Official Mouthpiece of

26 Good News Travels Well

34 The Passage for India
54 Trust is Key
56 Making Contact
68 Fifi and the World Pup
72 The Beautiful Con
 The Phoenix

Back to Work
South Africa has led a surrealistic existence these past two months. We
counted down the days to 11 June, then indulged in an orgy of fascina-
tion with a round ball dubbed Jabulani, and welcomed thirty two soccer
teams from around the globe. We flocked in our droves to ten stadiums in
nine cities, and blew our vuvuzelas with zest. Then, after an indulgent 30
days, our three week hangover began on 12 July.

T
he much hoped for and much hyped 500 000 overseas any sabbatical. This month our readers can partake of our usual
visitors did not materialise, and I doubt whether we got fare of news, views, updates, and more, all packaged in words in
half that number. But we didn’t care. Our locals more action. ABR is also pleased to announce that we will be part of a
than made up for the disappointment, in both numbers new initiative from Partinform, who will be creating a networking
and noise. We suspended our faculties to allow FIFA to run the event of note at the Automechanika to be held in Frankfurt,
country, and we gave up our lives for this global juggernaut. It was Germany, in September. Read more about this on our AAMA
a party of note, and South Africa’s global profile has been Alert on page 26.
enhanced beyond comprehension. We may have bankrupted
ourselves, and Mr. Blatter’s bank balance may have gone through Our cover story is a good example of what we’ve been saying. An
the stratosphere, but did we have a jol! economy runs on wheels, and it is important that those wheels are
well looked after. The modern generation of vehicles do not suffer
Now, back to reality and back to work. We have a country to run fools gladly when it comes to maintenance. They require skilled
and sustain. The grindstone has been ignored while Eskom staff and well trained artisans, operating from up to date premises with
and various other state employees have helped themselves to world class facilities and cutting edge equipment. South Africa has
ridiculous salary increments, and the road maintenance crews have many of these, but it needs to up its game in terms of numbers.
been conspicuous in their absence. Time to get the old economy This is where franchises such as AutoCrew are important, and the
going again. ABR is happy to be part of the deal, not that we took more the merrier. Read about this opportunity on page 18.
Whilst this issue of ABR is jam packed with information, our monthly contribution cannot do justice to the
wealth of information available on a daily basis, so don’t forget to get your daily fix on our website.
Make sure that you make regular visits to www.abrbuzz.co.za

2 August 2010
 Contents

12 18 68

40 72
2 The Phoenix 52 Tyre Safety
8 What’s the Buzz 54 e-CAR
14 Tyre Talk 56 The Golden Triangle
16 AIDC Quiz 57 Workshop Update
18 The Changing Face of Auto Repair 58 Capricorn Insights
26 AAMA Alert 60 Vehicle Launch
28 Personal Profile 62 Life Goes on
30 Auto Topical 64 Top Class Topics
32 Intelli-Driving 66 Consumer Protection Act
34 Frankly Speaking 68 Dog Day Afternoon
36 The Chery Story 70 Wilde things
38 Training Initiatives 72 Hogg Wash
40 Tony’s Take 74 NMMU Racing
44 Weighty Issues 76 The Fink
46 Entrepreneurship 78 Fast Wheels
48 Diamond Dialogues 79 Midas Sport
50 Customer C.A.R.E. 80 The Last Writes

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

Publishing Editor Hogg, Gilbert Editorial Office Design and Reproduction

Graham Erasmus Keeg, Howard 81 Alma Road, Wendywood j. Kraft Information Design cc
Cell: 083 709 8184 McCleery, Roger Tel: 27 11 656 2198 Tel: 012 997 6946
Phitidis, Pavlo Fax: 27 11 802 3979 Fax: 012 997 6987
Editors at Large Twine, Tony E-mail: bigheart@iafrica.com E-mail: jackie@kraftinfo.co.za
Alwyn Viljoen Wilde, Fingal Website: www.abrbuzz.co.za
Paul Collings Printing
Published by Subscriptions and Data Business Print Centre, Pretoria
Intelli-Driving Editor Trilogy Publishing Management
Eugene Herbert Trilogy Trading & Promotion
Advertising Sales P O Box 69
Correspondents Marlene Erasmus Wendywood 2144 Official Mouthpiece of
Beeton, Frank Cell: 082 837 2668 Tel: 27 11 802 6020
Borlz, Baron Claude E-mail: bigheart2@iafrica.com Fax: 27 11 802 3979
Burford, Adrian Graham Hudson-Lamb E-mail: bigheart2@iafrica.com
Foster, Gavin Cell: 083 325 4146
Gamble, Austin E-mail: bigheart3@iafrica.com

4 Photo Credits: Quickpics • Motorpics

 What’s the Buzz?

Tenneco South
Africa receives
international
award
Tenneco South Africa was awarded a
Tenneco International Performance
Award for 2009 at the recent Tenneco
Aftermarket Information Conference
held outside Brussels in Belgium.
Megan Naiker, Country Manager for
Monroe and Rancho aftermarket
products in southern Africa, proudly
accepted the award for the best per-
forming country in the Europe/Africa
region.
From left to right: Alex Gelbcke - Vice President and General Manager, Aftermarket Europe
(including Africa) Megan Naiker, - Country Manager Aftermarket, Southern Africa and Didier
Longret - Business Development Director Aftermarket Europe (including Africa)

In the latest available global statistics, South Africa ranks

ADVANCED DRIVING SKILLS DESPERATELY NEEDED third highest in the fatality rate per 10 000 vehicles. A sober-
ing enough thought, but a new study suggests that our road
death toll has been under-estimated by more than half. While
the Department of Transport gives a figure of 10 000 each
year, CARS (Committee for Active Road Safety) says in real-
ity it is nearer 18 000. Grant McCleery, a multiple SA motor-
sport champion, who heads up Yokohama Driving
Dynamics, has been teaching specialised driving skills for
nearly two decades and in his opinion, every man, woman
and especially teenager, needs more than just basic driver
training to ensure their safety on our road. Yokohama Driving
Dynamics offers a range of one-day courses that will teach
your child these essential driving skills. A level 1 Advanced
Driving Skills Course makes a novel birthday or graduation
present and thereafter, they can build on it with Levels 2 and
3, of courses like 4x4 driving, hijack prevention, self-protec-
tion and more. Yokohama Driving Dynamics is based at
Gerotek Vehicle Test Facility near Pretoria and also offers its
courses at a variety of venues, countrywide. For more infor-
mation, call the company on (011) 431 - 2000 or visit the
website on http://www.drivingdynamics.co.za

Suzuki on top of the world – five times in a row

It’s been called the toughest uphill race in the world – and the most treacherous, with a mix of tar and gravel surfaces, serpentine corners and
dizzying precipices. But despite some tough and committed competition, nothing could deter Nobuhiro ‘Monster’ Tajima from taking an amazing
fifth consecutive victory at the annual Pikes Peak International Hill Climb at the wheel of a purpose-built Suzuki SX4 hill climb racer. The leg-
endary driver covered the 19,87 km course, with its 156 corners, in a time of 10 min 11,49 seconds – more than 5 seconds quicker than last year,
but still tantalisingly short of the 10 min 01,408 sec record, set by Tajima in 2007. The Suzuki driver was not only aiming for a fifth consecutive
overall victory, but had set his sights on a new record, especially after setting the fastest ever qualifying time earlier in the week. But despite what
appeared to be a clean run, the record still stands. “I am very disappointed,” Tajima was reported as saying. “The car and everything worked well.”

KenKen 7 x 7
How to Play:
Like Sudoku, even though difficulty may vary from puzzle to puzzle, the rules for
playing KenKen are fairly simple:
For a 3 x 3 puzzle, fill in with the numbers 1-7.
• Do not repeat a number in any row or column.
• The numbers in each heavily outlined set of squares, called cages, must combine (in any
order) to produce the target number in the top corner of the cage using the mathematical
operation indicated.
• Cages with just one box should be filled in with the target number in the top corner.
• A number can be repeated within a cage as long as it is not in the same row or
column. Answer on page 80

8 August 2010
 What’s the Buzz?
Dekra and the AA work Fiat’s Revolutionary 900cc TwinAir two-cylinder engine
together to help fight fraud debuts in the Cinquecento
and make roads safer To celebrate the Cinquecento’s third birthday, Fiat is introducing an innovative 900cc
TwinAir two-cylinder 63 kW / 85 HP which will be marketed in Europe starting from
September on the 500 (hatch and cabrio alike). This revolutionary engine will definitely

W
ith the ever-present corruption in the vehi-
cle testing industry and the large number of
unroadworthy vehicles on the roads that
have fraudulent roadworthy and fitness cer-
tificates, Dekra Automotive is initiating proven European
technology to ensure that a vehicle has been tested accord-
ing to the highest standards and is indeed roadworthy.
“The AA supports the efforts our partner, Dekra
Automotive is making in order to improve the level of
safety on our roads by implementing technology that has
proven to be a success in some European countries,” said
Karen Bryden, MD of the Automobile Association. Before
a vehicle can be deemed roadworthy, it will undergo a
stringent Roadworthy Test and on passing, a unique
Dekra Roadworthy Sticker will be placed on the back of
the truck and in the inside of the driver’s door for a pas-
senger vehicle, to show that it is roadworthy. Designed in
Germany, the Dekra Roadworthy Sticker uses the latest
security technology to ensure that it is impossible to dupli-
cate or remove it from a vehicle and stick it on another
one. The Dekra Roadworthy Sticker has six distinctive
security features, thereby ensuring that it conforms to the
highest standards of document security available today.
‘worm’ its way into South African Cinquecentos in 2011. The first of a new family of two-
cylinder engines made by FPT - Fiat Powertrain
Technologies, it implements the revolutionary
MultiAir system combined with specific fluid
dynamics optimised for maximum fuel effi-
ciency. Furthermore, by taking the concept
of downsizing to the extreme and masterful-
ly tuning the basic mechanics, the new fam-
ily – delivering from 48 kW to 78 kW –
emits 30% less CO2 than an engine of equal
performance. Significantly the new 900cc
TwinAir 63 kW two-cylinder engine will
complement the many technological solu-
tions already adopted by the Fiat 500 to
contain consumption and emissions as
demonstrated by the recent expansion of the
engine range, now featuring a second-genera-
tion 1.3 MultiJet diesel (European markets only)
delivering power of up to 71 kW. With 8 injections
per cycle, the 1.3 MultiJet II improves low rpm torque
delivery by up to 38% and cuts CO2 emissions by 6%.

FROM DEZIR TO
REALITY
Renault has provided a preview glimpse of
its new concept car, DeZir, ahead of this
year's Paris Motor Show. DeZir stands out
as an illustration of the brand's commit-
ment to more emotional styling. DeZir's
sensuous lines and bright red finish express
passion. Powered by an electric motor,
DeZir is proof that environmental concern
and a love for cars are by no means incom-
patible. The DeZir project is the first to
have been led by Laurens van den Acker
and marks the start of a sequence of con-
cept cars that will provide an insight into
Renault Design's new vision for the future.
It also lays the foundations for the styling
cues of Renault's forthcoming vehicles.
The public will get its first opportunity to
see DeZir at the 2010 Paris Motor Show.

12 August 2010
 Tyre
Waste Tyre Regulations
now a tender issue
Opinions divided on feasibility of “The Plan”
D
r Ettienne Human, CEO of
the South African Tyre
Recycling Programme, con-
firmed that this government-
sanctioned Section 21 company would
issue nine tenders during August 2010 to
find transporters for “close to 95,000 tons
of waste tyres” in each province. The
successful bidders will have to establish
“transfer sites” at an estimated cost of
“between R20 million and R50 million” to
store and sort waste tyres. These sorted
tyres must then be trucked to the still-to-
be-appointed provincial “waste tyre
processor”, for whom the SATRP plans to
issue tenders “possibly during September”.
The successful waste tyre processor will
have to apply for licences to operate a
waste management facility from the
Department of Environmental Affairs, on
whose behest the Integrated Waste Tyre
Management Plan was created.
Albi Modise, Chief Director of
Communications at the Department of
Environmental Affairs (DEA) said the
DEA’s primary objective was to establish a
regulation that “controls the collection and
disposal of discarded tyres in South Africa,
using a network of registered waste-tyre
collection agents and accredited waste-tyre
users.” The regulations also aim to pro-
mote the establishment of “a sustainable,
environmentally sound, waste-tyre user
industry, favouring material recycling and
energy recovery, with a view to attaining
the goal of zero waste-tyre disposal to land-
fill. Job and wealth creation could be an
additional benefit.” “Of the four
Integrated Industry Waste management
plans which were received, only one met
the criteria for preparation of waste tyre
management plans, as set out in the Waste
Tyre Regulations,” said Modise.
This plan belongs to the SATRP and is
called the Integrated Waste Tyre
Management Plan. According to
Dr Human, “The Plan” is based on similar
successful plans operating in Europe and
14
Talk by Alwyn Viljoen
But the SATRP’s suggested disposal fee
equates to only R1.05 per passenger tyre.
the USA, which call for waste
tyres to be crumbed, or com-
bined with polymer products,
or used as fuel instead of coal.
Rico Euripidou from the groundWork
Friends of the Earth SA, said the organisa-
tion was “very worried” that the SATRP,
the waste tyre regulations and associated
green levy would become a "slush fund"
for the sole benefit of cement kilns, who
will basically get a government subsidy to
use free fuel. He pointed out that crumb-
ing of tyres could grow in SA, but current
recycling regulations made it impossible
for small businesses to recycle waste tyres
and show a profit. Euripidou said to recov-
er the outlay, a tyre transporter would need
to collect at least one million tyres per year,
working within a 200km radius. “Because
the cubic capacity of tyres is too large, and
the value too low, long-distance road trans-
port from more the 200km away is not
cost-effective.” Only Gauteng has enough
traffic to meet these two requirements,
with the other provinces having tyres that
are “too few and too far apart”. He also
cited US case studies which showed that
crumbing could only be done profitably if
done at scale and with government subsi-
dising the costs.
He quoted the SATRP’s costs to grind a
ton of tyres being “about R1600”, or
R1.60 per kilogramme.
“A South African tyre grinder should
therefore receive a disposal fee of about
R12.00 per passenger tyre.
“As things stand, it
is almost inevitable
that tyres will be
burned in cement
kilns. The cement
industry is already
doing trial runs and
is likely to establish
themselves as the
primary users of
waste tyres right
from the start,” con-
cluded Euripidou.
Funding “the plan”
To date, more than 85% of South
Africa’s tyre producers and importers
have already subscribed to the SATRP
Integrated Waste Tyre Management
Plan. Subscribers are obliged to sign a
"Conditional Agreement" with the
SATRP Company and pay a contract fee
of R11400 to defray the legal and
administrative costs involved.
The running costs of SATRP will be
funded by a Green Fee, which will be
levied on all passenger and commercial
vehicle tyres produced by the subscribers
to the “the Plan. This green fee will
apply to rim sizes from 8 inches to
25 inches and include the cost of the
management process. The exact total
will only be confirmed after the various
tenders have been awarded.
Dr Human, CEO of the SA Tyre
Recycling Programme, has repeatedly
gone on record that this fee will be cal-
culated and audited to only cover the
costs of collecting and disposing waste
tyres nationally, without any profit to
this Section 21 company. During the
years of planning, his estimates for the
green fee started at R15 per passenger
tyre to R140 per truck tyre, which cost
will be borne by the consumer.
August 2010
 AIDC Quiz

by Roger McCleery

Roger McCleery asks the questions

See how many of these 20 Questions you can answer.
1. What was the biggest selling passenger car in June?

