Blogs

THE ‘DISRUPTIVE FORCES’ OF THE NEAR FUTURE

A senior figure at Delphi explains some of the change to vehicles and how this could affect the aftermarket.

Unless you’ve been living under one of Ned Ludd’s stocking frames for the last decade, you can’t have missed all the brough-ha- ha about the connected car. Trade bodies talk about the issues endlessly and the topics are often brought up in discussions in Europe.

However, the people that discuss the why’s and wherefores are rarely the people who are actually developing the systems. As a result, there are often crucial points that are misunderstood. To counter this, we had a conversation with David Paja, Senior Vice President and President, Electronics & Safety at Delphi, who states that there are are three obstacles (or ‘megatrends’ as he calls them) that need to be addressed before the sort of connectivity that VMs and governments are asking for can be achieved.

BIG DATA
The first huge problem is the sheer volume of data that is captured by next-generation vehicles’ sensors, cameras and radar. “If you think of a vehicle on the road today, the amount of data captured by the vehicle is in the order of several megabytes per second, but as we move towards fully autonomous vehicles, there could be many gigabytes per second that could be generated,” said Paja explaining that a gigabyte is equivalent to 1,024 megabytes.

“Not all of that data is usable, but when we think of the needs of moving it around the vehicle, the needs are first of all one gigabyte per second, moving up to ten gb per second”.

Paja explained that with that amount of data, the ‘current connectivity doesn’t scale’. “We will have to rethink all of the architecture” he said. The key in how to manage all of that information is ‘centralisation,’ – or in other words, upload it to the cloud. Not all of it will have any use or relevance, in fact Delphi says that only around five percent will be stored, although that is still going to be a heck of a lot of data.

This brings Paja to the next point: What to do with all of this info, and who would want it. The answer might surprise you, as the data thrown up by cars turns out to be extremely valuable to those who know what to do with it. “In the future, a lot of value is going to be put on the data,” he said. “A lot of analysts have attempted to size the value data services business. They talk about $750bn of potential value. We’ve been adding capabilities to extract the right data and move into a marketplace where it can be monetized. So we are in a good position to embrace this megatrend.”

There are lots of people who want the data – and not just staticians looking to build electronic road pricing models. All sorts of information that can be useful to marketing experts and insurance companies can be gleaned from the computers by those that know how to cut to the data required. To that end, suppliers are starting to do deals with software firms that offer ‘data solutions’: Delphi for example has acquired Dearborn-based data analytics firm, ControlTec. It has also started work with a ‘data broker’, a firm that buys raw data, structures it and offers it for sale.

Don’t think that all of this computing happens on remote cloud servers though. Indeed, your own vehicle will decide what info needs to go where, so some analytics must be done on board the vehicle. This requires a sharp rise in the size of the computers. “Traditionally a computing power increase tends to follow Moore’s Law, where the capacity doubles over time, but when you think about the computing power increase needed here, it is not a linear curve, but exponential,” explains Paja. “Today, a vehicle can have up to 50 ECUs and modules. With the connected car you could double that… well, that isn’t scalable, there isn’t room on the car for a start. It isn’t practical and would be too expensive so there has to be a significant consolidation.”

The plan from Delphi, and no doubt from other ECU suppliers is to reduce the number of ECUs, including the various body control modules from the current 50 to just three large computers. “Our view is that there only needs to be three, and this will enable savings in mass production,” he said, adding that consolidating the computers and redesigning the network bus accordingly will make affordable, true self- driving cars closer to becoming a real possibility.

SERVICE

So where does this brave new world of scaled data leave the aftermarket? Asked how the aftermarket will connect to the cars, he replied, “That’s a good question, and one I’m not sure I have the answer.” Pressed further, it seems that the OBD port will only be left on the car for as long as legislation actually requires it to be there, because diagnostics data can be streamed wirelessly. This goes back to the question of ‘access to data’. The dealership will be able to communicate with the car, potentially from anywhere as it is connected to the cloud, through a channel, but the connection obviously needs to be encrypted to keep out hackers and would-be car thieves. The problem for us in the aftermarket is to identify who has the ‘right’ to also have access to these secure channels and how this right is enshrined in European law.

