begin across the world. But the biggest indication that vehicle automation will become a reality sooner rather than later is the announcement of Bosch and TomTom’s partnership, and the acquisition of Nokia’s Here mapping service by a consortium consisting of Audi AG, BMW AG and Daimler AG.

Bosch and TomTom

Bosch and TomTom’s announcement to focus on improving the mapping data available, is seen as the next step in Bosch’s development of autonomous vehicles. The partnership between the German and Dutch firms is nothing new as TomTom played an active role in Bosch’s Connect Horizon project, by providing real-time dynamic map information, showcased at the 2014 IAA Commercial Vehicle show in Hanover.
However, this new project will see the two firms work together to create high precision mapping data for use by automated vehicles, with Bosch outlining the parameters that TomTom need to cater for. Jan Maarten de Vries, Vice President of Automotive at TomTom, said: “By the end of 2015, we want to have new high-precision maps for automated driving for all freeways and freeway-like roads in Germany.”
High precision mapping is very different to the systems currently used on satellite navigation systems, and the maps will come with several layers of data. The improvements of ‘localisation data’ will allow self-driving vehicles to access info on speed limits, traffic lights, lane dividers, geometry of the road, traffic conditions and as a result allow it to decide more effectively with its range of sensors when it is appropriate to change lanes and pass through complex interchanges.

Here and Now

The purchase of Here hasn’t affected planned projects and developments focussing on increasing the levels of detail available through its mapping service.
Originally known as Navteq, and being first installed on the 1994 BMW 7-Series, Here’s mapping system is currently chosen by 80 percent of VMs. The Finnish based company has already rolled out its precision maps for autonomous testing with designated routes in the United States, France and Germany, with routes in Japan set to be made available later in the year.
Research firm IHS Automotive Analysis’s Gerrit Schneemann sees the purchase as a move to lower research and development costs for automated vehicles for VMs in the long run.
“The acquisition poses an interesting opportunity of how an industry collective will share a strategic resource with competitors. The most likely answer is an industry consortium supported by an initial fee, as well as an annual fee for both membership and to support ongoing costs, collection and maintenance of high definition maps in exchange for open access to the maps provided by the consortium. Those not part of the consortium are expected to pay a normal licensing fee as they would today.
“The consortium model has many benefits for the industry, including the ability to combine resources to secure and continue developing a long-term strategic resource.”
Another dilemma is providing an answer to dealing with the amount of data being transferred from the servers to the vehicles, and vice versa. Automotive technology research firm SBD forecasts 33 million vehicles will be sold with in-car connectivity by 2020, and will generate more than 163 terabytes of data each year, which will need to be stored and available to access by other vehicles in real-time.
Dietmar Rabel, Head of Product Management at Here, said: “Your car generates a wealth of data about road and traffic conditions which will be very helpful to other cars driving behind you. By uniting around a single data specification, we can improve our collective abilities to gain a better overall understanding from the data collected.”

Apple’s iCar

As high-precision mapping becomes reality, data storage and transfer will remain the final frontier but already the decision has been made to transmit data via 5G to allow seamless data transfer while they are on the move.
In line with this, the rumours that Apple is actively pursuing this sector have grown stronger, as it looks set to follow Google and other vehicle manufacturers in developing at least a connected car, with autonomous vehicles no doubt on the horizon.
Business Insider reports that Apple has been pushing ahead with ‘Project Titan’, with Ford veteran Steve Zadesky joining the development team, along with hundreds of employees the Cupertino firm has allocated to this project.
The biggest indication of an impending ‘iCar’ has been noted by German title Manager Magazin who revealed that Tim Cook, CEO of Apple, had been in negotiations with BMW and visited its Leipzig facility. It is believed that the meetings were to discuss Apple’s desire to use the BMW i3 as the underpinning for its city car.
Whether this venture gets off the ground is one to keep an eye on but with TomTom and Here developing the intelligence that automated cars can utilise, autonomous vehicles appear to be just around the corner.

Posted in Blogs, Factor & Supplier News, Garage News, NewsComments (0)

CAT Garage Lives: JY Classics

JY-Classics_-Inside-Garage-2A business is often spawned from the opportunity presented by a new opening in the market. Infrequently though, such opportunities are created by coincidence as was the case for John Yarnell, Director of JY Classics. He was made redundant from his sales job in 1996, which also saw his company car being returned to his employers, and therefore he needed some wheels before getting on the job hunt. Yarnell picks up the story.

“I went out and got myself a Triumph Spitfire because I had one when I was 19. I did an awful job restoring it. I think I used 14 aerosol cans all of which were different colours of French blue.