2. Who won the Canadian Formula 1 Grand Prix?

3. What two car companies helped sponsor the World Cup?

4. From what country?

5. Where does Hyundai stand on the World Manufacturer rankings?

6. What Motorcycle World Champion has broken his leg?

7. What is the oldest racing circuit in South Africa?

8. What venue was used for AMID’s successful Motorcycle Show?

9. Where is South Africa’s only Motorcycle Museum?

10. What make of tyre will be used by Formula 1 in 2011?

11. When do VW state they will number 1 vehicle manufacturer in the world?

12. Who is the MD of VWSA?

13. Name two major motor groups that handle the Chinese Chery franchise in South Africa.

14. What company is the 2nd biggest commercial vehicle manufacturer in the world?

15. What bakkie broke Toyota’s 72-hour endurance record at Gerotek recently?

16. What tyres did they use?

17. The Opel Corsa Utility in Brazil has been renamed a - What?

18. What was the Swiss-born Chevrolet’s first name?

19. What company sponsors the closely contested Formula Ford Racing in South Africa this year?

20. What motor company exported the most motor vehicles from South Africa in May?

Answers on page 78

16 August 2010
by Howard Keeg

The Changing Face of

Automotive Repair in
South Africa
Howard Keeg takes a look at servicing and repair options
On 12 January 2011, my car celebrates its 5th birthday. Nothing unusual
about this, especially when one considers that there are some nine to ten
million vehicles on our roads today, and the average age of these vehicles are
about 11 years. But for me and my vehicle this is a very important day, because
on its 5th birthday my car will no longer be protected by the manufacturer’s
warranty, and even more importantly, my car will be out of its service plan. On
the stroke of midnight on that auspicious day my attitude to servicing and
repairs will change dramatically.

I
t is as if I am on death row. Like a condemned man
I am starting to appreciate the smaller things in life.
The birds are swinging more sweetly, the colours of
the flowers are so much brighter, the moon has be-
come an evocative orb, and sunsets now bring me
to tears. My days of carefree motoring are over!
From the 13th January I will dread each time my car has to
go in for a service, and if repairs are needed I will go into pro-
longed spasms of hyperventilation. I will be at the mercy of
the agents’ high labour rates and even higher parts prices. Like
most of the population, I am not a do-it-yourselfer, and in
any case, with any car manufactured after 1995 beyond the
technical abilities of even the most ardent amateur, this has
become a moot point. To take my car to the workshop around
the corner with the rickety hoist is just too risky, and to call
out a mobile mechanic whose van looks like an avant-garde
sculpture even riskier. What are my options? Apart from
buying a new vehicle, which in the current economic situation
is currently out of my reach. There are options, but they are
too few and far between, particularly in my neck of the
woods. The best bet is a workshop that gives me confidence,
and the knowledge that I am going to get first world service
at reasonable rates. There are a few out there, the majority of
them backed by well known and respected brands. But I want
more, and so do millions of my fellow motorists. We need to
know that wherever we are, there is a workshop close by that
can deliver the goods.
My hopes were raised when I came across an AutoCrew
brochure in the June 2010 issue of ABR. At last, a silver bullet
for the industry. Backed by Bosch, and with all the benefits
that one would expect from such a huge organisation,
AutoCrew is the answer for all independent workshops
looking for the right partner.
With the Consumer Protection Act coming into effect in October
2010, all the independents are going to need a big brother, so
the brochure spells it out clearly, “Owning an independent
workshop in today’s business climate poses significantly more
challenges than in the past –
• Ongoing development in automotive technology, higher de-
mand for diagnostics test equipment and technical training
• Requirement for workshops to have direct access to the latest
vehicle service information
• High investment in workshop diagnostics tools and
continuous technical training
• Vehicle systems and parts are now more complex
• Replacement of parts often requires sophisticated equipment
and software
• Customers demands and expectations have increased
• More and more customers choose a recognisable and trusted
brand
• Improved quality of vehicle parts, with extended service
intervals
• Vehicle Manufacturers’ extended vehicle warranty
• The pressure on workshops to deliver outstanding work at
competitive prices
• Aggressive price competition
• Cost effective marketing of workshop offerings on an ongoing
basis”
Exactly, and this is what it is all about, and consumers like me are
choosing a recognisable and trusted brand, and my demands and
expectations have been moulded by the new car experience. Thus,
when I read the benefits of joining the AutoCrew Network, I get
quite excited. I want the workshop around the corner to stay
ahead with a high-level of support from a trusted partner in the
automotive industry. Just listen to the rights and privileges you
will enjoy:
Strategic Partnership with Bosch – as a Bosch Automotive
workshop brand, you will benefit from the latest automotive
technology, technical support, workshop concept, and more
AutoCrew Brand – the AutoCrew brand is distinctive and easily
identifiable to the consumer (that’s what I want!)
AutoCrew Membership – exclusive membership to an interna-
tional workshop concept rapidly growing worldwide
Corporate Identity – The striking corporate identity includes all
the necessary signage, with additional options for maximum
exposure (believe me, as a consumer I need to see this. I don’t
want to search for you)
Corporate Clothing – to complete the corporate image, the
AutoCrew workshops have fully branded work wear items (this
gives me peace of mind)
Low Entry Cost and Requirements – low entry costs and re-
quirements with a high benefit portfolio (go figure!)
Marketing Support – in support of regional advertising
AutoCrew members receive an advertising assistance disk, with
numerous artwork layouts ensuring your regional advertising is
uniform and drives customers into your workshop
Customer Care Initiatives – as the network grows, a Customer
Care Line will be introduced to handle customer queries and
referrals to AutoCrew outlets (I will definitely use this line)
National and Regional Events – conferences and meetings are
available to the AutoCrew network ensuring ongoing develop-
ment in the network (absolutely necessary)
There is far more, including a comprehensive technical support
package – just go to www.abrbuzz.co.za and click the AutoCrew
logo to get all the details.
If you join the AutoCrew Network, you will fit the following
profile:
• An independent workshop with the right equipment and
experience needed to execute professional work on a
customer’s vehicle
You will offer what I want:
• An enjoyable and quality experience at competitive prices
• Maintenance and repair of all vehicle makes and models
• OE quality replacement parts

• Clearly identifiable through a distinctive corporate identity • A basic workshop service offering with complementary service
available at competitive prices
• Less focus on the frills and more focus on getting a decent job
done • Technical competence

• A general focus on vehicle service and repairs • An entrepreneurial spirit

• Offering a comprehensive service package which meets the I, as the modern consumer, want to know that you are part of
requirements and pockets of motorists AutoCrew, a leader on vehicle service and repair to all makes
of passenger, light and medium commercial vehicles.
• Experience and competence with the right test equipment to
solve problems efficiently
For more information, please contact:
• A dedication to providing customers with efficient and AutoCrew@za.bosch.com
friendly service
• Professionally trained on an ongoing basis to ensure staying
up to date with the latest vehicle technology developments
• A Bosch workshop brand
The Trailblazers
AutoCrew is up and running and Howard Keeg visited the first two AutoCrews in South
Africa, to find out if the deeds match the words:
There is an old Wild West saying that you can recognise pioneers by the arrows
sticking out of their backs. This was true for those pioneering days, but in
modern times it is those entrepreneurs who get in first who reap the biggest
benefits. Two outstanding entrepreneurs are Gideon Brits and Mohammed Abed,
the first brave souls to join the AutoCrew Network. I visited both Performer
2000 in Randpark Ridge and Auto M in Springs, the AutoCrew trailblazers for
Gauteng and South Africa, to find out what makes them tick, and why they stuck
up their hands at such an early stage.

G
ideon Brits runs Performer 2000 in
Randpark Ridge successfully and compe-
tently. Performer 2000 has been serving
the community since 1996. He has also
being running a Bosch Service Centre in
the Hillfox Power Centre, Weltevreden
Park, for the past nine years, so he is fully aware that the back-
ing of Bosch is critical. Thus, when he was introduced to the
AutoCrew concept he did not hesitate to be the first to put up Mohammed Abed with two of his handpicked technicians,
Danie van Jaarsveld and Kobus du Preez
his hand. Even though Performer 2000 was established Gideon

M
ohammed Abed was born to be a trail-
realised that there was something missing, and that something
blazer. After joining Thrifty Car
was the fact that the more discerning customers were looking
Rental in 2002 at the tender age of 19,
for a brand that they could trust, but also no frills service at
he progressed rapidly up the ladder,
competitive prices. Thus AutoCrew was a no-brainer for
from Retail Agent to Fleet Manager to
Gideon, and I look forward to giving the ABR readers an
Branch Manager, and eventually Regional Manager for
update on this pioneer in the next couple of months.
Gauteng. He then took the plunge and joined his father’s
used car business. It was this crossover experience that
taught Mohammed the importance of both a corporate
culture and an entrepreneurial spirit. One of the first things
that Mohammed noticed in the used car business was the
poor quality condition of the trade-ins, and he had a battle
to get these cars to top condition for resale, primarily
because of the dearth of good workshops in Springs. His
search for a solution was fulfilled when he came across the
AutoCrew concept. Now he is the proud owner of Auto M,
and loves the fact that he is the “first AutoCrew in Africa”.
More on Auto M in the next issue of ABR.

Gideon Brits with Performer 2000

Service Manager Greg Milne
 What’s the Buzz?

Tony Psaila aka Tony Tractor - Around

the World on a Tractor
Tony Psaila alias Tony Tractor will be embarking on an epic round the world journey on
the 9th August 2010. Leaving from Howick, in KwaZulu Natal, he will be travelling
through the country, and then on through to the rest of the world. Tony is a member of
the Hilton Lions Club and his journey has been adopted by the Lions 410-C region as a
regional project. As part of Tony's journey, he will be addressing members of the commu-
nity. Tony focuses on inspiring people to shun violence and support survivors of abuse and
violence. His own life experience of having been shot and then having been resuscitated
inspired his first Tractor Trip. He travelled from Beitbridge to Cape Agulhas, raising aware-
ness for the South Africa National Blood Service and R100 000 for the Midlands Crisis
and Trauma Centre, in Howick KwaZulu Natal. Now Tony will be raising funds for
'The World Fund for Victims of Violence and Rape'.

Li Shufu to Become Chairman of the Board at

Volvo Car Corporation
Zhejiang Geely Holding Group Co., Ltd. ("Zhejiang Geely Holding Group") has announced that Li Shufu, its Chairman, will become Chairman of
the Board at Volvo Car Corporation ("Volvo Cars"), pending completion of the acquisition of the company from Ford Motor Company. Geely also
named Hans-Olov Olsson as Vice-Chairman at Volvo Cars. Mr Olsson is a former President and Chief Executive of the Swedish car maker. Li Shufu
said: "We have made significant progress in assembling the team that will develop Volvo Cars under Geely's ownership. Today's board appointments
underline my personal commitment to this famous company." The announcement follows the separate disclosure by Ford Motor Company that
Stephen Odell, currently CEO of Volvo Cars, will become Chairman and CEO of Ford of Europe. Ford also named Stuart Rowley, Chief Financial
Officer of Volvo Cars, as the new chief financial officer, Ford of Europe. Both executives will remain in their current roles until completion of the
Volvo Cars transaction. Under the proposed change of ownership, Volvo Cars will remain headquartered in Gothenburg, Sweden, with management
autonomy to execute on its business plan. As part of that business plan, Volvo Cars aims to strengthen its presence in Europe and North America,
while exploiting new growth opportunities in China.

Volvo's three-point safety belt at the Smithsonian R100-MILLION

Volvo Cars has been invited to do-
nate its historic three-point safety
INVESTMENT TO
belt to the Smithsonian National BOOST GAUTENG
Museum of American History. The
museum officially accepted the gift ECONOMY AND
at a ceremony on July 14. The
safety belt is part of a larger collec- JOB CREATION
tion from eight different donors in
which each article represents a sig- A new R100-million investment in training and
nificant aspect of 75 years of safety- skills development in the vehicle manufacturing
enhancement work in the car industry is a vital injection in the economy of
industry. Volvo created automotive Gauteng, says Ms Amanda Nair, the Chief
history when the first car fitted as Executive Officer of Blue IQ. A world-class
standard with three-point safety Supplier Incubation Facility (SIF) has been
belts was delivered on August 13, established in Pretoria as a joint initiative be-
1959. Since then, Nils Bohlin's in- tween the Gauteng Provincial Government and
vention has been fitted to millions the Ford Motor Company of Southern Africa.
of cars the world over and is now on Blue IQ, the agency responsible for flagship
display at one of the world's most projects such as the Gautrain, Newtown and
prestigious and largest museums, the Nelson Mandela Bridge, facilitated the new
The Smithsonian National Mu- training facility at Ford’s assembly site in Silver-
seum of American History in Wash- ton. The Gauteng Government has committed
ington, DC, which receives about R50-million for the construction of the facility
four million visitors a year. The and an additional R15-million for start-up costs
three-point belt has played and still for BBBEE companies. A further R32-million
plays a vital role in helping to re- is allocated for training and development pro-
duce the number of injuries and fa- grammes at the assembly plant. The SIF will be
talities in road traffic. Volvo’s attached to the Ford Motor Company’s produc-
participation is the result of long tion facility following its recent R3-billion
and hard work on the part of Volvo investment to produce the T6 next-generation
Cars in the USA, and it all began compact pick-up truck. An Economic Impact
with a phone call over two years Report recently concluded that Ford’s
ago. "The three-point safety belt T6 Model will contribute R79-billion to the
turned 50 and fortunately there were already plans under way to show a collection of innovations Gauteng economy over the next 15 years and
relating to the automobile's history," relates Dan Johnston, product communications manager create almost 700 000 direct and indirect
with the Corporate Communications department at Volvo Cars of North America. employment opportunities.

AAMA SALUTES, AND CREATES, NEW INITIATIVES
Good News Travels Well
AAMA is all for new initiatives, and when it sees fit or the opportunity arises it is not
averse to being part of the process, in creating some initiatives of its own. This
should not be seen as something unusual, because AAMA was created to serve the
unique interests of automotive aftermarket manufacturers, in four specific areas.
The four specific areas of
AAMA activity encompass:
• Strategic input to government on issues of concern for
the local aftermarket industry, specifically around qual-
ity standards and the enforcement thereof
• Training and skills development, working with other
industry bodies and government institutions to achieve
the required level of competence for the automotive
aftermarket industry
• The education of the industry and the consumer of the
importance of fitting branded quality automotive parts,
with particular focus on the crucial areas of vehicle
roadworthiness, safety, environmental awareness and
consumer protection
• An emphasis on supply chain sustainability, covering
logistics, commodity pricing and customs and excise
capability
It is on the subject of educating the wholesalers, retailers and fit-
ters that AAMA has been the most proactive. The formation of
AAMA came about in November 2008 precisely because of the
activities of the vehicle known as Partinform, which had evolved
over the years as a means to educate and inform. Partinform’s
26
ALERT
beginnings can be traced back to 1986, when the Partinform
Component Manufacturers Association was conceived, with the
purpose of holding trade evenings around the country.
This loose arrangement was formalised when AAMA came into
being as a registered association known as the Automotive
Aftermarket Manufacturers Association, and Partinform was
retained as the public face of AAMA, and continued to evolve
as a means to educate, inform, and update the sharp end of the
automotive aftermarket, i.e. the distribution and repair side that
interfaces with the final consumer, a.k.a. the motorist.
This evolution continues in a trailblazing initiative of taking
Partinform across the seas. The Automechanika Frankfurt in
September is always a well attended event and a form of
bi-annual pilgrimage for many in the South African automotive
aftermarket fraternity, and thus presents an ideal opportunity
for Partinform to create a forum for a bit of South African hospi-
tality for these temporary expatriates. The Partinform Automotive
Trade Show is held eight times a year in our neck of the woods,
but for the first time ever it is going across the seas in a revamped
networking guise for the benefit of those who are visiting Europe’s
premier auto parts show. This will be an opportunity for the
buyers and executives to mingle with dignitaries from across the
globe, in the form of high ranking government officials, embassy
personnel, colleagues and executives from multinationals.
For more information on this event, please read the next page.
August 2010
 Personal profile

Q&A MEGAN NAIKER

by Roger McCleery
Tenneco’s Aftermarket Country Manager for Southern Africa
One of the most important safety critical items overworked and forgotten on your
vehicles are shock absorbers. Monroe shock absorbers (nee Armstrong), part of Tenneco
Inc of the USA, are manufactured at their plant in PE. They are supplied as original
equipment to motor manufacturers, here and all over the world. Responsible for increas-
ing their share of the local aftermarket and export business is a well travelled motor
man, Megan Naiker (39), who is their Aftermarket Country Manager for Southern Africa.