However, if you can get on the network then the good news is that electronic fault- finding should be a bit easier, thanks to the huge reduction in the number of controllers and associated wiring, although Paja explains that monitoring live data comes with a caveat: “It certainly does (offer diagnostic advances) across multiple controllers but the amount of incoming data by orders of magnitude… Discriminating data becomes very important when you have such a large amount of it.” The network itself will be different to the CAN that garages have become used to. Some data (firing the injectors, triggering the airbags etc) obviously has priority over other functions, but the wiring won’t be as crude as simply having high – and low – speed network wiring.

MAJOR CHANGE
Whatever happens to vehicle’s wiring looms over the next few years, one thing is clear: It certainly won’t be business as usual, for either the VMs, supply chain OEMs like Delphi, or us in the aftermarket. “I don’t think there has been a situation in automotive history where there have been so many ‘disruptive forces’ happening at the same time,” said Paja. “Electrification will be a disruptive force and autonomy as well as data connectivity. The three things are happening at the same time. There are opportunities as it is pushing companies to adapt and adapt very fast.”

Let’s hope we all manage to adapt, before it’s too late.

DEBATE OVER ACCESS TO DATA
Who will, and who won’t have access to data on the next generation of vehicles is a topic that has been kicked around by the aftermarket and by people speaking on behalf of the VMs for ages, and now the discussion has reached the Commons. Transport Minister Lord Callanan said, “Risks of people hacking into the technology might be low, but we must make sure the public is protected. Whether we’re turning vehicles into wi-fi connected hotspots or equipping them with millions of lines of code to become fully automated, it is important that they are protected against cyber- attacks. That’s why it’s essential all parties involved in the manufacturing and supply chain are provided with a consistent set of guidelines that support this global industry.”

The IMI’s Steve Nash asks who actually has access to this info, which largely falls outside the scope of the new GDPR data protection act, as it relates to the vehicle and not the individual. “With the sector currently unregulated and no national standards in place, it’s not always possible to track the people who may have access to our personal information,” Nash said. “We are working hard to get government to address this area as well as the creation of systems at the manufacturing stage, so that motorists have confidence that they are not at risk.”

Mike Hawes, Society of Motor Manufacturers and Traders Chief Exec commented: “A consistent set of guidelines is an important step towards ensuring the UK can be among the first – and safest – of international markets to grasp the benefits of this exciting new technology.”

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

VLS RECEIVES 50TH CASE

As the Verification of Lubricant Specifications receives its 50th case complaint, the Director reviews the cases it has investigated so far

VLS was formed in 2013, when the industry faced a real problem. Lubricant products were being sold by some new market entrants with claims that just did not seem to be believable. Closer inspection found that occasionally sub- standard formulations provided by newly-established companies were being passed off as the latest specifications to their customers, or even failing to perform effectively at low temperatures.

Even though the majority of lubricants were compliant with relevant market standards and manufacturer approvals, out of this concern reputable lubricant blenders and manufacturers came together to launch the Verification of Lubricant Specifications (VLS), an industry-led service that independently validates complaints regarding the technical specifications and performance claims of products.

Four years on, VLS has tackled 50 cases, receiving its 50th complaint in September this year. Looking back over the cases so far presents some interesting reading.

MISLEADING CLAIMS
The first case was received in March 2014. The complaint related to an engine oil which was making unrealistic claims that did not comply with ACEA sequences for which it was claimed to be suitable. At the time, VLS was still relatively new and people did not know what to expect. The company involved soon saw that it meant business as the case was escalated to Trading Standards and the company suspended from membership of the United Kingdom Lubricants Association (UKLA) until the matter was resolved.

Non-compliance with ACEA has accounted for the majority (60 percent) of cases. These engine oil sequences change every four years to take account of developments in emission regulations and technical developments in OEM engine design. Lubricant marketers need to manage their stockholding to ensure they are not left with old stock on the shelves when the new sequences become mandatory. VLS cases have shown that they will get reported, investigated and required to withdraw mislabelled stock if necessary.

COLD WEATHER
Around a quarter of cases have related to low temperature properties, which is a particular safety issue. In one case a lubricant was found to turn solid at temperatures of minus 40 degrees centigrade. Whilst the temperature in some parts of the country rarely stays below freezing for a sustained length of time, in Scotland, extreme temperatures are not uncommon. To be within specification, lubricants must be able to perform even in these extreme conditions to avoid damage to vehicles.