“I wheeled it out after a month of putting it all back together again and sold it for a profit of £250. It wasn’t very much, but I wasn’t working for anybody else so I was perfectly happy to do another one, so I did another one, and another one, and in the end I upset the neighbours so much I had to go and get myself a workshop.”

John Yarnell

John Yarnell

Yarnell moved to a workshop the size of a double length garage on an industrial estate and carried on repairing and restoring Triumphs, and it was here that he started building up a client base formed of people who bought the restored cars and returning to have their car maintained. Eventually, with the business bursting at the seams JY Classics expanded into seven other units on the site, but the location wasn’t giving the professional image that the clients desired, as he explains:

“Where we were before we were suffering from a lack of room and disjointed working practices, because we had to go from one unit to the other, and you spent half the time walking between the buildings and not getting any work done. Now it is more civilised and the customers prefer it, and it is more professional and user friendly.

“When I was unable to get to my workshop when there was snow on the ground, I used to be able to park at our current site, so I got to know the guy who owned this farm and we did a deal to get the Romney building and the one next door.

JY-Classics_-Inside-Bodyshop-1“The ex-MoD super Romney building is where all the mechanical work is done. We also now have a bodyshop and spraybooth, which used to be a skateboarding halfpipe and a soundproofed music room, as a dedicated area where we can do priming, prepping, panel replacement and proper restoration work.

“The move has certainly helped us boost our image, and ensuring repeat business from people with the more high value models like the TR5s and TR6s. It has certainly raised our profile just being here.”

JY Classics specialises in the restoration of Triumph Heralds, Vitesses, GT6s and TRs, with the demand for work on the latter continually growing. As a result Yarnell has had to develop a number of new skills including welding, panel fabrication, prepping, priming, painting and refinishing skills to ensure the cars leave his workshop looking factory fresh.

However, JY Classics aims to ensure each vehicle leaves in better condition than it did from the factory originally. One area that Yarnell has a keen eye for is the panel gaps on the Triumphs.

“We like to get things right, so having a decent paint finish, a nice panel gap, and you can get a bit fussy, but as the years have rolled by these tasks have become easier because we know where to go to get a panel gap right, we know where to attack.

“Some Triumphs had the most horrendous door gaps. There is one picture I have got where there are nine mid-60s Spitfires on the back of a transporter and you look at the ones on the top and you can see the panel gaps are hideous and noticeably atrocious.”

As the Triumph TR work accounts for 50 percent of JY Classics work and the diary booked up until January 2016, the next step for the garage is to increase its output and expand its staff in the near future.

Posted in Garage News, News, Out and About with CATComments (1)

CAT Distribution Lives: Ghai Distributor Limited

GDL_Outside-8Ghai Distributors Ltd, also known as GDL, has been part of London’s aftermarket parts scene for more than 25 years supplying accessory shops and small motor factors in and around the M25.

GDL was first started in 1989 when Rajesh Ghai, started the business with his father, but the decision to go into car parts was down to a chance meeting with a contact his father had in Japan, as Ghai explains:

“My father started GDL but his usual business was in Indian textiles and importing from Japan, India and Pakistan. His partner and he were the largest wholesalers of textiles selling to Indian shops across the country at the time. It was brilliant, but events led to the partnership ending. When it dissolved I was at an age when I was doing my A-Levels, and my dad asked me what I wanted to do.

“I said: ‘Dad, my dream has always been to work with you’, so he started looking around into various businesses and see what we could actually do. We looked at nursing homes, hotels, restaurants, and one evening he had a Sikh guy who supplied textiles from Japan come over and he brought his brother.

Rajesh Ghai

Rajesh Ghai

“His brother sold spare parts and said: ‘If you are looking for another business, why not try a container from me?’. So dad got a list of part numbers and a rough list of prices and went around London across to various shops asking if they would be interested in buying certain parts and references from us. And loads of people said yes, so my dad thought this sounds brilliant, and there is margin to be made so let’s go with it.”

GDL began life in East Ham in a small shop owned by Ghai’s father doing two delivery runs a day to East London and certain parts of West London, and Ghai himself joined the business nine months later after completing his A-Levels. By 1992, the business had outgrown the shop and moved to the warehouse in Neasden owned by the textile wholesaler that Ghai’s father was a partner in. Previously, the unit was up for sale for five years but nobody bought it and has become the home to
GDL’s operations.

Ghai has been at the helm of the business for 25 years and has seen a number of changes in both the industry and the way it does business, namely seeing profit margins get tighter and tighter on products. However, despite only operating from one site and delivering mainly within the M25 area. The business acts in competition to nationwide outfits such as FPS and Euro Car Parts.