Q: Have you got shocks for all makes
and models.
Yes. Tenneco Inc. offers a comprehensive
range of European, Asian and American
applications. MONROE is the interna-
tional leading brand and our aim is to grow
marketshare within Southern Africa. Our
local plant in PE has been manufacturing
shock absorbers in South Africa for more
than 48 years. We have 80 manufacturing
facilities worldwide, supplying OE manu-
facturers and replacement market cus-
tomers. In fact, at Tenneco Inc, our
strength is research and development and
also good after-sales service. We consider
ourselves the solution provider. This is
paramount to our success.
Q: Other products?
Although Tenneco’s main product abroad
is exhaust management products and
systems, locally our core product is MON-
ROE shock absorbers. Our focus is to
promote MONROE for passenger, light
commercial and heavy commercial
vehicles. Overseas the company also
supplies shock absorbers to the two and
three-wheeler market. Our exclusive range
incorporates RANCHO Shocks and
suspension parts, mainly for American
vehicles – particularly off-road.
Q: How did you get into the shock
absorber business?
After school I spent 3yrs studying comput-
ers. This was something I wanted to do all
my life at school. Thereafter whilst at my
1st job with Fascor, I studied further 2yrs
International Trade and Export. Then with
the export experience I joined T&N
Friction Products for three years, handling
automotive components and shock
absorbers into Africa.
Q: Exporting to Africa and all over
the world requires skills learned only
by experience?
It’s complicated and challenging. Every
country has its own regulations, which you
have to know, and the patience to make the
flow of goods run smoothly. This process is
specialised and only comes with experience
gained. You can’t learn it out of a book.
Q: Did you stay there?
No. Later I joined Telaflo Manufacturing,
exporting shocks and other automotive
components into Europe, Africa and
Eastern countries. We also supported the
local fitment centres, garages and work-
shops with shock absorbers.
Q: When did you join Monroe
(Tenneco) ?
Nine years ago I joined Tenneco as the
Business Development Manager, and was
later appointed the Aftermarket Country
Manager for Southern Africa. The chal-
lenge was to change the brand from
Armstrong to MONROE. The single
brand strategy was rolled out about 3 years
ago, and I’m proud to announce that as a
team effort between the plant and sales
force, this strategy measured a huge success
in South Africa. MONROE was finally
accepted by the aftermarket trade cus-
tomers. Although a grudge purchase, we
have made some good progress in shock
absorber awareness and sales penetration.
Q: Has Monroe been into Motorsport
at all?
Absolutely, we have been present and suc-
cessful in the World Touring Car
Championship (WTCC). Locally, we
sponsor some 4x4 events in the Western
Cape.
Q: Where did you go to school?
I am a Durban boy and went to Strelitzia
Secondary School – Isipingo.
Q: Married?
Yes – for 16 years to Chameli. We have
also got two girls – Arya, the eldest (11), is
still deciding what she wants to do but our
youngest, Pia (8), wants to be a singer.
Q: Do you have a mentor in life?
Yes – the late Norman Naidoo, the Export
Manager of Fascor, who guided me in my
career path, and also to stick to the
principles in life. I also highly respect
the late Norman Bird – owner Telaflo
Manufacturing, for being a father figure
and offering me the opportunities in life.
Q: What else to you want to achieve in
life?
I haven’t really thought about it as I am so
wrapped up in company affairs and my
job.
Q: Hobbies?
None really. I am totally involved with the
family over weekends. My hobby is my
work and I just love to travel, meet people
and visit different markets to identify new
business opportunities.

28 August 2010
 Auto Topical

Compulsory Car Insurance

– Don’t Hold Your Breath!
Parliament learnt of a few sketchy details regarding compulsory
motor vehicle insurance, currently in the early stage of planning by
the National Department of Transport (NDOT). The plan would
by Tony Twine evidently add to the existing personal damages cover offered by the
Road Accident Fund (RAF), which requires the fund to stand in the
shoes of wrong-doers when road traffic accidents cause injury, death or loss of
income. The proposed insurance scheme would cover damage to property, such as
other parties’ vehicles, goods and fixed property.

T
he detail of the cover envisaged and its cost were
not available at the parliamentary briefing, nor
were there any firm suggestions on how
premiums would be gathered. Who will pay is
yet another question. Vehicle owners? Vehicle
drivers? Neither is it clear which of these would
be indemnified in terms of the scheme. Accepting that the plan is
probably at its very early conceptual stages, perhaps a look at the
dimensions of the problem to be solved might be in order. The
parameters certainly run far beyond the fact that only 30 to 35%
of South Africa’s road vehicles appear to carry any kind of
insurance. The size of the uninsured problem becomes apparent
when this approximate proportion is applied to the end 2009
vehicle population, which included 5.41 million motorcars,
1.95 million LDV’s and2.23 million other vehicles.
Estimates vary, but approximately 30% of light vehicles and
almost all heavier vehicles on the local roads are thought to belong
to corporate bodies. These tend to be concentrated into the
younger end of the vehicle age spectrum, and many are financed
by banks, the latter requiring insurance cover by law.
Thus the upper estimate of insurance penetration would yield
around 5% of vehicles covered belonging to households.
The remaining 65% also belong to households.
The accompanying graphics throw some dimensional light on how
households spent their money on certain motor related expenditures
at the time of the research which produced the 2005/6 spending
estimates upon which the 2008 consumer price index is based.
Statistics SA provides data segmented into five equal sized groups of
households, or quintiles, each of which contains approximately
2.4 million households. We have taken the data and transformed it
into Rand spend estimated from the original data for each
household group, and then analysed this spending.

30 August 2010
 Auto
The bar chart reflects the ratios of spending on new and used
vehicles, petrol and insurance by each group. According to the
original data, the very low, low and medium household spending
groups effectively spent nothing at all on transport insurance.
The high income group spent 0.1% of its total household
spending on transport insurance that year, while the very high
income group spent 0.73% of its total spending.
The ratio of spending on insurance to spending on vehicles,
contributed almost entirely by the very high income group, is
0.4. Household spend considerably more on fuel in a year than
they spend on vehicles, so the ratio of insurance to fuel spending is
even lower than this, at 0.14.
The triple pie chart shows the splits of spending across each of the
three items, designated by each of the household quintiles.
Topical
The lowest three household quintiles spend money on fuel, but
relatively little money on vehicles, and absolutely no money on
insurance. The fuel spending indicates these household groups
share of road usage, so the pie charts make it clear that, despite
significant road usage share, the lowest three household expendi-
ture groups contribute nothing to the insurance premium pot.
While the values of vehicles in the household quintiles are quite
low, the insurance risk is not so much those vehicles themselves,
but what they might destroy or damage. The problem is not
insuring the R20 000 skedonk, but the damages to the Porsche
that it may write off.
The proposal sounds good, but has a long way to go through its
planning stages, and may not be significant when it arrives.

SKF launches a universal boot kit for light commercial vehicles

SKF has extended its range of OE-quality
universal boot kits by unveiling a brand-new
kit that has been specifically developed for
light commercial vehicles. As a precision parts
supplier with a product portfolio that has
been shaped by the needs of today's
vehicle technicians, SKF is fully aware of the
need to supply a universal boot kit that guar-
antees a fast and flexible repair every time.
Each kit contains: · 1 universal boot · 1 long
clamp · 1 short clamp · 2 x 90 gr. bags of
grease. Its latest universal boot kit (VKJP
01003) is available as a single pack and the
cut-to-fit boot is suitable for all current light
commercial vehicle CV Joint dimensions,
ranging from 75mm to 145mm. Each boot is
manufactured using high-quality stretchy
rubber compound making the boot extreme-
ly wear-resistant. Each boot features 2 differ-
ent diameters on the 'shaft side and five
different diameters on the CV-Joint side to
guarantee a tight fit which means increased
water-resistance. To ensure the metal clamps
can be safely fastened onto the boot there are
also non-skid ridges between each flat rim.
The light commercial vehicle universal boot
can be fitted quickly and easily with cones or
air-operated fitting tools and the CV Joint
does not need to be removed from the 'shaft
during the repair process.
For more information about SKF's brand-new universal boot kit for light
commercial vehicles or any other product in its ever-expanding aftermarket range,
please contact your local representative or visit www.vsm.skf.com

August 2010 31
 Intelli-Driving

Aggro, Ergo Aggro

Road Rage comes from natural aggression, or a natural reaction to
aggression. The intelligent driver steers well clear of both. Try these
by Eugene Herbert to ascertain your state of mind.

Some questions on road rage

1. Have you ever run someone off the road?
2. Have you ever angrily chased another driver?
3. Have you intentionally slowed down or slammed on your brakes when someone tailgated you?
4. Have you ever purposely cut off another car?
5. Have you ever yelled out the window at another driver for any reason?

If you’ve done any of these, you suffer from road rage! Advice: Cool it.
What have you done to provoke road rage ???
1. Have you ever changed lanes without checking your mirrors and/or using your indicators?
2. Have you ever driven slowly in the overtaking lane and held up traffic?
3. Have you ever daydreamed while driving?
4. Have you ever stolen a gap in traffic that caused another driver to slam on their brakes?
5. Have you ever, when encountering an intersection with a non-functioning traffic light, simply followed the car in front
of you without pausing, instead of treating it as a four-way stop?
"Believe it or not, if you answered yes to ANY of these questions, you could be labelled at least
potentially an aggressive driver." If you've been guilty of one’s we haven’t mentioned well then
most drivers wouldn’t want to share the road with you – get help, fast !!!

32 August 2010
 Intelli-Driving

August 2010 33
 Frankly Speaking

by Frank Beeton

A few issues back, I wrote about the globalisation of the domestic Chinese motor indus-
try. My conclusion was that the main thrust of this event still lies in the future,
although it remains a matter of intense focus for the more established manufacturers of
vehicles based in America, Europe and other Asian countries. This month, I am shifting the
spotlight to that other burgeoning centre of automotive production, India. There are
several substantial differences between the historic and currently prevailing situations
in India and China, and this has led to the emergence of a very different globalisation
profile for their motor industries. Without repeating too much of the previous article, it
is instructive to consider these differences, and to ponder on the future direction of
India’s role as a major player in the global automotive sector.

U
nlike China, where vehicle ownership is a relatively
new opportunity for much of its population, and the
vehicle market has grown exponentially off an initial
very low base, India has had a lengthy history of
private vehicle ownership and vehicle manufacture. During the
1950’s and 60’s, Indian operations were set up to build the Morris
Oxfords, Fiat 1100’s, Bedford TJ trucks, Willys Jeeps and Leyland
Buses that had proved suitable for the extremely congested road
and traffic conditions, echoing, to a great extent, the country’s
historic ties with Great Britain. Subsequently, influences from
Germany and Japan also made their mark, resulting in local
factories being set up by Tata and Maruti, for licensed manufac-
ture of Mercedes-Benz commercial vehicles and Suzuki minicars.
During the period before economic liberalisation in 1991, the
Indian government, through protective legislation, effectively
“froze” the technology of domestically-produced vehicles at
mid-20th Century levels, keeping individual models in
production long after they had been discontinued at origin.
In the decade up to 2001, the original three Indian-owned
manufacturers, Hindustan Motors, Premier Automobiles and
Maruti Udyog, experienced mixed fortunes in dealing with the
flood of global manufacturers that established firm footholds in
India. The almost quaint Hindustan Ambassador, by then
combining an early-fifties Morris design with a slightly younger
generation Isuzu engine, continued to survive thanks to consider-
able patronage from the government and taxi operators, but the
Fiat-inspired Premier Padmini could only manage less than 200
unit sales during the whole of 1999. Maruti, on the other hand,
still enjoyed 60% of the market with its Suzuki-derived products,
dominating the small car segment with sales around 150 000
units per annum. Domestic Indian truck manufacturer Tata also
entered the car market during that period with its Indica, a
product independent of foreign influence.
Jumping ahead to 2003/4, we find the domestic Indian market
for cars and trucks standing at nearly 1,2 million units, although
this was completely overshadowed by the massive contemporary
demand for motorcycles and three-wheelers, which totalled more
than 5½ million units! By the 2009/10 fiscal year, the numbers
had increased to 2,5 million four-wheelers and just less than
10 million bike-derived units respectively. The total number of
manufacturers building vehicles in India had also increased
substantially, with eleven local firms being joined by fourteen
“foreign” brands, and total domestic production at 2,6 million
units.
Returning to the China-India comparison, it was noted in the
earlier article that Chinese automakers have yet to become a major
global force in exporting their products to established markets in
Europe and North America, while concentrating their current
efforts in exploiting the sustained growth within their own
domestic situation, and developing exports initially to emerging
markets in Asia and overseas. The Indian “domestics”, however,
have been more willing to engage internationally. Tata’s much-
publicised recent purchase of Jaguar and Land Rover from Ford
is clearly the best example of this, and the development of a
presently fairly low-key alliance with Fiat (now also controlling
Chrysler) has enormous geographic and business potential.
Tractor and SUV specialist Mahindra and Mahindra is busy
setting up light truck distribution in the United States as you read
these words, and the company also has a developing relationship
with American truck and engine specialist Navistar International
with much potential for growth. There is ample evidence of
Indian-manufactured product already being fed into the global
networks of MAN, Honda, Renault, Suzuki and Ford, and the
co-operative export of vehicles and components can be expected
to expand fairly rapidly in the not too distant future.
At home, Tata is working hard to convert that huge demand for
motorcycles into sales of its unique entry-level Nano minicar.
If the Indian industrial giant is even moderately successful, the
dynamics of the total market for motorised personal transport
could shift enormously, and may even, in time, threaten China’s
newly-won World Number One ranking above the ten million
unit per annum barrier. India is working hard to develop and
improve its road infrastructure, and this is already influencing the
pattern of truck sales away from the traditionally horrendously-
overloaded four-wheelers into greater demand for larger,
multi-axled units. On the passenger front, better roads will result
in more demand for bigger, faster and more sophisticated cars.
After all, Sashin Tendulkar is already a Ferrari owner!

34 August 2010
 A series of articles on the rise of the Chery automobile

Chery to Invest R2.5 Billion

on Research and Development
Chery, the leading independent automotive brand in China and that
country’s biggest vehicle exporter, is going places, and making an
by Howard Keeg
impact on the global automotive stage. Chery understands that invest-
ment in new technologies is vital for growth and sustainability, and it also realises
that the companies that stay ahead of the technology curve will be the leaders in the
development stakes.

T
o this end, Chery will invest R2.5 billion in research and
development (R&D) in 2010. This is equivalent to 4.4%
of the company’s total annual revenue and is a strong
indicator of Chery’s commitment to increasing its sales to at least
700 000 units this year with a stretched target of 900 000 vehicles.
The company’s 2010 action plan, known as the Intensive
Cultivation 2009 Project spells out how Chery will develop tradi-
tional and new energy technologies simultaneously. The company
plans to develop two lines of products simultaneously – one using
conventional power sources and the other using new energy
technologies. The main focus will be on increasing vehicle and
component test capacity as well as achieving breakthroughs in core
technology areas such as engine and automatic transmission
development, while accelerating the rate of progress in the indus-
trialisation and marketability of new energy technologies.
Major projects include the construction of the largest automotive
test facility in Asia. Building of the technical centre is already
under way in Wuhu, where Chery’s headquarters are located.
When complete it will be staffed by 15 000 professional R&D
personnel. The facility will include 50 000 hectare for trial manu-
facturing factories, 7 000m2 of test and analysis centre and
5 000m2 for the design centre.
The laboratory will operate in six sections – components, power
train, energy saving and the environment, noise/vibration/
harshness (NVH) and vehicle and occupant safety. There will also
be facilities for electromagnetic compatibility testing, material
testing and an advanced measurement capability. Chery chairman,
Yin Tongyue says the company will use the new facilities to “open
a green passage” in terms of developing core technologies and
enhancing product quality, thus enhancing the relatively new
motor company’s overall ability on an international scale. A major
focus will be on obtaining a balance between quality and cost.
In terms of engine development the company has already intro-
duce a new generation continuously variable valve timing (CVVT)
engine and continuously variable transmission (CVT) on the
Riich G3, launched in May 2010. This is a mid and high end
compact sedan with three engine options – 1,6, 1.8 and 2.0 litres
- which are all new generation power units. Its CVT is the first to
be offered by an independent Chinese motor manufacturer in a
production car. A total of nine new Chery engines will be
introduced this year – including petrol and diesel variants – and
will incorporate variable valve timing, direct fuel injection,
supercharging and other advanced technologies.
Attention is also being given to new power technologies – strong
hybrid (ISG), plug-in hybrid (PHEV) and a pure electric vehicle
(EV). Six models of strong hybrids, plug-in electric vehicles and
pure electric vehicles will be launched in 2010 to showcase Chery’s
ability to put advanced technologies into production and offer
them for sale to the public.
Chery represents the new
wave in technology and
global presence, and South
Africa will be an impor-
tant pioneering market
for the new generation
of vehicles.