OIL TYPES
Of the cases investigated three quarters have related to passenger vehicle engine oils. This is in line with expectations, as automotive comprises a significant sector in the marketplace, as much as half of all lubricants sold. However, VLS’ remit does include everything from engine to transmission and gear oil and all have featured in cases. Seven cases of automotive gear oils with suspected low temperature properties have been investigated. Cases have also been reported in automotive transmission fluids and hydraulic fluids. VLS has even investigated agricultural tractor oil. So far only two cases have been received relating to industrial products and one in the marine sector. VLS plans to focus on raising awareness in this sector as well.

AFTERMARKET AND BEYOND

Over the course of 2017 the number of cases brought to the attention of the organisation has reduced as the initial issues of non-compliance have been tackled in the wider lubricant marketplace. There is now a greater awareness amongst marketers and blenders as to what constitutes a compliant product.

We know this because blenders report that there is a greater degree of compliance in the market place, additive companies tell us that they are engaging with companies that they have not had a relationship with previously, and European body ATIEL has also begun its own programme of policing conformity.

If you have any concerns about lubricant products then you can report them to VLS by calling 01442 875922 or emailing admin@ukla-vls.org. uk. VLS handles all cases anonymously through a clearly defined process which includes technical review by a panel of experts from across the industry and dialogue with the manufacturer and all relevant parties to work together to resolve any issues.

You can find out more about VLS by visiting their website: www.ukla-vls.org.uk or calling 01442 875922.

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

STANDING OUT FROM THE COMPETITION

James Bourn shows CAT around suspension firm Powerflex in Uxbridge, Hillingdon

You might be familiar with the Powerflex purple and yellow livery but did you know its portfolio of polyurethane bushes are produced here in the UK?

The line-up is popular as upgrades from OE parts on cars owned by enthusiasts. Powerflex Sales Director James Bourn explains that the crux of it comes down to the materials for its steel bushes, which he says are not used by many competitors. “We use premium quality materials such as stainless steel in a lot of our products whereas our competitors tend to use a lot of plated steel”, said Bourne. “We’re a UK manufacturer so all of our R&D is done here by us”, he said, adding that the supplier also develops bespoke technical products in line with its core suspension range.

FACTORY UNITS
We’re curious to see how these products are produced, so Bourne takes us to the CNC Factory, where most of the magic happens. The unit is home to many high-tech computer-controlled machining centres and other equipment used for geometry work, metal bending and test fittings; producing bushes, engine mounts and sleeves forged from aluminium and stainless steel. Once created, parts are then tried and tested before receiving the thumbs up.

Indeed, having all of its manufacturing operations in-house has sped up productivity and product turnaround by cutting out a third party who would normally carry out the nuts and bolts of the process. Bourne expands. “Doing this internally gives us greater control over lead times and quality rather than delegating to a third party. We can diagnose and fix problems quickly, likewise with lead times, order turnaround time is fast”.

The firm’s developments of polyurethane bushes and chassis systems in general has enabled it to triple its warehouse capacity by acquiring three extra units. Apart from the CNC Factory, the parts maker has in effect knocked three buildings into one; consisting of a large manufacturing space where bushes begin their journey on conveyor belts, before they are solidified and enter a cutting and fitting area to get rid of built-up material, post production.

BESPOKE SYSTEM
To keep track, a management system has been set up to notify sales staff and technicians of customer orders coming in and the parts required for each job. This can be accessed by factory workers through computer monitors, located at multiple assembly points around the premises. “Believe it or not everything is stock controlled”, said Bourn. “The system tells us what we’ve got to make, how many and by when”. In addition, the system has helped the manufacturer organise its stockroom efficiently; allowing staff to source the correct components without any grievances. This was evident on our tour with trays of suspension bushes, mounts, and sleeves labelled and stacked tidily on each aisle so workers can locate wares and send them out to dealers, post haste.

Bushes begin production in liquid form

To help customers distinguish the differences between products, the company launched its Black Series and Road Series a few years ago not only to highlight the key differences, but also allow trade customers to understand what requirements they’ll need for each one. Bourn elaborated: “For years, our parts were only fitted by people that wanted a performance edge to their car or if their car was being used in motorsport”.

“So what we’ve tried to is move away from that slightly not in terms of how we want the brand to be seen, but so we can establish that our parts are not just a replacement product but a performance and motorsport one. That’s why we launched our Road Series and Black Series – with the Black series targeting track cars while the Road Series is specifically designed for road vehicles” he noted.