GDL_Outside-3A reason for this has been attributed to the multi-cultural make-up of the capital, Ghai explains:

“London still has a lot of one man bands and small businesses. The rest of the country is very different, and we wouldn’t survive doing just what we do, but thankfully London is organic, so for every shop that closes another one opens.

“It is strange, even to this day, this year alone we have had no-one shutdown but two new shops have opened up. Where we were in East London in East Ham, which was predominantly a Hindu, Punjabi and Sikh community now has Somalian and Sri Lankan communities growing there too, so we have Sri Lankan customers now, and I suppose if you sell to
a community you are guaranteeing a certain level of income. It is all organic.”

Despite the changes to the industry and business, margins are slowly on the increase again, and GDL stands by the mantra that the secret to successful business relationships are down to people dealing with people. All the staff at GDL have a wealth of aftermarket experience, dealing with customers needs and requirements and have been with the firm for at least five years, in some cases also as
long as the company has been
in existence.

The future for GDL will see the company sticking firm to its key principles that have stood it in good stead for the last 25 years, with the addition of a web store and inclusion on MAM for its own branded filters due in the near future.

Posted in Factor & Supplier News, Garage News, News, Out and About with CAT, Retailer NewsComments (0)

How to make sure you get your money

LendingWhilst the general business outlook appears to be on the up with, it appears, only Greece bucking the trend; there are some cautionary tales that should be borne in mind.
Rather than just wanting to rain on your parade by suggesting that all is doom, gloom and despondency (far from it) I suggest that you ride the current business thermals. You just need to use your innate good judgement and watch the signs.
It is a proven fact that businesses that have stayed afloat during recession often fail in the post recessionary climate. Why? Surviving the downturn is a case of battening down the hatches, keeping business tight and riding out the storm but the period following the storm calls for cash. Surprisingly businesses that fail during this period rarely go down for a lack of profit but are crippled by lack of cash flow.
The danger for businesses such as a motor factor, is that being one step removed from the car-repair coalface you will take the full force of an account failure caused by a garage running into trouble.
Certainly the composite detail on motor factors suggests that both debtor and creditor days are extending significantly and that sets the alarm bells ringing. The difficulty with agglomerated information is that you can see trends… but is this a general trend or another Finelist in the making?

Extending credit

One way for a garage business to extend its credit line a little further is to drop one factor in favour of their competitor. The breathing space thus created rarely, if ever, cures the ills that the garage is suffering, usually badly taken business decisions and imbalance of funding, and so the merry-go-round will continue.
The danger that stems from all of the above is that the parts distributor can be so locked-in that they in turn cannot get out – the problem is how to avoid getting drawn in in the first place. In a business all aspects need to be policed. Within my own businesses we never sent reminder letters, as they just go in the bin. A senior member of staff, most importantly always the same member of staff (reducing the likelihood of being fobbed-off) always phoned immediately the account went outside terms and asked the pertinent questions: When can we collect payment – at this point this is not a demand but a polite ‘It’s that time of the month again….’ Just as you will pay attention to a customer who ‘makes the most noise’ your customers will pay those who ask first.
Just as with any other form of relationship there is a need for honesty and, surprisingly, people do business best with people that they can talk to. Just as important as gathering business information on a would-be customer is the need to explain clearly your trading terms – I have used standard terms for all customers with volume discounts, loyalty bonuses and other incentives dependent on the account being kept clean i.e. within the terms agreed. There is no advantage to you in offering the best terms and then not getting paid.

On the rails

The objective is to keep your customer, the garage, on the rails rather than let them turn into a runaway-train. Let me make absolutely clear, you do not want to lose a customer, any customer, and the best way of achieving this is by keeping the relationship honest. Your terms and conditions of business need to be made clear and concise and remember that ‘all goods remain the property of the company until paid for’ isn’t worth a candle when the motorist has paid the garage for them and they now form a fundamental part of his vehicle.
I was doing some work for a wholesaler a short time ago who was lamenting having to pay a claim on a part he hadn’t yet been paid for. We reviewed and reworded their terms and conditions of business to include elements of accepted Service Level including warranty and withheld payments – as warranty is accepted on goods purchased and this does not take effect until, guess what, – they’ve been paid for.
I’ve heard all the excuses; the accountant’s on holiday, the chequebook has run out, the cat’s been run over and of course I’ll love you in the morning; yada, yada, yada… You are a business not a bank, if you were a bank, I’d be a lot less polite to you (I hate banks) as a business you are involved in commerce, you sell things – they are not sold until payment is taken; if your customer needs money to pay you, they must go to the bank who will take out references and make them jump through hoops before they lend them a penny – are you as diligent as the banks before extending credit? You’re one of the few if you are.
Now is the time to tighten up on payments. It is a high-risk time to be in business. Ensure that your credit terms are strictly adhered to and that ‘good old Bob, who’s been there for years’ isn’t running up a huge bill that, ultimately, you’re going to pay for.