36 August 2010
 The Motorist’s Friend
The Automobile Association of South Africa (AA) has been the motorists’
friend since its formation in 1930. The AA has a storied history of champi-
oning the needs of the motoring public for 80 years, and it is constantly
evolving. In fact, the acronym AA in this instance could mean many things,
such as Actively Assisting, Always Available, and many more come to mind.

A
BR is always willing to give credit where credit is due, for the various technical qualifications, which allows for compa-
and as the official mouthpiece of AAMA and under its nies to claim training grants for apprentices and learners, and to
editorial brief, we are also on the lookout for good news offset a portion of their taxes. Apprenticeship and learnership pro-
stories on training. On this mission, we found our way grammes for motor mechanic, auto electrician, diesel mechanic
to the AA Training Academy in Midrand, Gauteng, which was and automotive engine fitter are offered by an accredited decen-
founded in 2006. More on this later. tralised merSETA training centre, thus providing a one stop busi-
ness solution for those with these business needs.
Today the AA offers its members roadside assistance, technical
advice, motor-related legal advice, finance and insurance, driver ABR shall revisit this subject in future issues, with further infor-
training, and even exclusive travel packages and travel advice. mation on this laudable training initiative.
Derek Hall-Jones, Divisional Manager, AA Technical Services,
puts it succinctly, “The AA’s corporate strategy is predicated on
the consumer, and part of our promise is to enhance the consumer
experience from the retail point of view”. With the modern motor
vehicle becoming increasingly sophisticated, particularly from the
technical aspect, it was a logical move and only a matter of time
that the AA would get involved in technical training. The profi-
cient maintenance of a motor vehicle has become critically impor-
tant for motorists, and thus is rich territory for a consumer orien-
tated organisation such as the AA. The inevitable happened in
2006 with the official opening of the AA Technical Training
Academy in Gauteng, to be followed up in 2007 with a satellite
campus in Cape Town. “When it comes to technical training, the
AA has a significant role to play. Part of the process of assisting Werner Wandrey, Academy National Training Manager, and
consumers was the implementation of high quality levels of train- Derek Hall-Jones, Divisional Manager, AA Technical Services,
at the well-quipped Gauteng campus.
ing services to the retail motor industry”, Hall-Jones explains.

The Academy caters specifically for the OEM and retail motor
industries technical training needs, with merSETA accreditation

T
he origins of the AA can be traced back to 29 June 1905, when a group of motoring enthusiasts met at the Trocadero
restaurant in the West End of London, to form an association to help motorists avoid police speed traps (we trust that
the strongest drink consumed was coffee). This was the start of a culture of consumer activism, which is still relevant
over a century after the inauguration of the AA. From these worthy beginnings, various AA’s sprung up around the
world, including the Automobile Association of South Africa. Even the Fédération Internationale de l’Automobile
(FIA) traces its roots back to the AA.

38 August 2010
 Tony’s Take

How BIG do you

want the profit to be??
Even before the dust started settling over the 10 World Cup Soccer
by Tony Twine,
Senior Economist,
stadium pitches, and while Paul the Psychotic Squid was still making
Director –
Econometrix well muscled predictions on winners and losers, the deeply unintelli-
(Pty) Ltd gent began musing on whether South Africa had shown a profit from
hosting the FIFA World Cup Tournament, or not. The definition of a
cynic sprang readily to mind, namely someone who knows the price of everything and
the value of nothing.

W
hile the tournament
was still on, it was cer-
tainly premature to
ask that kind of ques-
tion. Gamblers advise
us never to count our money while we are
still sitting at the table, clearly because it is
quite possible to either win or lose even
more while you are still in the game. Now,
for weeks and months after the tournament
is over, the auditor’s traditional question
will still haunt those trying to assay the
financial result of the tournament, “how
big do you want the profit to be?”
The first problem in making the estimate
is that there are no reliable or even vaguely
auditable figures regarding receipts, and
nobody really knows what the value of
current expenditures really amounted to,
let alone what portions might have been
absorbed by the production costs of the
tournament, and what portions should be
capitalised because of the additional fixed
capital stock which survived beyond the
final whistle.
Even President Jacob Zuma teetered on
the brink of the accounting and economic
abyss in the days leading up to the final
match, citing a government spend of
R33bn on infrastructure. But he did have
the good grace not to attribute all of this as
an expense to the tournament, referring to
improved roads, airports and rail services.
An earlier figure purporting to reflect the
costs of staging the tournament outside of
the infrastructure spend, of R12 billion
seems to rather neatly (perhaps too neatly!)
dovetail with another figure doing the
rounds of the total cost of the tournament,
including infrastructure spend, being
R45bn.
Of equal uncertain pedigree, a revenue
figure (although we are not sure about the
recipients of the alleged revenue and what
it paid for) of R48bn up to the semi-final
stage of the tournament, came floating out
of the ether. So you see, there must have
been a profit!
From an accounting and auditing point of
view, we will probably never have a single
reliable answer to the question of whether
there was a profit or loss associated with
staging Soccer World Cup 2010 in South
Africa. Economists all point to the,
virtually immeasurable gains made avail-
able by the festival, especially if it is viewed
as a process, rather than as an event.
Compare the total costs of the tourna-
ment, irrespective of who carried them, to
the costs of building a railway line between
two distant points, or laying an undersea
cable. An investor would not expect to hit
break-even a day, week, month or year
after the installation was completed, but if
future revenues exceeded the capital and
running costs, the project would be
deemed to be economically profitable.
Once again ignoring the residual value of
the sunk infrastructural investment after
the tournament, which is a massive
fraction of its original cost, we should look
at the potential economic returns from the
marketing investment that South Africa
Inc has made since it began bidding
(originally for the 2006 tournament) back
in 1998. Just take world TV viewership as
a starting point of the exposure. For weeks
ahead of the 31 day duration of the
Tournament, TV stations began preparing
their viewers for the world’s greatest show
in South Africa.
Then, during the tournament itself, four
billion TV viewers around the world were
fed a constant diet of coverage of the
football, the locations, the people and the
amenities of the host country. No amount
of money can buy 120 billion potential
individual viewing opportunities. Add to
that Radio, hard copy and electronic
media exposure, and the marketing
exposure suddenly looks like a zeppelin
compared to the peanut sized costs, even if
the costs were underestimated tenfold.
Like the railway or the undersea cable, the
marketing exposure must now be milked
for years to come. That involves protect-
ing the image and using it to promote real
value to be provided by South African
producers. Goodwill, warm glows and
fuzzy feelings create environments for sell-
ing, but we still have to go out and sell –
oh, we had better make something to sell
as well.

40 August 2010
 What’s the Buzz?

INTERNATIONAL BATTERY TECH-

NOLOGY OF THE FUTURE

For owners of diesel vehicles, SUVs, caravans,

boats and classic cars, replacing batteries can
become a regular hassle and expense. Battery
Centre has the solution – the spill proof Raylite
Ultimate with AGM Technology. This revolution-
ary battery technology has been specially developed
for Stop/Start vehicles of the future. And it’s avail-
able today to South African vehicle owners. Raylite
Ultimate was designed and is manufactured in
South Africa for distribution by Battery Centre to
meet the specifications of German luxury motor
vehicle manufacturers and to service the low emission Stop/Start vehicle technology of the future.
Stop/Start vehicle technology conserves energy by shutting off the engine when the vehicle is stopped
in traffic, and automatically re-starts when the driver pushes the clutch. The batteries used in these
vehicles need to be robust and able to withstand high demands, not only of restarting the engine with
regularity but also to power lights, electronics and air-conditioner while the engine is switched off.
The Raylite Ultimate has three times the cycle life compared to a conventional battery and is better
equipped to cope with the heavy demands of vehicles such as SUVs, boats, caravans and classic cars
or any vehicle with a diesel engine. The Raylite Ultimate offers a significantly increased service life.

FORD SOUTH
AFRICA WELCOMES
NEW VICE PRESI-
DENT MARKETING,
SALES AND SERVICE
Ford Motor Company of Southern
Africa (FMCSA) has appointed
Dean Stoneley as its new Vice
President Marketing, Sales and
Service effective from July 2010.
Stoneley replaces Jacques Brent who
has accepted a position as Executive
Marketing Director for Ford Asia Dean Stoneley Jacques Brent
Pacific and Africa, based in
Shanghai. “It is with great sadness that we say farewell to Jacques. While it is a loss to us he is faced
with a fantastic and challenging opportunity and we wish him the best of luck and every success in his
future endeavors,” says Jeffery Nemeth, president and CEO, Ford Motor Company of Southern Africa.
“We are however extremely pleased and privileged to welcome Dean to the team. He brings with him a
wealth of experience and we wish him every success in his new role”.

August 2010 41
 weighty issues

Japanese Extra-Heavies
Japanese trucks have been present in the South African market since the
Nineteen-Sixties, and have grown their presence to regularly take around
by Frank Beeton 40% of all available sales above 3 500 kg Gross Vehicle Mass. They are
particularly popular in the distribution sector, where trucks and vans
move a huge variety of consumer goods between factories, warehouses and retail outlets.
They are also widely used by the Public Sector, and its outsourced service providers, to
service infrastructure, in the form of refuse compactors, vacuum tankers, removable con-
tainer carriers, and the “cherry pickers” that (sometimes) come to repair the defective
street lights in our suburbs.

A
t the top end of the market,
however, Japanese trucks are
not as prominent as their com-
petitors from European and
North American manufactur-
ers. In the Extra Heavy Commercial Vehicle
segment of the market, covering vehicles
with GVM ratings over 16 500 kg, the
combined Japanese market share is just
below 20%, and fully half of that is taken
by the company formerly known as Nissan
Diesel, and now morphing into UD Trucks
South Africa. This anomaly is not new in
the local market, and it is interesting to
ponder on the reasons why Japanese brands,
so well received elsewhere, have failed to
make a deeper impression at the top end of
the spectrum, and particularly in the
premium truck-tractor category, where
their combined market penetration is only
around 10%.
It all started back in the 1970’s when the
vice-like grip that had been previously
exerted by the South African Railways on
long distance transport started showing
early signs of loosening. At that time, the
Japanese brands were becoming really
serious local players, and their concession-
aires started looking for ways to exploit the
growing market for premium trucks. Most
private operators moving into long-distance
haulage followed the example of the SAR’s
Road Motor Transport division in choosing
American vehicles, usually powered
by Cummins’ excellent 6-in-line NH-Series
turbocharged diesels, coupled to Fuller
range-change multispeed constant-mesh
transmissions and Rockwell single-reduc-
tion drive axles. In contrast, the flagship
models of the Japanese brands (usually of
4x2 configuration) closely conformed to
their home market preferences, using very
large displacement, naturally aspirated
engines, with cylinders usually in a vee-
configuration, coupled to five-speed syn-
chromesh gearboxes and two-speed single-
drive rear axles.
Apart from being deficient in terms of out-
right drawing capacity, these units’ natural-
ly aspirated diesels lost around 20% of their
power at higher altitudes, and required
detuning to avoid excessive smoke emis-
sions. Thus, they did not really offer a
viable alternative to the Internationals, Ford
Louisvilles and Macks that abounded on
South Africa’s roads at that time. Many of
these obstacles were overcome with the
advent of truck local content
programmes during the ‘Eighties, which
effectively removed Cummins diesels from
the local market, and made available
state-of-the-art European engines and
transmissions, locally manufactured by
Atlantis Diesel Engines and ASTAS, to the
Japanese brands. Nissan Diesel and Hino
took advantage, and made inroads into the
longhaul sector, while Isuzu, after showing
early interest, decided to drop its “C & E
Series” models altogether and concentrate
on its lighter products. Fuso, sold in South
Africa with Mitsubishi branding at that
time, made some unpopular engine choices,
and eventually exited the local market seg-
ments above the MCV category.
As South Africa moved into the ‘Nineties, it
soon became clear that locally-manufac-
tured truck major driveline componentry
was not cost-effective, and the politically-
motivated justification for its existence was
removed. The market, now conditioned by
a decade of European dominance,
welcomed back the likes of Volvo and
Scania, and soon embraced the latest
Mercedes-Benz and MAN models that had
moved beyond the technology previously
“frozen” by the ADE experience. American
brands also re-entered the market, and
International, Peterbilt and Freightliner
were able to rekindle local operators’
previous love affair with the Cummins/
Fuller/Rockwell recipe, although the trans-
mission components now carried Eaton
and Meritor branding, and the shopping
list was expanded to include Detroit Diesel
and Caterpillar options.
The Japanese parent companies were
obviously keen to reclaim the parts business
that they had lost under the ADE regime,
and encouraged their local operations to
revert to “normal” catalogue specifications
with in-house componentry. Hino re-estab-
lished its “thoroughbred” product profile
progressively as new series emerged, while
Isuzu re-entered the 6x4 tractor segment
with its Gigamax flagship in 2008.
However, against the plethora of choices
now available to operators, the Japanese
trucks were faced with the task of re-estab-
lishing their market presence with
“in-house” drivelines. Nissan Diesel took
on this challenge most effectively, and, after
a hesitant start with its big-engined UD
430, hit the jackpot with the UD 440,
which was positioned as a fully competitive,
but slightly less sophisticated alternative to
the European models. This model, and its
Quon successor, have dominated all other
Japanese-sourced premium trucks in the
market, making notable inroads into
prominent national fleets.
Apart from Fuso, now re-established in
South Africa under the Daimler banner,
with its current XHCV range capped at a
360 hp upper output, there is nothing
obvious in the technical profiles of the
latest model Japanese flagship haulers to
satisfactorily explain their cumulative lack
of market performance. It is more likely
that, after decades of less than full
competitiveness, the strategies, structures or
capacities to cope with typical XHCV seg-
ment deals, which are often done in tens, if
not hundreds, of units, and can generate
equal numbers of high-value trade-ins, have
eluded franchise and dealer managements.
The “edge” gained by Nissan Diesel/UD
reflects the intense focus placed on this end
of the market by its Japanese parent, which
directs its resources accordingly, and
provides its local operation with the ammu-
nition it needs for heavyweight success.