PRACTICE AND LEGISLATION
The firm is a member of the Performance Automotive Aftermarket Association (PAAA), which will keep it abreast of any legislation changes that may or may not affect it in the near future. “The idea behind the PAAA is to give companies like ourselves strength in numbers, a greater voice and hopefully greater influence should there be any plans for legislation changes that could impact our business and the performance aftermarket as an industry”, said Bourn, concluding, “We’re going to keep working hard to make sure we’re developing new products and continuing to look after dealers; providing them with the best possible service whilst ensuring we continue to grow and progress as a business”.

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

FERDINAND BILSTEIN TO OPEN NEW SITE

New site will go live in January

Component supplier Ferdinand Bilstein has confirmed that warehouses in both Kent and Yorkshire will close as the firm relocates logistics to a new purpose built facility at the Markham Vale industrial complex. In responses to questions asked by CAT, the company confirmed that the closures ‘will unfortunately lead to redundancies’. However, 140 jobs will be created at the new site (see panel for the firm’s complete response).

The switch-on date for the highly automated facility is January 2018, with full operation of both Febi and Blue Print brands expected by the last quarter of the year. Head Office functions such as HR, finance and purchasing will remain in Kent.

A facility owned by Bilstein Group in Ennepetal, Germany, features a large ‘dark warehouse’ automated stock and picking system installed by Witron Integrated Logistics. A similar system is being installed at the new site.

Ferdinand Bilstein UK changed its name from Automotive Distributors Ltd (ADL) in early 2015, following the acquisition of ADL by Ferdinand Bilstein GmbH+Co (now known as Bilstein Group) in 2011.

Q & A: FERDINAND BILSTEIN

1) What date is the Markham Vale set to go live/open its doors for service?

Markham Vale will ‘go-live’ and be operational from January 2018. Blue Print stock will move in first, followed by Febi a few months later. However, full operation of both brands at the site will be from Q3/Q4 of 2018.

2) Have the previous Kent and Yorkshire operations already closed down? When did/will they roll down the shutters for good?

No, the offices in Kent will remain open, and so functions such as HR, Finance, Product Management, Purchasing, IT and Marketing will continue to run on this site. However, the warehouses in Kent will close during the first quarter of 2018. The Yorkshire operations will close during the later months of 2018.

3) What prompted the move to the Derbyshire business park?

Ferdinand Bilstein UK Ltd wanted to improve its efficiency and logistics capabilities in order to improve customer service. The site in Derbyshire proved a fantastic opportunity, with its central location offering excellent transport links just off junction 29a of the M1, as well as close proximity to customers.

4) Have or will there be any redundancies from the transition over to the new premises? If so, how many are expected?

The warehouses at the Kent site will close, and this will unfortunately lead to redundancies. However, we are working closely with training organisations, recruitment agencies and other local businesses to help staff find new positions in the local area. Staff in both Kent and Yorkshire have been offered the chance to relocate.

5) For those who have been kept on, will they maintain their original roles or take on a different one within the company?

Staff who have chosen to make the move to Markham Vale will be able to maintain their original roles and responsibilities from the new site, and some will be offered the chance to develop further, to fill the new requirements at the site with the installation of new technology and systems. Training will be offered to staff who wish to learn these new skills. Staff who are remaining in Kent will retain their current roles.

6) What does the Markham Vale site comprise of?

Markham Vale is to become our main distribution centre. With this in mind, the 14.4 acres site is largely taken up by a 215,000 square foot, state of the art warehouse, complete with manual racking and semi-automated machinery – the Order Picking system. There are offices upstairs, meeting rooms and a canteen.

There is a reception area to greet visitors to the site. There is also a garden space outside of reception to provide a break from the office or warehouse during lunch. And a large carpark. A lot of time and effort was put into the planning stages to ensure the site had the best facilities for our staff.

7) There are currently up to 140 jobs at the Markham Vale site. When are you expecting to get all these positions filled and the new employees into the warehouse?

A recruitment open day was held on 14th October attended by 600 people to let people see the new building/site and what we have to offer them. The warehouse roles will be filled from October until the beginning of next year, allowing time for training before the site is operational in January. Once the site is fully operational, more job opportunities are likely to become available in the offices as well as the warehouse, as the site grows.