Posted in CAT Know-How, Factor & Supplier News, Garage News, News, Retailer NewsComments (0)

CAT Distributor Lives: Leacy Classics

Outside_Leacy_2Leacy Classics in Birmingham is known for supplying classic car parts, but in 2011 the business was taken over by Richmond Design and Marketing Group and CEO David Keene.

The acquisition gave the classic car factor a new lease of life, as Keene implemented a number of changes including clearing all back orders held by Leacy, improving range coverage, increasing the speed the business worked at and exploiting the advantages of retailing online.

The regime change also saw the business source more parts from British manufacturers or distributors and made small production runs of commonly requested parts possible through parent company RDM.

The changes have made Leacy Classics an efficient operation. It now exports 50 percent of its sales. All of these decisions have their foundation in Keene’s time at Rover as he explains:

David-Keene_Leacy_2

David Keene

“After attending a complete day of psychometric assessments, interviews and tests with 750 other people, I ended up getting taken on by Rover with eight other people.

“Rover were funding my education and bringing me into the fold, so every holiday I was spending a large amount of time in the business and going around the various departments. I finished my degree in 1986 and ended up getting a job in Canley, Coventry, where I worked my way up from junior engineer through to becoming a manager of one of the electrical departments.”

He then headed up the electrical division of Rover Special Projects in Gaydon, which was a small team designing new vehicles as quickly as possible from existing parts. The team led projects such as the Metro and Mini cabriolets, MGF and the Rover 200 Coupé.

However, when Rover management decided to shut down the ‘renegade’ Special Projects team, the whole division was redistributed across the core business, at which point Keene had enough and wanted to pursue a gap in the market. This led to the birth of RDM and a technology business developing automotive products.

Throughout the 22 years the business has been operating, Keene has worked with Inside-Warehouse_Leacy_1a number of OEMs including Ferrari, Bentley, JLR and design firm Pininfarina from the its base in Tile Hill, Coventry. However ten years ago, he decided a parts company was needed to supply the classic parts to supplement all the latest OE work RDM was carrying out.

“I always thought why can’t you take some of today’s technology,” he said, “such as low cost tooling, 3D printing, reverse engineering and apply it into the classic car industry?

“What you want is modern technology to create low volume parts at the right price, and since owning Leacy, we have brought hundreds of parts back into production. When I came here we were getting some parts from China, India, and all over the place. Some of those parts are now made and sourced using British suppliers and manufacturing, which proves there is a lot of skill left over from the old automotive world.”Inside-Garage_Leacy_1

Keene adds that using British businesses to produce parts is not simply to prove the automotive industry is alive and well, but that there is demand for British engineered products especially with collectors of British sports cars:

“Most people went offshore simply because they could get it cheaper, but if you go to China now, their cost of living has caught up with us. So that gap is closing, and it gets to a point where sourcing it in the UK is just a lot easier. Also there is still that quality hallmark associated with getting it made in the UK.”

Posted in Factor & Supplier News, Garage News, News, Out and About with CATComments (0)

CAT Supplier Lives: Newsome Tools

Newsome-Tools_Tools-4Newsome Tools situated in Sheffield began life back in 1967 from hand tools and equipment sourced from across Yorkshire and Nottinghamshire from a van, in 1972 current Managing Director Martin Newsome joined his dad’s company and joined him on the road selling tools, as he explains.

“I had six months to kill before turning 19 and taking up a job I had been offered, so we filled a van I had bought with stock and off I went North of Sheffield and that was it.

“At the end of the first week I knew that was what I wanted to do, and the attraction for me was a motor accessory shop owner I met at the end of my first week, who explained that he left school at 15 and now he had a business and a Jaguar XJ6.

“The point at which we broke even was very low, as you just had your stock and you sold it. We used to sell tonnes of jacks, so we used to go down and pick them up from this barn in Nottinghamshire. What happened was if you bought a second hand car, invariably there wasn’t a jack in it. So a lot of motor shops would have a relationship with a car dealer and they would sell them by the box, we even got them into Asda, and it was good because you could get it turned over.”

Newsome-Tools_Martin-Newsome-3

Martin Newsome

Over time the business grew with a dedicated sales team now on the road visiting motor accessory and other tool retailers across the country, and as with any company looking to grow and expand its operations importing and exporting goods becomes an important factor. Newsome Tools imports tools from the Far East and also exports them to a number of countries including Bulgaria and the Republic of Ireland.