44 August 2010
 Entrepreneurship
How to Build a Seven
Million Rand Business
You might look around you and ask why anyone would start a new
By Pavlo Phitidis, enterprise at this point in time. Economies around the world have been
CEO at Aurik
Business Incubator battered by a prolonged downturn, and many commentators fear that
the worst is yet to come.
S
outh Africa has been buoyed to
some extent by the World Cup and
the related infrastructure invest-
ment. But even so, the country has
been infected by the bad economic news
from around the world and the ongoing
sense of gloom and doom. But I’m going to
argue that there could be no better to time
for an entrepreneur to start a new business.
The truth is that despite the hiccups we’ve
experienced in recent years, the country is
richer than it ever was before after an
unprecedented spurt of growth between
1995 and 2009.
Sure, you’ll look around and say that peo-
ple aren’t spending money. Rates of jobless-
ness are rising and new businesses continue
to fail at an alarming rate. In the midst of
this change and chaos, however, are many
opportunities for smart entrepreneurs to
build businesses worth a million Rand or
more a year.
Sell what they want
Many people still have some money in
their bank accounts, but they are holding
on to it. The reason that some people are
not spending money is because no one is
selling them something that they really
want to buy – something that seldom
occurs to business people and economists.
If people don’t see a compelling reason to
spend, they’ll hold onto their money. But
give them what they want, and they’ll
loosen the purse strings. One just needs to
look at the South African pay-television
market for an example of this principle in
action.
A new competitor, Top-TV, has moved
into the market with a bang. By all
accounts, its installers and resellers are
struggling to keep up with demand for
what is a non-essential product that is
aimed at the entry-level market.
46
The business it is winning comes from
people wanting to spend some money on a
pay-TV service, but they’re either not
happy with what they’re currently getting
from the incumbent or never liked its offer-
ing enough to sign up in the first place.
Sure, the pay-TV market has barriers to
entry in the form of regulations that have
limited competition, so there’s pent-up
demand for choice, so let’s consider anoth-
er example from international business.
Clamouring for choice
Think about the Apple iPad and its
massively successful launch into the market
– or the Amazon Kindle or the new
computer category, the netbook.
These products have all enjoyed significant
success in a computer hardware environ-
ment where consumers and businesses no
longer routinely upgrade PCs every two
to three years. They won’t buy a new
computer for its own sake.
But give them something they really want,
though they never knew they wanted it
before, and they’ll pre-order months in
advance or queue around the block to buy
it. I believe there are many markets in
South Africa where people are clamouring
for choice.
This is becoming especially important in a
connected, globalised world where people
have a wealth of product and service infor-
mation at their fingertips. Via television
and the Internet, South Africans know not
only what various companies here have on
offer, but also what consumers in the rest of
the world are enjoying.
Companies that can give people what they
want will be the winners in this world.
Of course, understanding what people
want and accessing the funds to develop is
the hard part.
That’s the role that business accelerator
support firms have to play in the market.
Business accelerators are companies that
offer support and assistance in launching
and growing a start-up or early-stage
business.
Accelerating growth
Whereas traditional venture capitalists offer
only funding, business accelerators also
offer business support. This might be
something as mundane as assistance with
back-office administration, but usually
extends to strategic support. Small busi-
nesses are often established by someone
who is a superb technician, but who lacks
expertise in operations, finance, sales and
marketing. Business accelerators can help
them to understand which ideas are
commercially viable, develop a strategy to
turn these ideas into products and then
market them effectively.
All too many entrepreneurs are coming to
market with the same old products and
services that no one wants. They have good
ideas and sound skills, but they need help
turn these into great businesses. The
important thing to remember is that there
is free money in consumers’ pockets. Learn
how to give them what they want and
you’re on your way to becoming a million
Rand, or even million dollar, business.
August 2010
 Diamond Dialogues

Editorial
Partnership
Giel Steyn

In this series of articles ABR discusses with Giel Steyn of Grandmark International the four significant factors that should be taken into
account when purchasing automotive parts - Technology, Quality, Safety and Value for Money. These four characteristics are inter-related, and
each cannot stand on their own, and together they become a motorist's best friend. Similarly, diamonds are also judged on four characteristics,
known as the “four c's” - carat, clarity, colour and cut; and of course, diamonds are a girl's best friend. Grandmark International, as a dis-
tributor of automotive parts, is keenly aware of the need to source only the best in Technology, Quality, Safety and Value for Money, and
therefore it is appropriate that this series of articles is titled Diamond Dialogues.

A u t o m o t i v e G l a s s
Transparent Facts – for the Layman
In the previous issue of ABR we discussed the confusion in the marketplace around
the quality of automotive parts, and the misconceptions about what is good and bad
quality, particularly when it comes to automotive glass. Hopefully our detailed
article spelling out the facts puts the argument to rest. In this issue, we address
the misconceptions that the layman, i.e. the man in the street, has over the word
“shatterproof”.

I
t is not surprising that the average consumer
does not understand that shatterproof equals
laminated. Laminated is referring to the
technical process, and laminating is the term
used in the standards for automotive glass interna-
tionally. The general public has been bombarded
with advertising campaigns that focus on the high-
ly emotive expression “shatterproof ”, with very lit-
tle emphasis on the more mundane “laminated”.
The truth is that shatterproof and laminated are
interchangeable. If one goes to the web and googles
shatterproof glass, the second site that comes up is
for laminated glass. And if one googles the defini-
tion of shatterproof glass, the first definition is for
safety glass. Therefore, safety glass = shatterproof
glass = laminated glass. All these terms equate to
glass that resists shattering. Technically, to create
this, requires a composite of two sheets of glass with
an intermediate layer of transparent plastic.

Early windscreens were made of ordinary window glass, which led to serious injuries in vehicle accidents.
A series of lawsuits in America (similar to what we are to experience very shortly when the Consumer
Protection Act comes into effect in October 2010) led to the development of stronger windscreens, made
from toughened glass which shattered into mostly harmless fragments when the windscreen broke. The
problem was that a single stone could shatter the screen, so in 1919 Henry Ford solved this
problem by using a new technology developed in France called glass laminating. Windscreens made using
this process were actually two layers of glass with a vinyl inner layer, which held the glass
together when it fractured. See diagram.

Today, the modern, glued-in windscreen contributes to the vehicle’s rigidity, over and above its safety role.
Practically every country now requires windscreens to stay in one piece when broken, because apart from
the shatterproof aspect a properly installed windscreen is also essential to safety, as in the case of a car rolling
the windscreen, along with the roof of the car, must provide protection to the vehicle’s occupants. Thus the need for windscreen glass
to pass certification tests, be it the SABS mark, E-mark, ECE R43, or the DOT. Responsible companies such as Grandmark
International ensure that the automotive glass that they sell has all these certifications and meet or exceed OEM specifications. Thus, if
you fit a Grandmark glass, you are assured of fitting laminated, safety or shatterproof glass, they are one and the same. Quality
Shatterproof glass is also manufactured locally by PG Glass under its Shatterprufe brand.

48 August 2010
 Customer C.A.R.E. Programme
– sponsored by Federal-Mogul

MODULE FOURTEEN:
THE FORMALISATION STAGE – CONTINUED
In the previous two modules we identified the seven Key Activity Areas, and we
accepted that Key Activity # 7 becomes Key Activity # 1 once we have got our act
together on all the activities of the company. Now that we’ve got a good product,
backed up by exceptional service, we can start to focus on the most important
ingredient of marketing – CUSTOMER C.A.R.E.

B
ut, DO WE HAVE OUR ACT TOGETHER? The
answer is most probably a resounding NO! Unless you
have been incredibly lucky, and you have a dedicated
team of professionals working for you, then the odds are
pretty strong that you are not offering the service package that
you and your customers desire. And if this is the case, then we
need to pay serious attention to the key activities, and to find a
formula that works for you, works for your employees, and works
for your customers. There are many ways and methods available,
some more successful than others, to develop teams and to foster
inter-departmental co-operation. However, most of these
concepts and structures have been imported, and thus do not have
the precise cultural resonance, which means once again that they
will miss the mark. Unfortunately, no matter how well meaning
they are, the concepts will not be bought, and critically, they will
not be “owned” by the employees.
within that area of responsibility; would be responsible for
keeping the hut clean, metaphorically speaking. This would
include the area outside the hut, which is public domain.
This would be very simple to enforce if this was merely a hut in a
traditional kraal, but we are not so lucky, as we are living in the
modern world. We have to adapt our kraal to cater for the
demands of our contemporary lifestyle, and the need to survive
and prosper in a competitive environment, both locally and
globally. Therefore, without losing sight of the traditional African
values that must form the bedrock of our communal culture, we
must mutate into a high-tech hut, and contribute to the twenty-
first century African Renaissance.

I therefore recommend the ethnic approach, i.e. make it South

African. I am not being cute, nor new age, as I can personally
vouch for the enthusiastic acceptance of this philosophy, which
we shall call the HUT system. It is an indigenous attempt to
allocate responsibility for the Key Activities, whilst encouraging DISCUSSION POINTS
inter-departmental co-operation and promoting multi-skilling,
and crucially, a proven method to keep enthusiasm high and to 1. Why is CUSTOMER C.A.R.E. the most
keep the focus on the customer. important ingredient in marketing?
Discuss.
THE HUT SYSTEM
2. Honestly and sincerely, do you believe
(Helping - Us Together)
that your employees feel that they “own”
We must see our company as a cluster village, a sort of modern your customers?
day kraal. The entire village (kraal) is owned collectively by
3. Are we being patronising by using the
everyone who lives there, but each hut (Key Activity Area) is the
responsibility of the person who has been allocated that hut. That ethnic approach? Discuss.
person, who in the modern conservative sense, would be the 4. What would you see as the characteristics
director, manager or supervisor, together with the family of that
of a 21st Century Renaissance?
hut, in this case the employees designated to the specific functions

50 August 2010
 Tyres and Their Contribution
to Safety in Motoring
www.bridgestone.co.za
As promised last month we continue with the importance of tyre maintenance required
Marcus Haw

to keep tyres in a safe condition and give them the best life expectancy. This month
we will look at what the tyre staff’s responsibilities are and how they should
communicate with the workshop.

W
hile tyres remain the most
neglected item on any vehi-
cle, but still manage to per-
form their functions, they
need care to get the best out of them. As
we have said so many times before, tyres
are the only components on any vehicle
which physically keep one in contact with
the road surface. They have to be treated as
the safety critical components they truly
are. But by taking care of them an eco-
nomic reward waits for the responsible
fleet controller as well. Taking proper care
of tyres involves some understanding of
the product. Also mentioned many times
before is the fact that tyres are multi com-
ponent products. Lack of care can result in
components separating and total tyre fail-
ure. Care does not only involve maintain-
ing the pressures although this must always
be a major priority. Tyre care involves
many facets, and these include factors
apart from the actual tyres themselves.
Tyre staff must be trained in all facets and
understand the reasons behind each one.
Let’s start with tyre storage which is a con-
cern at most tyre stores. The importance of
storing tyres is dependant on the length of
time they are to be stored. If you keep a
small stock or have a high turnaround of
stock the importance of how and where
they are stored lessens. If however you
keep large stock and movement is slow the
importance of storage position and place
becomes high priority. For this reason we
will concentrate on best practice only and
leave it up to you to decide on which stor-
age time situation your tyres are in. Best
practice in storing tyres is a bigger subject
than one would expect, but is simpler to
follow than is generally believed. First of
all a cool constant temperature is required.
Moisture must be considered as a contam-
inant and the storage area must be dry.
Equipment such as compressors, genera-
tors or anything which emits ozone must
be kept in a completely separate area.
Many tyre stores have at least the compres-
sor sharing the room with the tyres. This is
incorrect and those of you who have a sit-
uation like this must move the compressor
immediately. Ozone contaminates tyres
and they age prematurely. The tyres them-
selves must never be stacked. The tyre at
the bottom of the stack will be permanent-
ly deformed due to the weight above it.
Even those two or three above it can get
damaged. Tyres must be stored in a posi-
tion as close to their natural state as is pos-
sible to achieve. Hanging them or placing
upright in decently designed racks is the
recommended way. Never keep tyres
inflated on rims. Normally a few are kept
for emergency breakdowns, but this is a
bad way to store tyres so stick to the
absolute minimum breakdown require-
ment.
Wheel rims were mentioned in the last
issue. We said that the workshop should
make sure that the rims are kept clean and
free of rust so the
bead of the tyre
can seat properly
in the rim flange.
They should be
checked for any
balance concerns
or damage. While
we believe that the
workshop, in most
cases at least,
should be respon-
sible for the actual
maintenance of
the rims, it is the
tyre staff who must check the rim condi-
tion, and bring problem ones to the atten-
tion of the workshop people. They are the
only ones who get to see the bare rims and
can accurately gauge if they need cleaning
or repairs. They should also be trained on
why rim cleanliness is important. As with
most people, if reason is not known the
importance of the action is lost. Equally, if
they are trained what to look for, it is most
likely the tyre staff who would be the first
to notice any irregular wear on the tyres in
a fleet. Again they should then bring this
to the workshop’s notice, who are able to
diagnose the cause of the wear. Valve con-
dition, valve cores and valve extensions
should be monitored and replaced when
necessary. These components result in slow
leaks, premature tyre concerns and cost
money. Staff must be trained on the
importance of these small but important
matters.
They must also know what constitutes
indications of problems. They must be
able to recognise that a valve core seal is
aged and needs changing. The same with a
tubeless valve or valve/rim seal. They must
also make sure that all valves are fitted with
steel valve caps.
We will carry on with tyre staff responsibil-
ities in the next issue. Till then, think and
practice tyre safety.

52 August 2010
 Trust is Key
Menlyn Motor Services, situated on the busy intersection of Lois and Bali
Avenues, Menlyn, has been servicing the greater community of Pretoria and
beyond since 1997. Initially in the guise of Menlyn CV Services and Menlyn
Autoglass, and later adding on workshop services, the secret of success has
always been a commitment to the customer, and a relationship built on trust.

W
hen ABR interviewed partners Koos
Booysen and Andre Jonck (Andre
joined in January of this year), the
conversation was peppered with
words such as “trust”, “openness”,
“transparency”, “open cards”,
“confidence”, and “communication”. These words are testa-
ment to the philosophy of Menlyn Motor Services, and judg-
ing by the interaction between the partners and the customers
in the time ABR was there, these are not just words. Koos and
Andre emphasised that customer care is built on trust, and
that customer satisfaction is built on the assurance that the
service provider is both honest and transparent in their com-
munication. Competence is also a key ingredient, and that is
why Menlyn Motor Services applied for e-CAR membership Koos Booysen and Andre
in 2007. e-CAR is the fastest growing workshop network in Jonck are serious about
South Africa, and this growth has come about because e-CAR workshop service and
offers the support that the modern independent workshop customer care.
needs. International links, technical training, parts supply, and
marketing support equal an imposing package that is difficult
to ignore. Access to Bosch diagnostic and workshop
equipment and software, backed up by up to date training
courses at well-equipped facilities, together with the ability to
combine the marketing expertise of e-CAR’s head office
boffins and the local knowledge of the individual workshops,
makes for a business combination that is hard to beat. Menlyn Motor Services
spend their marketing
Koos and Andre say that what motivates them is the fact that allocation wisely and
proactively –
the automotive aftermarket has had its fair share of rogues, this signboard at the
which has given the industry a bad name. Menlyn Motor Lynnwood Primary
Services is working hard at dispelling this image, and with the School makes a power-
support of the e-CAR concept, they are doing a sterling job. ful statement

To join the fastest growing workshop network in South Africa and to add a new dimension to your
business, contact Wilfried Langenbach at 086 000 3227 (086 000 ECAR)

54 August 2010
 What’s the Buzz?

Business for Sale

Calling all entrepreneurs in the
Carletonville area!
Wanting to make a break, or build a future
for yourself and your children?
A successful automotive engineering and engine
reconditioning company, established in 1992
and going strong, has come up for sale in
Carletonville. This business is available
immediately and will be sold as a going concern
and the price includes premises, machinery and
equipment, vehicles, inventory, etc. The owner is
retiring and is prepared to sell for an extremely
reasonable R7 000 000. The financials are up to
date and available for inspection.

Phone 082 448 2846 for further information.

S.A.L. 820 Wheel Balancer

from Launch Technologies
Launch Technologies recently announced the introduction of an
improved off-car wheel balancer. This state of the art wheel bal-
ancer has a number of unique features including six different
balancing modes:
1. Std – Standard Profile: For common steel rims and
clip/adhesive weights
2. Alu-1 – for Alloy Rims: Internal/external adhesive weights
3. Alu-2 – for Alloy Rims: internal adhesive weights
4. Alu-3 – for Alloy Rims: clip weights on the inner edge and
adhesive weights on the drop centre behind the wheel flange
5. Alu-4 – for Alloy Rims: clip weight on the inner edge and
adhesive weights on the outer edge
6. Alu-5 – for Alloy Rims: clip weights on the outer edge and
adhesive weights on the inner edge
The S.A.L. 820 also includes electronic measuring via internal
and external gauges as well as a wheel optimisation programme
for wheels with a high static imbalance, of the order of 30 to
35g. This latter programme can be easily followed by carrying
out the instructions/message displayed on the VDU.

August 2010
 Robert Bosch
A series of articles on the versatile FSA 720/740/754 series

The Golden Triangle – KTS, ESI[tronic], and FSA

Making Contact
In the previous issue of ABR we wound up the saga of the 2004 VW Golf III 1600i that
refused to start. Carlo du Plessis of Cencar Centurion had meticulously gone
through the full gamut of tests. He had checked the battery, the fuses, and using
the versatile KTS and the FSA to investigate all the aspects around the three key
things that make a petrol engine run: fuel, compression and spark.