Posted in Blogs, UncategorisedComments (0)

PAGID BRAKE DISCS SURPASS ECE R90 REGULATION

PROMOTIONAL ARTICLE ON BEHALF OF PAGID

Safety for the end user is the priority for Pagid, and taking its commitment safety further, Pagid has implemented the ECE R90 standard across its best-selling brake discs for pre-November 2016 passenger car models, going above and beyond requirements.

Pagid brake discs are tested to the limits before release, and the extensive research and development matched with OE partnerships enables them to perform, time after time.

The R90 international requirement applies to all new brake discs fitted to vehicles manufactured after November 2016. Geometric parameters, chemical composition, design, microstructure, mechanical properties and key dimensions are all tested by an independent body, both in the lab and on the road. This ensures the brake parts match their stringent standards.

Pagid is part of TMD Friction, a global leader in OE and aftermarket brake manufacturing and a registered R90 approved licence holder. Producing the best-selling Pagid brake discs to the R90 standard for older vehicles is a big step forward for safety. UK roads are still very busy with vehicles manufactured before November 2016, and the additional quality assurance provided by meeting the evaluation is sure to provide many motorists with added peace of mind.

Phil Woodcock, Key Account Manager at Pagid commented:

“As the number one braking brand in the UK, we are very happy to go above and beyond the legislation with the Pagid brake disc range. The R90 rule set is designed to increase safety, making it more difficult for low-quality counterfeit braking products to make their way onto the roads. By offering Pagid brake discs for older vehicles that are R90 compliant, alongside our existing range of R90 approved brake pads and shoes, we hope to reassure customers that when they purchase Pagid, they are fitting a quality product that provides optimum fitment and performance.”

Posted in Featured Sidebar, Industry InsightComments (0)

BREAKING: NINE AP BRANCHES MUST BE SOLD TO ‘PURCHASER APPROVED BY CMA’

In a statement released by the Competition and Markets Authority (CMA), Euro Car Parts must now ‘sell a depot in each of these areas to a purchaser approved by CMA, so that customers don’t lose out’.

ECP bought most of the Andrew Page business in October 2016, after the latter went into administration.

A group of independent CMA panel members identified nine areas in England where the both companies were close competitors and where the merger could ‘significantly reduce competition’ for local customers.

The group did not consider that larger national or multi-regional customers would be adversely affected by the merger.

Professor Alasdair Smith, Inquiry Chair, said: “Following an in-depth investigation, we have found that this merger has the potential to drive up prices or reduce levels of service for customers in 9 local areas. That’s why we are requiring a depot in each area to be sold to a buyer approved by the CMA”.

“Outside of these areas, we did not find that the merger will further reduce competition compared to what would have happened if Euro Car Parts had not purchased Andrew Page”.

The nine affected areas are: Blackpool, Brighton, Gloucester, Liphook, Scunthorpe, Sunderland, Wakefield, Worthing and York. Swindon had also been identified during the provisional findings stage, but new evidence came to light which resulted in the group deciding that competition would not be affected in this area.

Posted in Factor & Supplier News, Garage News, Latest News, News, Retailer News, special newsComments (1)

BREAKING: ECP/ANDREW PAGE CMA FINAL REPORT PUBLISHED

Breaking news: CMA has published its final report on the ECP takeover of Andrew Page.

You can read the full report here

Statement from ECP“Euro Car Parts welcomes today’s decision by the Competition & Markets Authority (CMA) to give approval to its proposed acquisition of Andrew Page, subject to the divestment of nine branches*. 

Euro Car Parts bought most of the Andrew Page business in October 2016, after the company went into administration. Euro Car Parts supports the CMA’s conclusion that “The group did not consider that larger national or multi-regional customers would be adversely affected by the merger”. 

Sukhpal Singh, Chairman of LKQ UK & ROI, commented “We are genuinely thrilled the future of the Andrew Page business has been secured, which celebrates its UK centenary this year. We remain committed to assuring that the Andrew Page ‘brand’ continues to thrive and remains separate from Euro Car Parts, but will benefit from our UK infrastructure, inventory and the financial support from the LKQ Corporation. 

“We very much hope that customers of Andrew Page will continue to support the business, and we will partner with them to ensure that the company’s proposition continues to meet their current and future requirements in the way they have come to rely upon and cherish. 

“I would like to thank all Andrew Page colleagues for their professionalism, with total focus on serving their customers during a challenging time. We wish to reassure them that we are committed not just to retaining them but to investing in their long-term progression and development.” 