All this experience dealing with businesses and companies abroad means that Newsome Tools has expanded its offering to include providing additional services for other companies, such as allowing online resellers to use the firm as their stock room, as Newsome explains.

“What we do for them is dispatch the goods under their advice note, so it will say the name of an online company, but we have shipped it for them. Another part of the business is importing for other people. There is a certain type of buyer who is getting the best possible terms but then he doesn’t want to go down the road of importing himself because of all the vagaries and the uncertainties, and so they let us do it.

“So we get the product to exactly the specification they want and if they are happy with it, I will give them a fixed price in sterling. After that they don’t have to worry about anything as it is delivered to their door and invoiced in sterling just as if it has come from a UK supplier.

“It comes into the docks, and is then shipped straight to the customer. We don’t really get too involved, and that makes us a bigger player in the Far East, and gives us more buying power than if we were a supplier buying in for our own requirements.”

To offer a credit facility for others to use, doesn’t come easily, as Newsome explains that due to the amount of sourcing that the company has done in the Far East means the business is in a position to receive credit from firms in China. He adds that having such an option to offer makes the business a bigger player and gives new importers the option to get 90-days credit.

Newsome-Tools_Outside-3Newsome adds that dealing with countries across the world and attending the Government’s export missions means you get to grips with different business cultures and have the opportunity to meet local retailers and people from different industries.

“The first ever export I did was in 1990 to the Republic of Ireland and then I attended a Government scheme called Export Explorer, which gave you market research on Belgium, Norway and Iceland and four warm leads. We currently export to eight different countries and 20 percent of our turnover comes from exporting goods, and it is just that little bit of icing on top of the cake for us.

“Last month, we were just ticking over, and then a couple of nice exports came in and that was it – we were off and the whole thing changed. But it is a long-winded cycle from actually going there for the first time to getting the first order. People’s buying decisions aren’t as quick as the fluctuations in the currency, so they are not going to say ‘we are going to drop that range today’ because tomorrow it could be the other way around. In principal importers’ and exporters’ decisions are based on a range of factors over a period of time and that is very much the business today.”

Posted in Factor & Supplier News, Garage News, News, Out and About with CAT, Retailer News, UncategorisedComments (0)

FIA regulations help align retail with F1 lubricants

FIA regulations help align retail with F1 lubricants

McLaren-Honda-F1During Race Week in the build up to this year’s British Grand Prix, ExxonMobil and McLaren Honda were keen to point out the alignment between the lubricants used for racing with those sold in retail packs.

The last couple of seasons have seen the FIA tighten regulations for the sport, with teams being constrained to 1.6-litre V6 turbocharged engines and 100kgs of fuel per car. While these changes haven’t been universally welcomed, Bruce Crawley, Global Motorsport Technology Manager at ExxonMobil, can see the commercial advantages:

“The engine oil is also remarkably similar to what you would use in the UK. There are a lot of similarities between it and the additive packs and Mobil 1 off the shelf. Our objective for designing lubricants for road cars and for a F1 car is the same, and that is to keep your car running like new. We do it in a F1 engine because that maintains the performance of the engine, so you don’t get any power degradation, and in a road car engine to extend the life of the engine.

“It is not completely the same, there are some differences, but if you compare it to the oils used in Mercedes engines in previous years, they are quite different to what you would use in your own vehicle.”

Crawley added that the new FIA regulations mirror some of the changes in the retail car world, with engine sizes reduced, but power outputs and efficiency going up.

Jonathan Neale, Chief Operating Officer for McLaren Honda, said that the sport has always been a great place to showcase technology and engineering which pushes the boundaries for the benefit of creating tangible products for the commercial sector.

“Engine technology has changed enormously, we have gone from using six V10s engines in a weekend, to V8s and now V6s with a lot more hybrid technology,” he adds.

“The fundamental change is towards looking after our environment and we are working with ExxonMobil on a molecular level designing products specific for our racing programme, but that can be further developed for our commercial programmes.”

For retailers, stocking lubes that are associated with the highest level of motorsport can only be a good thing.

Posted in Factor & Supplier News, Garage News, News, Retailer NewsComments (0)

Advertisement
  • Feeling the heat: We get our thermals on at Zircotec in Oxford.
  • One for the road? Setting an alcohol policy
  • VM Trade clubs: What do they have planned next?

more info

    • 'Electric vehicles will disrupt the aftermarket as we know it' Agree?

      View Results

      Loading ... Loading ...
    • Popular
    • Latest
    • Comments
    • Tags
    • Subscribe