A
fter all this investigation, it all
came down to the switch
inside the distributor, and the
decision whether to replace
the whole distributor, or to
strip down and replace the switch, a deci-
sion based on the general condition of the
distributor and the wishes of the customer.
This was a wonderful story of sleuthing,
detective work and deduction, but as
Carlo pointed out, there was one aspect
not covered – that of the coil. The coil was
fine in this case, but now we need to look
at an example where the coil is the culprit.
To do this, Carlo looks at a 1999 VW Golf
III 1800, using the Motronic MP9.0 sys-
tem. This electronic system was in use in
the Golfs up to 2004/5, so is a popular
example of a hard starting car.
The previous case covered the testing of
the distributor and the distributor cap, and
the signals going to the ECU. In this case,
Carlo focuses his tests on the coil and the
power transistor at the coil. Carlo unplugs
the plug at the power transistor and using
a probe or the FSA multimeter he checks
for voltage on terminals 1 and 3. A voltage
of 11 to 14 is acceptable. Terminal 1 is
negative and there are various methods to
Terminal 15
Terminal 1
Power Transistor
The coil is a simple device – essentially a
high-voltage transformer made up of two
coils of wire. One coil of wire is called the
primary coil (thick wire). Wrapped around
it is the secondary (thin wire) coil. The sec-
broken by the points. The magnetic field
of the primary coil collapses rapidly. The
secondary coil is engulfed by a powerful
and changing magnetic field. This field
induces a current in the coils – a very high-
voltage current (up to 100,000 volts)
because of the number of coils in the
secondary winding. The secondary coil
feeds this voltage to the distributor via a
very well insulated, high-voltage coil lead.
Terminals 15 (positive) and 1 (negative)
now come into play. Using the engine as
the earth, the FSA multimeter checks for
12 volts. Then you also test the resistance
between 15 and 1 at coil, which should be
between 0,5 and 1,2 ohms. This is fine, so
now the test moves between terminals 4,
which is the high voltage side of the coil
going to the distributor, and 15, checking
for resistance. In this case, there is an open
line, which indicates damage. The progno-
sis is simple – replace the coil.
Terminal 4
Terminal 15

check for an open line, using the chassis or Terminal 1

engine, and using the battery to check for
voltage. Terminal 3 is the positive and is
linked to terminal 15, which is the
ignition terminal. Terminal 2 is the signal
from the ECU and this triggers the coil on
the negative side or Terminal 1, and plays
the traditional role of advancing or retard-
ing the timing. Now that we know that the
distributor is right and the power transistor
is right, we now focus on the coil itself. But
before we do this, a quick coil 101 for our
non-technical readers.
ondary coil normally has hundreds of
times more turns of wire than the
primary coil. Current flows from the bat-
tery through the primary winding of the
coil to charge up the coil. The primary
coil's current can be suddenly disrupted by
the breaker points, or by a solid-state
device in an electronic ignition. If you
think the coil looks like an electromagnet,
you're right – but it is also an inductor.
The key to the coil's operation is what Diagram A
happens when the circuit is suddenly

56 August 2010
 Workshop Update

DEKRA rates hand

held Diagnostic Testers
Every three years, DEKRA, market leader in Europe in periodic technical car and
commercial vehicle testing, does comparison tests on diagnostic equipment. In 2003
and 2006 Dekra focused on diagnostic stations, but in 2009 Dekra looked at hand
held devices, which have become extremely popular and versatile tools in the
workshop environment. ABR has managed to get access to this report, which it gives
in condensed form to its readers. To view the full report, please go to
www.abrbuzz.co.za and click on the DEKRA TEST button.
The test criteria that Dekra used for its benchmarking exercise Their general prognosis was that the efficiency of the appliances
were: has increased noticeably, and that overall there were “no losers,
only winners”. However, after numerous hours of examining and
• Number: the number of electronic control units that the measuring, there was a clear winner. In the words of the testers,
tester recognised “the comprehensive diagnosis test separated all participants into
• Depth: the “depth” ability, with regard to five abilities: fault three distinct groups: the top group, the middle field and the pur-
memory read/delete; identification data read out; actual suer. In the top group the Bosch KTS 340 dominated significant-
values; component activation; and testing and “coding” ly, with the most inclusive data base of all the testers and didn’t
allow for a single cancellation”. They continued, “The KTS 340
• Quality: the percentage of the testers’ ability to read out 100 completes its above average achievement through modern hard-
actual values ware, with practical links to workshop hardware”. They do add
• Resetting a Service Indicator: the ability to interface with the the caveat that it all comes at a price, but they conclude that “the
vehicle in the resetting of the maintenance service indicator efficiency of the tester fully justifies its price”.

• Hardware: ease of connectibility, blue-tooth interface, multi- There is a wealth of information in this report, so we suggest that
plex devices, etc. for those in the market for a handheld diagnostic tester, to go to
• Software: stability and ease of navigation our website and to do their homework.

• Auto Scan: the provision of an automatic control

unit search

The vehicles that were used in the evaluation were:

• 2004 BMW 316i

• 2008 VW Golf 1,9TDi
• 2004 Opel Vectra 1,9 CDTi
• 2005 Ford Mondeo 2,0 D
• 2006 Fiat Punto 1,3 Multijet
• 2005 Toyota Avensis 2,0 D
• 2005 Chrysler 300C 3,5
• 2005 Hyundai Sonata V 2,4
• 2005 Mercedes A 180 CD
• 2005 Peugeot 206 1,6 HDi.

The Dekra-Diagnostic team con-

sisted of three highly qualified techni-
cians, Seydi Tezer, Martin Kraus and Günter
Gessner.

August 2010 57
 Insights

Super Service near SuperSport Park

Hattingh Motors is situated in Kwartsiet Street, a stone’s throw away from
SuperSport Park in Centurion, Gauteng. This is appropriate, because what
you get is super service.
“The most reputable, competent and
honest MB service centre and repair shop
that I am aware of!” is an unsolicited com-
ment about Hattingh Motors, which we
found on www.benzworld.org, a Mercedes-
Benz discussion forum. This comment says
it all. Hattingh Motors is an independent
automotive repair shop that specialises in
Mercedes-Benz vehicles, with siblings
André Hattingh and Ingrid Cilliers having
built up an enviable reputation over
the past 20 years. André is a mechanical
engineer and Ingrid has a B.Com in Mana-
gement Accounting, and together they
from a formidable team, with André
handling the technical side and Ingrid
looking after administration. André is a
perfectionist with a systematic approach,
whereas Ingrid loves to get her teeth into
the job, and this impressive duo can now
boast a loyal clientele base stretching from
their core constituency of Centurion,
Pretoria and Johannesburg to as far afield as
Nylstroom, Ellisras and Memel.
Initially they were sceptical, but from pre-
vious dealings they knew that they could
trust the word of André Changuion.
Hattingh Motors is now a contented mem-
ber, having experienced the advantages of
Capricorn membership. Ingrid loves the
easy management of accounts, and the sav-
ing of time and hassle in not having to fill
in separate credit application for the indi-
vidual suppliers.
The reception area is
welcoming; with attractive
displays of model vehicles,
and many certificates
adorn the walls
The dividends and reward points are also
most welcome, and the networking oppor-
tunities and trade show at the Capricorn
year end function are ticked off as
highlights by the busy duo. André and
Ingrid express high satisfaction with the
service levels they receive from Capricorn
and what they really appreciate is the fact
that with Capricorn they have a voice.
Capricorn’s strength in numbers gives
workshops influence with suppliers
that they would not normally have.
This brother and sister team strongly
recommend Capricorn Society to all the
workshops out there who are looking for a
helping hand.

Hattingh Motors is a member of Capricorn

Society, having joined a few years ago when Ingrid Cilliers and André
approached by Rob Mildenhall and André Hattingh in their busy
Changuion. and organised workshop

To join Capricorn Society Limited call André Changuion

on 083 287 3498 or e-mail him at
andre.changuion@capricorn.coop or visit their website on
www.capricorn.com.au

58 August 2010
 Vehicle Evaluation

by Howard Keeg
InFigorating
On 15th July2010 Ford introduced its much anticipated funky new Figo
to the motoring media, and there were no surprises in store. The Figo,
“cool” in Italian parlance, is Ford’s strong foray into the crowded entry level
segment of South Africa’s car market, and this invigorating, fun and fashionable
compact car is sure to make an impact.

H
ow big an impact is anyone’s guess? Depending on I could go into car speak and start talking about Ford’s kinetic
which Ford executive you speak to, monthly design philosophy, and B pillars and the like, but I leave the final
volumes of 700 to 3000 are possible. These word to Ben Pillay, Ford Marketing Manager, “The Ford Figo is
predictions vary from low-risk conservative to the an exciting new introduction to the local market. It offers both
wildly optimistic, and are reliant on what the plant in Chennai, style and practicality at an affordable price”. I couldn’t have put it
India can feed South Africa. Chennai (Madras for old fogeys like better, so if this has whetted your appetite, go to the internet and
myself ) is fast becoming the small car Detroit of the automotive get your fill of all the details. If you don’t know your way around
world, with practically every single entry level vehicle I have come the internet, you are too old for this car.
across in the past few months built in this frenetic Indian city.
The state of Tamil Nadu must be offering some enticing deals,
and to hell with the WTO! Whatever, the Figos reaching our
shores will indeed make an impact, and the other manufacturers
of small cars must be looking on with trepidation.

What makes the Figo so intimidating to its competitors? Firstly,

the price. You get a lot of car for the Ambiente 1400 petrol
version for a mere R109 900. Secondly, you are getting a small car
with a big car feel. Scott Strong, Ford Asia Pacific and Africa
Design Director, puts it well, “Small doesn’t have to be boring.
Some manufacturers make the mistake of thinking small cars have
to look cute, almost toy like. Figo communicates solidness and
safety, and drives like a car rather than a toy”. Thirdly, economy is
the name of the game, and the Figo doesn’t disappoint. With serv-
ice intervals of 20 000 km for the petrol versions and 15 000 km
for the diesel version, combined with respective fuel consumption
of 6,61 and 5,3 l/100km, the old phrase of “ it runs on the smell
of an oil rag” could be thrown in. Add to this the comprehensive
warranty, and we’re talking serious value for money.

60 August 2010
 Life Goes on

Mahindra Stays the Course

As the world picks itself up from the great recession of 2008/2009,
slowly but surely it is back to business as usual. For the automotive
industry it has been a time a great disruptions, bankruptcies, and worse
Time stood still for a while, with many projects either shelved or put
by Austin Gamble on hold.

O
n the South African front, one of the companies that
had to tread water was Mahindra. Having entered
the local market in 2004 with an exciting line-up of
its SUV, Scorpio and Bolero range, and later on
adding the Xylo and the Thar, Mahindra had developed signifi-
cant momentum by 2007. The worldwide financial hiccups put a
stop to further developments, but now with the industry slowly
getting back on its feet, the time has come to review the situation.
Dr. Pawan Goenka, President, Automotive & Farm Equipment
Sectors, Mahindra & Mahindra Ltd and Chairman of Mahindra
South Africa, told the media at a function on 12 July 2010,
“The consolidation of our operations in 2008 and 2009 was a
clear validation of our commitment to the local market. We now
intend to extend our reach to the local tractor market as well”.
Mr. Pravin Shah, Chief Executive, International Operations, and
Automotive & Farm Equipment Sectors, Mahindra & Mahindra
Ltd., added that “South Africa offers great potential for Mahindra Mr Pravin Shah (Chief Executive, International Operations, and
Automotive & Farm Equipment Sectors, Mahindra & Mahindra
and is a strategically important market for the company. We have Ltd) Dr Pawan Goenka (President, Automotive
introduced the Xylo multi-purpose vehicle and the Thar 4x4 off- & Farm Equipment Sectors, Mahindra & Mahindra Ltd and
roader, in addition to the refreshed Scorpio line up. Our dealer Chairman of Mahindra South Africa) and Mr Ashok Thakur
network now includes more than 40 Sales and Service outlets, (CEO of Mahindra South Africa), at the media function
ensuring countrywide coverage. We aim to leverage the synergies on 12 July 2010.
of this network to build a robust tractor business in the country”. year, and Satyam was the official IT provider to the World Cup.
Mahindra is one of the world’s top tractor brands and has been It is clear that Mahindra/Satyam intends to build a powerful
the market leader in India for the past 27 years with the Group global brand, and their sponsorship of the World Cup was the
enjoying a market share in excess of 40%. It now aims to replicate first Indian foray into global sports sponsorship.
its global success in the tractor market (Mahindra ranks number
one in the world in tractor sales, by volume) in South Africa, with From an automotive perspective, Mahindra has a lot to offer.
a strategy that includes introducing a number of new products, They offer the full gamut, from two wheelers to 49 ton trucks,
both two- and four-wheel drive, after having launched its first plus their exceptional agricultural offering. With 80% growth in
model locally in 2006. the first 6 months of 2010 (albeit from a depressed 2009), and the
expectation of robust growth in the next 18 months, assembly in
Mahindra is on the march. It has diversified into aerospace, South Africa is definitely feasible, particularly in one takes into
defence, lifestyle, and IT. And anyone who attended the World account their African footprint. Rumours of a potential takeover
Cup games may have been intrigued by the Mahindra Satyam of SsangYong are also intriguing, as it will add another string to
signage. Satyam is an IT company that Mahindra acquired last their SUV bow.

62 August 2010
 the Buzz?
German Minister Visits Volkswagen
Group South Africa

The Interior and Sport Minister of the German province of Lower

Saxony, Uwe Schünemann, visited Volkswagen Group South Africa’s
Uitenhage plant on Friday 9 July 2010. Schünemann was welcomed
by the Company’s Managing Director, David Powels, who informed
the sports delegation about the modernisation of the plant, on which
R4 billion has been spent over the last three years. During a tour of
the plant, Powels pointed out that Volkswagen Group South Africa
has increased its market leadership in South Africa, with a strong
market share of 21.2 percent during the first half of 2010. Powels
also underlined the company’s successful strategy of localisation to
increase the efficiency of the Uitenhage plant. Over the past year
Volkswagen Group SA managed to bring new suppliers on board
and increased its local content levels from 40 to 70 percent.

Vespa Via Montenapoleone

– scooter from the fashion capital
Milan’s most famous street of fashion, Via Montenapoleone, was
the inspiration for the latest high-class offering from Vespa South
Africa. The GTV Via Montenapoleone is the exclusive amalga-
mation of fashion, art, unsurpassed 300cc power and hi-end
technology. The Vespa GTV 300 Via Montenapoleone reinter-
prets the timeless style elements of its 1950’s predecessor.
Featuring a 278cc engine with 4-valve single cylinder, electronic
injection and liquid-cooling, the bike’s pick-up and acceleration
is fully optimised. The sleek Vespa GTV 300 Via
Montenapoleone has zipped off the narrow Milan lanes into the
South African Vespa showrooms. Check out the dashing Lucido
Black model specifications on www.vespa.co.za

August 2010
 Top Class Topics

The Ultimate
Dispensing System
Since 1909, quality Permatex® products have been used in
workshops, garages, and racetracks around the world. Permatex
has built an enviable reputation on its ability to constantly bring
out innovative and exciting products, with its understanding that
the technician’s and DIY community’s needs are the primary
concern. This is what drives Permatex, which makes innovation
TopClass MD, through research and development a Permatex hallmark. One
Richard Pinard example of this approach is Permatex’s solutions to gasketing.

Gasket Makers and Sealants Made Easier

Permatex’s patented PowerBead™ Dispenser gives you enduring reliability
and keeps on giving with the ultimate in pinpoint control, outstanding
product performance and ease of use. Briefly, to summarise the benefits:
• Makes application quick and easy
• Extended, rigid nozzle gives pinpoint control
• Vertically-actuated valve design allows all material to be dispensed
(NO WASTE) and eliminates clogging
• Product flow can be regulated easily, without finger fatigue
• Permatex branded comfort-grip

The PowerBead™ Advantage

The Permatex patented valve opens all
internal orifices, unlike standard tilt
valves, which only open a few.

Your benefit...virtually no
clogging and smoother
product flow with
better control.

64 August 2010
 Consumer Protection Act
ABR brings you a series of articles on the Consumer Protection Act.

Can clients score free parts with

the Consumer Protection Act?
By law, customers may now return any item half a year after
delivery. Alwyn Viljoen explores how this may impact
by Alwyn Viljoen on the auto parts market.

M
ore than a year after the President assented the new
Consumer Protection Act, the jury is still out on
what consumers can and will do with the new
rights bestowed on them by Act 68 of 2008.

These rights are vast. For example, if any goods (except goods
bought on auction) fail to satisfy any of the “Consumer’s rights
to good, safe quality goods” as listed in the 18 clauses and
sub-clauses of paragraph 55, the next paragraph 56(2) allows the
consumer to return those goods “within six months after delivery;
without penalty and at the suppliers’ risk and expense”.

At first glance, this six-months-to-return clause seems to open a

loophole for all kinds of abuse of suppliers of automotive parts.