Martin Gray, CEO of Euro Car Parts, stated: “Euro Car Parts will continue to work with the CMA to bring this process to a conclusion and will update as appropriate.  We are delighted that approval has been clarified. This will provide welcome direction and confirmation for our customers, employees, suppliers and shareholders.” 

*The 9 branches are: Blackpool, Brighton, Gloucester, Liphook, Scunthorpe, Sunderland, Wakefield, Worthing and York. Swindon had also been identified during the provisional findings stage, but new evidence came to light which resulted in the group deciding that competition would not be affected in this area.”

Posted in Factor & Supplier News, Garage News, Latest News, News, Retailer News, special newsComments (0)

SUCCESS FOR TEXTAR BRAKE DISCS

PROMOTION ARTICLE ON BEHALF OF TMD FRICTION

Global OE friction manufacturer, TMD Friction, has put the quality and performance of its Textar brake disc coating to the test; comparing thickness, uniformity and corrosion against three competitor products as part of its benchmarking series.

TMD Friction defined 20 measuring points, including four at the contact surface of the disc top hat, and four on the visible outer surface of the disc to evaluate coating thickness and uniformity. The results showed that Textar had the thinnest coating in all measuring areas (see picture.1 & picture.2), with only a slight variation in data, indicating high uniformity.

Textar had the most even coating while proving equally resistant to corrosion when compared to its thicker-coated competitors. The test also highlighted that coated discs have equivalent break-in properties to uncoated discs.

Results revealed that thinner coating does not lead to higher corrosion, and despite having the thinnest coating among the tested products, Textar had similar results to its competitors. To determine corrosion resistance, the brake discs were sprayed with five percent saline solution in a salt spray cupboard for 96 hours.

Both coating thickness and uniformity make a real difference to brake reliability. If the coating is too thick and uneven on the contact surface of the brake disc top hat, it can have a huge impact on runout. Too much runout causes brake growl and leads to steering wheel movement and/or vibrations in the brake pedal. The thinner coating not only ensures efficient use of materials, but also brings about improved braking reliability.

Vincenzo Di Caro, development engineer at TMD Friction, said: “Coated brake discs can be used as and when you need them, without preparation. To protect from corrosion, uncoated discs are stored in oil, which must be removed from the disc before assembly.

“Coated discs don’t require oil removal, reducing workload and making the process more environmentally friendly through reducing oil waste. We recommend garages always clean the existing hub and remove corrosion before assembly so that the new brake disc can reach optimum performance.”

TMD Friction regularly carries out tests within its benchmark series to secure and develop the high quality and performance of its products. TMD Friction always chooses a balanced mix of competitors, including well-known OE and aftermarket manufacturers.

 

 

 

 

 

 

 

Picture 1: Test results for Textar (yellow) and the three competitor products at four different measuring points (P1 – P4) at the outer surface of the brake disc.

 

 

 

 

 

 

 

 

Picture 2: Test results for Textar (yellow) and the three competitor products at four different measuring points (P5 – P8) at the contact surface of the disc top hat.

Posted in Featured Sidebar, Industry InsightComments (0)

EQUIPAUTO 2017 UNDERWAY

The biennial Equipauto exhibition is currently underway in Paris.

Official visitor figures are not available until after the show, but the organiser has indicated that it is pleased with the number of visitors, with a figure of 100,000 indicated on a pre-show communication.

Highlights of the fringe have included a number of discussions (in French) on the subjects of the connected car and the future of the aftermarket, while the show itself has played host to a number of presentations and launches from the likes of Hella, AAG France, Falken Tyres and Federal Mogul.

A Grand Prix D’Or was held to celebrate innovations in service and garage equipment. Bosch won trophies in three out of eight possible categories with awards also being taken by Hella France, ENV4, Mixplast and Robot-Wash.

Look out for a full report in November issue CAT.

 

Posted in Factor & Supplier News, Garage News, Latest News, News, special news, UncategorisedComments (0)

DECEMBER DEBUT FOR AUTOMECHANIKA SHANGHAI

PROMOTION ARTICLE ON BEHALF OF AUTOMECHANIKA SHANGHAI

It’s beyond doubt that Asia’s automobile industry has been developing at a rapid pace in recent years. From 2009 to 2016, China alone was the world’s largest car manufacturer and benefitted greatly from having the biggest sales market. As a result, the country rose to become the world’s top producer and exporter of tyres, with production volume climbing to 150 million in 2016. Not only that, but the global tyre demand is still rising too, with the market projected to reach 2.5 billion units by 2022.