Take, for example, selling a set of brake pads to a mini-bus taxi

driver. The Act grants the taxi-driver the legal right that his new
brake pads “will be useable and durable for a reasonable period of
time, having regard to the use of which they would normally be
put; and to all the surrounding circumstance of their supply”.
The key questions here for parts suppliers is what is a “reasonable
time” during which a taxi driver can expect to use his new brakes?
Can he, for example, return the used brakes after five months,
claiming the taxi is no longer stopping from 100-0 km/h within
60 metres when empty, as did the previous brake pads he bought
from the same store at the same mileage?
Any branch would save a lot of hassle and invest in a bit of
goodwill by just exchanging the used pads for new ones at the
store’s expense, as Act 68 in fact requires. In the worst case
scenario, however, the savvy taxi driver will tell all his mates how
to score free brake pads – or tyres, clutches, wiper blades, etc. – by
exploiting both the protection afforded by Act 68 of 2008 and the
reluctance of sales staff to displease a customer.
The good news is that the Consumer Protection Act does offer the
supplier a measure of protection, although its far from perfect:
Paragraph 55(6) states a consumer’s rights are excluded from sales
where the supplier “expressly informed” the consumer that
particular goods were offered in a specific condition, and if
the consumer has “expressly agreed to accept the goods in that
condition, or knowingly acted in a manner consistent with
accepting the goods in that condition”.
In other words, should our taxi driver start to abuse the Consumer
Protection Act, the sales staff better start telling him that his brake
pads are sold voetstoots, and then get his expressed agreement in
the form of his signature on the sales receipt, which must state this
condition of sale in writing. It’s that, or auctioning all goods.
66
What is Midas doing?
As South Africa’s leading aftermarket automotive parts
supplier with over 450 franchised outlets, Midas
welcomes the new Consumer Protection Act, which
protects both their walk-in clients and Midas
franchisees.
Stefan Le Roux, franchise director at Midas, said the
first step for Midas was and is still to understand
the various and complex issues in the act – “we are
currently short-listing the specifics per franchise and
the effect on the Midas Group”.
This includes ensuring that all the brands sold comply
with the act, (which range from putting specific health
warnings on the packaging to stipulating the correct
ways of disposing dangerous goods), and preparing
training on the effects of the act for all franchisees.
Midas is also establishing electronic complaints
procedures, product guides and audit trails to ensure
continuous compliance.
“We are comfortable with the introduction of certain
sections of the Act in that we have always been very
conscious of the quality of the products we sell,” said Le
Roux.
He added that Midas already subscribed to the draft
industry code in conjunction with the RMI as the
industry awaits formal regulations from government.
August 2010
August 2010 67
 Dog Day Afternoon by Tony Twine

Fifi and the World Pup

This article originally appeared in www.newstime.co.za – our grateful thanks to David Bullard for permission to re-publish
Fifi, as you probably will have deduced from the name, was a poodle.
Although not much of a show dog herself, she took great pride in
presiding over what became known as the greatest show on earth,
held every four years. Through careful management and an iron fist
behind the furry face, this show generated huge amounts of cash.
There was so much money that, with her tail held upright, Fifi the
poodle became known as Fifi the boodle.

F
ifi was descended from a French poodle called Frank and
an Italian standard poodle called Lira and was sister to
the notorious Euro. Frank had settled in Switzerland
soon after Euro appeared on the scene, leaging to his
friends calling him Swiss Frank. Fifi set up her corporate head-
quarters in that country on account of its much admired neutral-
ity, and its refusal to disclose bank account details to the outside
world. Fifi’s organisational structure was the key to her success.
Not only had she cornered the global market on dog show organ-
isation and administration, she also held sway over all the judges
which officiated at the individual shows. Many of these judges,
despite holding international status, were real dogs themselves.
Visitors to the shows were frequently heard to remark that the
judging dogs appeared to need guide dogs to do their jobs better.
Frustration began building up, and suggestions were put forward
that technology be introduced to assist the judges. Fifi turned
down these suggestions, saying that dog shows had to move
quickly, but secretly worrying about the attention spans of the
participating show dogs, which she knew to be pretty feeble. Part
of Fifi’s organisational success came from the prolific money mak-
ing proficiencies of her near relative, a dog called Patch. Patch
had a monopoly on kennels and entry tickets for all the big shows,
and did not hesitate to load Mastiff sized margins onto Terrier
sized benefits. Despite having structures in over 200 hundred
countries and territories across the globe, Fifi and Patch knew very
well that big money in the dog show business was in Europe.
They therefore tried for many decades to have every second inter-
national show somewhere on that continent. Notwithstanding
the obvious location bias, from 1970, the dogs winning the best-
on-show award came alternately from Europe and South America.
Some sceptics held the view that the successful South American
packs were good enough to win because of the genes that had fled
to that continent from middle Europe in 1945.
A dog without a ball is a sorry sight. Show dogs learn to perform
without being near a ball, but the sometimes unexpected dips,
swerves and bounces of the ball introduced by Fifi in the 2010
World Cur Show seemed to have many of them totally baffled.
Eventually, the gun dogs were seen to hold the advantage, simply
because they could shoot better.
But Fifi always knew the score. Working dogs are there to work,
to earn money to pay to see the show dogs. Media dogs are there
to keep the hype up. Police dogs are there to provide security and
prevent ambushes. Sniffer dogs have been known to coach nation-
al packs when they get too old to run around the showroom itself.

WATS Bloemfontein 21st Oct 2010! – “One Night ONLY!”

With a focus on Vehicle Diagnostic Scanners, Auto Electrical
Training, New Technology, Parts, Tools & Garage Equipment, the
very first Workshop Aftermarket & Technology Show (WATS)
taking place at Ilanga Estate in Bloemfontein on 21st October from
16:00 to 22:00 promises to be another OFS Success Story. The
WATS Expo, which from its inception in 2005 has enjoyed the full
endorsement of the Retail Motor Industry of S.A. is this year
privileged, to for the very first time work side by side with RMI
Regional Manager for the Free State Mr. Louis van Huyssteen & his
Dynamic Team.
This show offers Visitors & Exhibitors the best in:
• Valuable exposure of the Automotive Aftermarket suppliers
& visitors alike.
• Perfect opportunity to launch new brands.
• Networking with high quality clients and suppliers face to face.
• Minimal staff absence & overhead for this one day only event.
(Fast & Furious)
• Stylish shell schemes, modern & vibrant atmosphere.
This is a fantastic opportunity for companies to showcase their
products or technology to the Automotive Aftermarket of the Free
State, as there has NEVER before been a TECHNOLOGY expo of
this type in BLOEMFONTEIN!!.
• Free Boerie rolls & Beer/coldrinks to visitors/exhibitors @
18h00.
• Gorgeous girls giving away T-shirts in a way you would never
expect!
• Prizes to be Won!
• Cash Bar will also be available.
For further information visit www.wats.co.za where you can register
on-line or contact Miranda on: 082 9680 214 & admin@wats.co.za
or Johann on: 082 5515 061 & info@wats.co.za

68 August 2010
 Wilde Things

Policing Priorities
Sap is a word that can be used either as a noun or a verb,
depending on the context. It can also have many meanings, once
again depending on the context. As a noun it could be the juice
of a plant, or it can also define a gullible or foolish person.
When used as a verb, it generally means to weaken, deplete or
undermine. Thus, it is no coincidence that our police farce (eh,
by Fingal Wilde
force) are so well described as SAPS. Let me elucidate.

I
n late May 2010, less than two
weeks before the official opening
of the FIFA (which does not stand
for fellatio in football attire, but
it’s not far off ) World Cup, the
wife of a colleague of mine was
brutally attacked by two armed currently
advantaged thugs. In her very own house,
nogal. In a normal society their savage
behaviour, i.e. attempted murder, mali-
cious and aggravated assault, armed rob-
bery, housebreaking, and a few more
charges that could be thrown at the perpe-
The only conclusion that I can come to is This bullet was centimetres away from
trators, would all be defined as extremely
that we have a shockingly dysfunctional taking a life – but the thing who pulled
serious crime, and would bring about an
police farce (sorry, force), and that we are the trigger is still running around,
immediate and strong reaction by the
not safe in our own homes. Rather be a knowing that the police are not even
enforcers of the law. What one would
FIFA official – then your safety is para- bothering to look for him
expect in a civilised society. Foolishly, some
mount in the eyes of General Bheki Cele,
of us think that this would be the reaction
following in the glorious tradition of other
from SAPS. Foolish we indeed are, and
generals such as Idi Amin, and Minister
gullible to boot. We are the saps, and we
Nathi Mthethwa, who believes in staying
are being weakened, depleted and under-
at one star hotels.
mined, in other words, sapped, by our
gullibility.

Ten days after the event, and still waiting

for the police to come and take a state- The police were more interested in
ment, my colleague and his wife had to go arresting ladies for wearing orange
to the Sandton Police Station to enquire dresses and looking dangerous!
why a serious crime did not even warrant
an investigation. And to add even further Or this very dangerous
shame on the police, the assault details man who walked into
which had been assiduously recorded at an England soccer
the Sunninghill Hospital on the designat- team dressing room –
ed form, was gathering dust at Casualty. he was arrested for this
The “investigating” officer had not even violent act!
bothered to collect this vital piece of evi-
dence. Nor was he interested in doing any I demand that
forensic investigation at the scene of the SAPS protect me,
crime. My colleague soon found out why – and not the saps
the detective assigned to the case was This is not
of South Africa
doing guard duty at FIFA VIP hotels. General Cele, it is
Sepp Blatter and his cronies’ security was General Amin
obviously far more important than the
security of the citizens of South Africa.

70 August 2010
 Hogg Wash

The Beautiful Con

Before I begin my reflections on the feckless 2010 Fufa™ World Cup,
and the ficking fankless football supremos, let me make a significant
confession. I am a rugger bugger. Before this soccer circus came to our
shores, I had yet to watch a full game of soccer, either live or on TV.
I am not really qualified to make comment on this not so beautiful game,
by Gilbert Hogg but the editor insists that I give it a go.

I
really did try to get into the spirit of things. I even managed
opposition player. It became a yellow card bonanza, and when
to attend two games, at Loftus Versveld and Soccer City, and there was a sniff of a red card the whole Spanish team became a
was impressed with the organisation and the discordant ensemble of entreaties and worse, and an en
facilities. Yet the games themselves left me bloc pressure point, which unfortunately became
singularly unimpressed, and the only thing a web of deceit for Webb, who did not have
that left me overwhelmingly impressed the confidence and ability to put the bull-
was the superb Soccer City, or FNB shit down with a firm hand. Talking
Stadium, or National Stadium, or about bulls, I realised how well trained
whatever they eventually decide to the matadors were when the goalie
call it. Over and above the architec- took a big tumble over his own
tural heritage left to us, it was a player, and was up in an instant.
struggle to truly understand what He reserved his histrionics for yel-
all the excitement was about. The low and red card territory, i.e. when
whole extravaganza was built on touched by an opposition player.
the game of soccer, but the game is No wonder the Spanish colours are
not so beautiful. red and yellow – it is the colour of the
cards they are taught to wheedle out of
After my brief flirtation during the the refs. The Netherlands team, on the
group stages, I took a sabbatical, and only The Spanish football other hand, were poorly trained, and it cost
came alive at the semi-final stage, and must them the game. Late in the second half, Arjen
admit that the Netherlands Uruguay game was
side in training Robben was held back by a Spanish player on his
well worth watching with two particularly stunning way to the goal line and an almost certain goal. Instead
strikes, and so my cynicism was somewhat blunted. The third and of taking a dramatic tumble, which would have earned the
fourth place play off was even better, with Germany and Uruguay defender a red card, and Robben a free kick just outside the
dishing up five great goals. Maybe, just maybe, I said to myself, penalty area, the fool stayed on his feet. Del Bosque looked on
all my scepticism was unfounded. I looked forward to a final that contemptuously.
would convert me for life. All the money and hype was going to
deliver a new recruit. I settled down and waited for Howard I switched off the TV in disgust at full time. The only thing that
Webb’s whistle, and a moment that was going to change my life. would have kept me watching was the sight of Bakkies Botha
running on to the field. He would have shown Webb a thing or
The illusion was shattered within five minutes. Three dramatic two about physical fouls, and would have given the Spanish good
falls from the Spanish players in a few minutes set the tone for the reason to writhe in pain. Bakkies would have head butted his way
rest of the game and Howard Webb was like a deer caught in the to red card glory in micro seconds, and the field would have been
headlights. The Jules Rimet trophy was obviously so important to devoid of any players before anyone got warmed up. I look
the Spaniards that they were prepared to con their way to the forward to my next trip to Soccer City – to watch a real man’s
silverware. Coach Del Bosque had the players well versed in every game – rugby.
aspect, with the most important lesson drilled deep into the
players that of the dramatic fall and scream if touched by an By the way, what was the final score in that other silly game?

72 August 2010
 THe Fink

Letters to the Editor

The winner of this month’s “Letters to the Editor” competition is Bronwyn Maclaurin,
who responded to our Spirit of Safety column in the June 2010 issue. Bronwyn gives
an interesting perspective on what is “good” and what is “bad” driving. The important
aspect of this letter is that Bronwyn shows a high degree of awareness of the
importance of careful driving, which is what our Spirit of Safety series is all about.
For this effort, Bronwyn wins for herself a R500 Midas gift voucher.

to
rs exposed
k, il li o n s o f road use a li fe of
Dear Fin the m has
ri v in g ’. As one of b b s a n d flows and
RIVING ? lD e
GOOD D of Carefu inating. It
portance rather fasc
WHAT IS le on ‘T h e Im
s, I fi n d tr a ff ic
g entity.
to y o u r June artic rs ) o n a daily basi re a li v in g, breathin do not ha
ve the
sp o n se n d ri v e if it w e d it , w e
is in re Afric a ffic a s arou n rather
I write th a ffic (a nd South t re fe rr ing to tra te s a n d routines le fo r us to beat,
ican tr cau g h ily ro u obst ac riving.
South Afr A fr ic a n s are often e n p la n n ing our da a re a n u isance, an a n aly se our own d
outh ,e v ay s, to
its own. S t for traffic so many w g the time
ru d g ing respec a re like us in h o u t ever takin d? Or is
c t th a t we be a r g
h e se p e ople, w h o
a s b a d d rivers, w it
th e ru le s of the roa
e fa rs. T ers to
Despite th llow drive judge oth according
e re sp e c t for our fe rs . W e a re quick to ri v e r? Is it driving
sam ad use dd cordingly.
g fellow ro ake a goo driving ac 80km/ho
ur
than bein d ’ d ri v in g. What m a n d th e n ed with a
rs u s ‘b a e ro a d , ad m a rk /h ou r.
od’ ve on th
a single la
ne ro
t only at 6
0km
th o u g h here is ‘go ti o n s a ff e ct others g a lo n g f ro ad , b u ?
The key ac vin e stretch o eed
f how our . He is dri at that sp
b e in g c onscious o u rr y to g et to work av e llin g on the sam v er fo r travelling
it ah y tr d ri
loggs is in ear old lad at make h
er a good son,
e x am p le . Mr Joe B R o b in so n, an 80 y t d o es th v e rt a k e s Mrs Robin s
u an rs ,b u ,o a
I’ll give yo cked by M sen speed et to work obinson w
m it. H is path is blo to tr a v e l at her cho a n d d e sp erate to g d ri ve r n ow? Mrs R o ve rta k-
speed li a s e v e ry right r sp ee d limit, h o is th e bad a co ll is ion by
son h o u ast. W ause d
Mrs Robin ed 80km/h his way p s nearly c
d ri v in g at the post M rs R o b inson on
e e d , b u t Mr Blogg
ted from at e posted sp
s is preven d hooting
Mr Blogg c o m in g traffic, an b y n o t d riving at th would be
amazed
g o n u se rs , y o u
avo id in ro a d oth e rs ey will
narrowly
d e ra te to her fellow e ir d ri v ing has on m e o ff e n ces that th
nsi t th sa
being inco f the effec mmit the
r. is an c e th ey have o s in th at they co
ing h e cog n ocri te
how little rs are hyp traffic she
p eo p le drive, and n o u r ro ads. Drive th e flow of
h o w ts o g in
If you wa
tc h accid e n bra k in with him
o t more road p le of sudden w il l get angry
that there
a re n
g. ing in a ri p
al, an d sh e d she will
rs fo r c ommittin p in tr a ffic, result o o t h is disapprov th e sa m e lady, an
e ll g a ill h to f or.
berate oth a too-sma ding her w ut in fron inutes pri
fo rc e h er way into st a v o id ed rear-en e r ro a d user will c e lf p u ll ed a few m
pily s ju oth e he rs
r will hap er who ha e road, an oeuvre sh eves she is
a
One drive h e d ri ve r behind h ree b lo c ks down th al at the same man in . She beli l
p te d . T e v e r, th a p p ro v f th e c o sh e w il
has disru . How express he
r dis
pposite si
des o w drivers.
Yet
b e in g m ore polite o te r a n d a re o n o h e r fe ll o tio n sh e
for not e ho ey s on e ac
y h e r hand on th it e th e fact that th ffe c ts o f her action d id e x a c tly the sam
la esp e o
in turn actions, d e negative meone wh
elf ju st if ied in both o f tr a ff ic , despite th will rage against so
ers ow e
onsider h ring the fl te. Then sh a bad
She will c su cc e ss fully ente a t it w as not poli in g ? W hat makes
good driv
er fo r out th me th nce for
n so m e one points e d o e x actly the sa h a bit more tolera
wh e hen w wit lace to
get angry im a b ad driver. n o t b ad driving w e lie v e th ough that r m o re pleasant p
all h is it o b a fa
did, and c vers, but exists. I d a will be
o th e rs a re bad dri g a s th e motor car a d s o f S outh Afric
that n for as lo
n e ro
ick to claim ration, th
We are qu a te th a t will rage o n d in g a n d conside
is is a de b ta
driver? Th ore unders
ro a d u se rs, a bit m
our fellow
travel. in
Maclaur
Bronwyn

76 August 2010
 THe Fink
A close second in the best letter stakes is Johan Nel, who sent this letter to Alfred Teves Brake Systems (Pty) Ltd. Ate passed it onto us, and we
just loved Johan’s description of our June 2010 front cover as “pure automotive porn”. Wow, Johan, you have just sent a shot across the bows
of Hugh Hefner’s Palms Hotel penthouse in Las Vegas! Johan has also asked a few questions, which I am sure that the Ate marketing team
have answered.

Dear Marketing Team.

You have hit the jackpot with the front cover of the June 2010 Automotive Business Review maga-
zine. To a petrol head like me it was pure automotive porn to see a grooved cross drilled vented disc
supporting a dark blue anodized 4 pot aluminum caliper. Congratulations must go to the whole
ATE management team as well for realizing that a market for such an item exists and having the guts
to go ahead and manufacture such an item when S.A. is really still suffering from the recession after-
shock.

I have one problem with the Halo range of calipers. No information is available on your web site
yet, or is it because they have not officially been released yet? I am particularly interested in the
weight of these calipers, because the decrease in unsprung weight is as important to making a car
change direction, as the ability of the caliper to clamp the disc rotating through it properly. Secondly,
I would like to know, if possible, the diameter and thickness range these calipers were built for. If
you can confirm that the calipers were made to fit original disc diameters and thickness for the cars
listed in the article in the ABR magazine, it will already go a long way towards setting my mind at
ease. In other words these calipers were designed as a caliper upgrade only from stock standard orig-
inal manufacturer specification calipers for Opel, Toyota, Golf etc.

Keep up the good work, and I really hope that I can fit a set of these calipers to my car once I have more information.

Kind Regards.

Johan Nel.

And finally, this came to us from

an obvious motorsport fan in
Durban. It is a plea worth con-
sidering, so we pass it on.
KwaZulu Natal is the only major
province without a decent motor
racing track, so we support this
petition.

Win a Midas Voucher

The FINK is looking for letters to the
Editor. The more the merrier, and the more
thought provoking of these shall find their
way into ABR. The best letter will win a
Midas voucher to the value of R500. So get
out those pens and write to:
The Fink
P O Box 102
Wendywood, 2144
Or Fax 0866 579 289
Or email:bigheart@iafrica.com
The judges decision, no
matter how one
eyed they are,
will be final.

83
 Fast
F1 Celebrates 60 Years
60 years of Formula 1 Grand Prix racing was celebrated at the British
Grand Prix at Silverstone on Sunday, the 11th July, when the F1
racing circus came back to its original home. Grand Prix racing of the
modern era all started on May 13th 1950, when Silverstone hosted
the first post-war Formula 1 Grand Prix on a converted bomber base
north of London. Entries were made up of pre-war British and Italian
cars. It was won by an Alfa Romeo Tipo 158 driven by Farina.
T
he celebration in the heartland of Grand Prix racing
with a huge concentration of motorsport fans
almost didn’t happen. Bernie Ecclestone, the
Formula 1 supremo, had threatened to remove the
British Grand Prix from the calendar unless a big
investment was made and Silverstone heavily revamped.
Donnington was the next choice, but it had to be revamped as
well. They couldn’t meet the deadlines and when Tom
Wheatcroft, the owner of this parkland circuit died, Donnington
was dug up and derelict. So Grand Prix racing reverted to
Silverstone. Silverstone looked fantastic at its reopening. It has
retained lots of the previous features – fast straights and high
speed corners, which drivers love, and has added a few more. It’s
great and is a real GP circuit, certainly compared to some of the
other Mickey Mouse tracks grand prix cars go to with lots of
chicanes and slow speed corners built normally to please
Governments with lots of money and only a few enthusiasts in
their country. The weather, the new track, the sideshows and the
huge crowds, (over 300,000 attended over the weekend) made for
a memorable programme to prove that giving Silverstone the
British Grand Prix until 2018 is the correct decision. Particularly
as most of the cars and components are made in Milton Keynes,
just down the road.
Racing was dramatic without being great. Sebastian Vettel once
again took pole position in the Red Bull with a highly upset and
determined Aussie, Mark Webber, alongside him. Webber had his
very fancy front wing taken off his car and given to Vettel when
is dropped down on the road for some reason. Alonso was 3rd in
an improved Ferrari. Webber took off from the dirty side of the
track and led into the first corner, and was gone with Lewis
Hamilton (McLaren) on his tail throughout. On the first lap
Vettel went off and got a puncture, Alonso and Massa collided
with each other and both suffered damage.
The worst decision which ruined the race for Alonso for the
second meeting in a row was made by the stewards and Nigel
Mansell, who was the drivers’ advisor on the panel. They handed
Answers
1. VW Polo 6. Valentino Rossi
2. Lewis Hamilton 7. Killarney, Cape Town
3. Hyundai / Kia 8. Zwartkops
4. Korea 9. Deneysville
5. Fourth 10. Pirelli
78
Wheels
by Roger McCleery
out a drive-through penalty for going onto the grass inside Kubica
in a corner, who at that time was about to retire. Stewards in my
book should be locked up in a dark room with no sight of a TV
screen. They can then review any incidents at the end of a race
and hand out any time penalties.
Rosberg did well with a 3rd for Mercedes Benz, while team-mate
Michael Schumacher, had a great 4-way dice down the pack.
In my book the European GP in Valencia was not really what you
would call a Grand Prix. Run around a featureless warehouse-
lined dockyard in Valencia, it has concrete walls on both sides of
the track all the way around. Except for a bridge. They claim big
crowds attended, but they must have been hidden as they didn’t
show up on TV. Why go to a dockyard when they have got an
arena circuit just outside town used by the Moto-GP and
Superbikes? Anyway, the race was memorable. The safety car
brought problems. A whining Alonso moaned that something
should be done about Lewis Hamilton, who had taken advantage
and slotted in high up the grid. Also I couldn’t understand why
Michael Schumacher down in the pack who pitted, was only
allowed out of the pits at the back of the field.
Vettel’s win in Spain possibly made up for colliding with Webber
in Turkey who retired to the pits without any points. Basically it
put Webber in No 2 spot in the team despite his contract saying
there are no favourites.
Despite Formula 1 rules that there no-ways can be a No 1 and
No 2 driver and no team instructions may be made to drivers.
Who are they kidding? Motorsport has always been about the
individual. People generally don’t give a hoot about the
Manufacturers or Team Championships.
After the forthcoming Hockenheim, which has lost its character
by losing its long straights, and follow-my-leader Hungary, there
is a 28-day break in August until the 29th, when the greatest of
all tracks, Spa in Belgium, will host Round 13.
From page 16
11. 2018 16. Continental
12. Dave Powels 17. Chevrolet
13. Imperial and McCarthy 18. Louis
14. Foton (China) 19. Midas
15. Isuzu 20. VW
August 2010
 Midas Sport
A series of articles on Midas motorsport initiatives in 2010

Midas Keeps the Flag Flying

Historic car racing is alive and well and living in South Africa, and has a huge follow-
ing, both from a competitor and spectator point of view. This year a regional series is
attracting the crowds from Midvaal to Killarney, and nationally there are four annual
3 hour races, held in Durban, Kyalami, East London and Killarney. Recently, the
Zwartkops Raceway attracted an entry of over 250 vehicles, which proves the immense
popularity of the genre, and a yearning for the good old days.

A Midas Motorsport
Plymouth Fury, driven
by Hennie Groenewald,
lifts off around the
corner at Zwartkops
Raceway. This car was
built by Peter du Toit,
who owns the
Zwartkops circuit.

Pic acknowledgement :
Dave Hastie, Classic &
Performance Car Africa

T
here are many classes that cater for the full spectrum; from true classics to well used
bangers, but the crème de la crème of historics is the Classic Thoroughbred Saloon series.
This series has been made possible by the sponsorship of Midas, who have re-entered
motorsport sponsorship. Stefan le Roux, Midas Franchise, Marketing and Commercial
Vehicle Director, explains the Midas philosophy, “Midas has the biggest automotive fran-
chise footprint across southern Africa, and therefore it is important for the Midas Franchise brand to
be seen to be associated with motorsport. High profile sponsorships are very expensive, so we prefer to
spread our sponsorship spend around, across various motorsport activities, from production cars, the
V8 Supercars, the Formula Ford series, the Clubman series in Cape Town, off-road racing, and the
Classic Thoroughbred Saloon series.
Peter Lindenberg is
We recognise our leadership role in the automotive aftermarket, also a great fan of clas-
and our participation in motorsport and related activities across sic thoroughbreds. He
the country is our way of putting something back for our cus- says that these race cars
tomers and franchisees, in a structured and responsible manner”. have to be totally
original, and he adds
that Midas is playing
ABR managed to catch up with Nicholas Sheward, Chairman of an important role with
the Classic Thoroughbred Saloon series, at Midvaal on 17th July their sponsorship of this
2010. Nicholas is busy restoring some of these “real cars”, and he series
is encouraging the growth of this historic class of vehicle. Classic
Thoroughbreds encompass the original race cars that raced in the
enthralling saloon car races in the 1960’s, 1970’s and 1980’s. Nicholas Sheward, Chairman of the
Iconic names and brands such as Hepburn, Poulter, Viana, Classic Thoroughbred Saloon series,
Barnard, Lindenberg; Cortina Perana, Capri V6, Gunston Z181 says that “the competitors of classic
are just some that roll off Nicholas’ tongue. thoroughbreds are the custodians of
South African saloon car history. We
are extremely grateful to Midas for
ABR shall revisit this nostalgic era in future issues. their sponsorship of this iconic class”

August 2010 79
 The Last Writes by Baron Claude Borlz

“For our more discerning readers .....”

The old ones are still the best. Here is the perennial British joke:
The Scots keep the Sabbath – and anything else they can lay their hands on
The Welsh pray on their knees – and on their neighbours After Nigeria was
The English proclaim they are self-made men – thus relieving the Almighty of a terrible burden eliminated from the
The Irish don’t know what they want – but by God they’re willing to die for it! World Cup, the
Nigerian goalkeeper
And talking about the self-made English, here are some classics that came out (from England!) after
England’s dismal performance in the World Cup:
has personally
• David Blaine is reportedly furious – his record of doing absolutely nothing in a box for 42 days has
offered to refund all
been broken by Wayne Rooney
the expenses of fans
• The England team visited an orphanage in Cape Town during the World Cup. “It’s heartbreaking to
who travelled to
see their sad little faces with no hope” said Jamal, aged six South Africa.
• I’ve just won two tickets to see the England team. Do you want to come with – we’ll catch the bus
to Gatwick Airport and watch then come home He said he just needs
• I hear Oxo are making a new product. The packaging is white with a red cross and they’re calling it their bank details
the laughing stock and pin numbers to
• Fabio Capello was wheeling his shopping trolley at a Tesco parking lot when he noticed an old lady complete the
struggling with her bags. He stopped and asked, “Can you manage, dear?”. The old lady replied, “No transaction.
way, you got yourself into this mess, don’t ask me to sort it out!”
• Apparently that fan had no trouble slipping into the England dressing room – Rob Green was guarding the door
• I can’t believe we only managed a draw against a rubbish team we should have annihilated. I’m ashamed to call myself Algerian
• What does an Englishman do when England wins the World Cup? He switches off the Play Station
Another classic:
HAVE YOU EVER BEEN GUILTY OF LOOKING AT OTHERS YOUR OWN AGE
AND THINKING, SURELY I CAN'T LOOK THAT OLD? WELL . . .
YOU'LL LOVE THIS ONE.

MY NAME IS ALICE, AND I WAS SITTING IN THE WAITING ROOM FOR MY

FIRST APPOINTMENT WITH A NEW DENTIST. I NOTICED HIS DDS DIPLO-
MA ON THE WALL, WHICH BORE HIS FULL NAME. SUDDENLY, I REMEM-
BERED A TALL, HANDSOME, DARK-HAIRED BOY WITH THE SAME NAME
HAD BEEN IN MY HIGH SCHOOL CLASS SOME 30-ODD YEARS AGO.
COULD HE BE THE SAME GUY THAT I HAD A SECRET CRUSH ON, WAY
BACK THEN? UPON SEEING HIM, HOWEVER, I QUICKLY DISCARDED ANY
SUCH THOUGHT. THIS BALDING, GREY-HAIRED MAN WITH THE DEEPLY “Maradona believes in using the sponsors
LINED FACE WAS WAY TOO OLD TO HAVE BEEN MY CLASSMATE. AFTER HE products, and he is a great fan of Coke”
EXAMINED MY TEETH, I ASKED HIM IF HE HAD ATTENDED MORGAN
PARK HIGH SCHOOL. 'YES. YES, I DID. I'M A MUSTANG,' HE GLEAMED Jimmy tells Mike …..He's thinking
of buying a Labrador.
WITH PRIDE. ‘WHEN DID YOU GRADUATE?’ I ASKED. HE ANSWERED, 'IN “Are you mad??? !!!!” say's Mike!
1975. WHY DO YOU ASK? ''YOU WERE IN MY CLASS!’ I EXCLAIMED. “Have you seen how many of their
HE LOOKED AT ME CLOSELY. THEN, THAT UGLY, OLD, BALDING, WRIN- owners go blind??”
KLED FACED, FAT-ASSED, GREY-HAIRED, DECREPIT SON-OF-A-BITCH
ASKED,"WHAT DID YOU TEACH?"
CIGARETTE: A pinch of tobacco rolled in paper
with fire at one end and a fool at the other!
SMILE: A curve that can set a lot of things straight!
OFFICE: A place where you can relax after your
Answer from page 8
MARRIAGE: It's an agreement wherein a man loses strenuous home life
his bachelor degree and a woman gains her master YAWN: The only time when some married men
ever get to open their mouth
LECTURE: An art of transmitting Information
from the notes of the lecturer to the notes of students EXPERIENCE: The name men give to their
Mistakes
without passing through the minds of either
DIPLOMAT: A person who tells you to go to hell in
CONFERENCE: The confusion of one man multi-
such a way that you actually look forward to the trip
plied by the number present
MISER: A person who lives poor so that he can die
COMPROMISE: The art of dividing a cake in such RICH!
a way that everybody believes he got the biggest piece FATHER: A banker provided by nature
TEARS: The hydraulic force by which masculine will BOSS: Someone who is early when you are late and
power is defeated by feminine water-power! late when you are early
CONFERENCE ROOM: A place where everybody POLITICIAN: One who shakes your Hand before
talks, nobody listens and everybody disagrees later on elections and your Confidence later
ECSTASY: A feeling when you feel you are going to DOCTOR: A person who kills your ills by pills, and
feel a feeling you have never felt before kills you by his bills!

80 August 2010