Tyres are also one of the key components in the automotive sector, and are indispensable throughout the entire automotive value chain. With tyres and their many associated products playing such an invaluable role in the continued growth of the automotive industry both domestically and globally, visitors to this year’s edition of Automechanika Shanghai can expect to find the most comprehensive range of products, innovations and news to cover the entire spectrum of the tyre sector. The fair will take place from 29 November – 2 December at the National Exhibition and Convention Centre, Shanghai, where over 130,000 visitors will meet with an estimated 6,000 exhibitors.

For the first time this year, Automechanika will welcome the brand new REIFEN Zone – a co-located area dedicated entirely to products for tyres, wheels and rims, as well as for the repair, management, sales and storage of tyres. As the world’s leading fair for the tyre industry, REIFEN has been a consistently important meeting place since its first ever edition back in 1960 in Germany.

The addition of the REIFEN Zone to Automechanika Shanghai not only represents the tightening relationship between the tyre and aftermarket service segments, but also perfectly complements the existing spectrum of products available at the fair. The move will also help create new opportunities to the fair’s participants, exhibitors and visitors. Tyre dealers have the opportunity to offer even more automotive services, and car dealers and workshops looking to expand on their range of tyre partners.

At the zone, global and domestic prestigious tyre makers will showcase their latest products, designs and materials. To name a few, these include the likes of Linglong, one of the top 20 global tyre manufacturers, as well as Fangxing Rubber, who will feature various kinds of truck and bus radial tyres, passenger car radial tyres and off-road tyres at its booth.

Ms Fiona Chiew, Deputy General Manager of Messe Frankfurt (Shanghai) Co Ltd, says that no stone will be left unturned when it comes to highlighting the tyre sector at this year’s edition of Automechanika Shanghai: “This area of the automotive world is vital to the continued growth of the auto industry in Asia. No matter what technological improvements are made to cars, and regardless of industry trends, there will always be a demand for tyres and their related products. With that in mind, we expect the REIFEN Zone to be a huge success this year, because the industry has been calling out for it.”

Tyre industry’s strong relationship with OE and aftermarket sector reflected throughout show halls

The entirety of Automechanika’s 340,000 sqm show will also be sprinkled with the very latest tyre-related products and services from the entire supply chain. With the increasing demands of tyre services at workshops and service stations, the likes of wheel balancers and aligners, tyre changers, tyre inflators and a range of tyre repair tools can be found in the fair’s Repair & Maintenance sector, while wheels and rims, tyre difficulty relief devices, emergency tyre safety devices and repair kits, tyre lubricants and cleaners, etc. can be found at the Accessories & Customising sector. The likes of tyre pressure monitoring solutions, wheel bearings and hubs, and tyre bolts can be found at the fair’s Parts and Components sector.

For instance, exhibiting company Yingkou Dali Automobile Maintenance Equipment, a Chinese manufacturer of tyre changers, will demonstrate its ‘G-900 Pneumatic Swing Arm Centre Locking System’ with its newest BQC automatic demounting head. Elsewhere, Russia-based Techno Vector will display its 3D four-wheel aligner with its ‘Wide Angle’ technology, which is said to allow for a complete range of working heights of the lift. Tyreplus, Michelin’s Asian car maintenance service branch, will demonstrate a comprehensive range of replacement services using Michelin products during the fair. Meanwhile, Continental Automotive will show its advanced tyre pressure monitoring solutions. The company says that by integrating these functions with the chassis network, the dynamic control of driving is significantly improved. US-based ITW Performance Polymer will demonstrate its ‘Safety Spair’ tyre repair and inflation kit, which enables tyre inflation and repair times of four and seven minutes, respectively.

For more information about the show, please visit www.automechanika-shanghai.com or contact Messe Frankfurt (HK) Ltd, +852 2802 7728 auto@hongkong.messefrankfurt.com

Posted in Featured Sidebar, Industry InsightComments (0)

Advertisement
  • What do connected cars have in store for the aftermarket?
  • Battery Store: What are suppliers planning this winter?
  • Suspension, spark plug and charger plants visited

more info

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

      View Results

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