APRA Says “Remanufacturing Means Jobs”

Although ISS has kept pace with changes in both the remanufacturing and manufacturing industries, it often seems like media (and America at large) often overlook the real environmental and economic value of the former in favor of the latter. Manufacturing gets the hype, while reman gets ignored. The truth, though, is that we feel each has a special niche in parts supply.Instrument Cluster Buick

We fully stand behind the APRA (Automotive Parts Remanufactures Association) when they sent a letter to all 100 members of the U.S. Senate and 435 members of the U.S. House of Representatives. APRA President Bill Gager asked them to seriously look at remanufacturing as a way to create jobs.

Gager stated, “Nothing creates good permanent jobs like the remanufacturing industry. So, as you (Congress) begin to deal with job creation in today’s economy, we would encourage you to seriously look at how public policy may be used to help the remanufacturing industry expand here in the United States.”

APRA estimates that there are more than 500,000 jobs in the remanufacturing industry and they include products as diverse as automotive and truck parts, toner cartridges, electronic equipment, cell phones, office furniture, locomotive, electrical transformers, air conditioning compressor units for office buildings,off-road construction equipment, agriculture and mining equipment, hydraulic pumps for all types of applications, and the list goes on.

Gager added, “Just about anything that is manufactured can be remanufactured, adding a second or third life to capital goods.”

Gager concluded, “Trade promotion, tax credits, job creation incentives and targeted grants are some ways to help the remanufacturing industry expand. We ask all members of Congress to join us in our mission of job creation.”

ISS has seen first-hand how warranty remanufacturing can create American jobs, because we have done it. Over the past 15 years our instrument, audio, BCM, and circuit board remanufacturing and exchange facilities have tripled in volume, adding numerous great employees to our own team. Our specialty is combining warranty remanufacturing and customer-pay remanufacturing, but we have seen both sides grow for us.

ISS does not pick favorites in deciding between build-new manufacturing and remanufacturing. Every client we speak with has unique needs in its supply chain. (Sometimes, we find that a mix of both can be the most cost-effective solution, where we both manufacture components and use those components for remanufacture.)  But we are happy to see the attention shift a little toward an industry that is by nature both green and focused on American job creation.

How can we help you find a solution for your company? Contact Us today!

Lockout Technology Secures Replacement Parts, and Profits, for Vehicle Manufacturers and Tier-One Parts Suppliers

Over the past decade, we have seen a major trend in vehicle manufacturers to include Lock-Out Technology in high-value components. These computer chip-based systems require parts to have factory-issued security codes to correspond to vehicle parts, or they will not function.  Increasingly, high-value replacement parts must be Vehicle Manufacturer (VM) approved, or they are useless.

IMO Codes Graphic The relative cost to implement this technology into existing chips is fairly small relative to the gain in market share it may realize. Thus, business is booming in this area.  In one high-end manufacturer that we are aware of, the security technology appears in all the following parts:

  • Key/Lock Alarm System
  • Steering Lock
  • Shifter Lock
  • Pushbutton Start System
  • Engine PCM
  • Instrument Cluster
  • Transmission Shift Actuator
  • Transmission TCU

Typical Vehicle Network

How this Impacts the Auto Industry

In many cases this prevents that part from being remanufactured or even re-used in the aftermarket. This drives parts business away from independent aftermarket suppliers and toward the vehicle OEM-authorized distribution network, where both the OEM and the Tier-One suppliers can capture more market.

Obviously, many in the aftermarket see this as a major threat. Salvage shops and parts repair shops, that make their livelihoods off high-value parts like transmissions seem the most threatened at the moment. But even major parts distributors must wonder how long before starter motors, alternators and other parts need a specially coded computer chip to function properly. However worrying it may be to them, though, the practice is perfectly legal. And for profit-motivated OEM’s looking to both horizontally and vertically integrate, it’s inevitable.

This of course does not mean that the OEM can simply charge whatever it wants for replacement parts. The aftermarket is adaptable so some levels of reverse engineering are going to be inevitable. More importantly, though, in today’s competitive auto industry Total Cost of Ownership is more than a buzzword. Consumers want vehicles that are affordable to maintain, and no Vehicle Manufacturer can afford to be known for outrageous repair prices. These codes are a path to replacement parts market share, not a license to print money without regard to the vehicle brand. Driving down costs for the OEM and the consumer is a major focus at ISS. As is the drive to improve quality.

Scott Haugen, President at ISS, puts it best: “ISS sees the rise of this technology as an opportunity. We operate as both a Tier-One/service parts supplier, and as a Factory Authorized Remanufacturing Center. On the Tier-One side, it opens us up to a larger customer base, as we are the ones working with the Manufacturer to supply specially coded replacement parts. On the remanufacturing side, we work with the OEM to ensure parts are properly coded during the remanufacturing and exchange process.

“For both, we offer the highest quality of parts manufacturing and remanufacturing processes available anywhere, ensuring TS-level quality for both the Vehicle Manufacturer and the end consumer.”

For more than 60 years, our clients have often found us to be the shortest, easiest, most high-quality path for the VM and our Tier-One colleagues to capture aftermarket parts market share. We view this lockout technology to be an excellent means to that end.

For more information on how we can help you in the future contact us today!
Source: APRA

Fuel Efficiency Hot Topic for Manufacturers & Fleets at Work Truck Show

The NTEA Work Truck Show kicked off last week in Indianapolis with the Green Truck Summit. Discussions were based around factors affecting the commercial truck industry such as rising fuel prices, alternative fuel sources, and the role government is playing in the changing landscape. It was evident that the industry is focused on increased fuel efficiency and innovation.

BrandFX LogoWhile attending the Work Truck Show, I spoke with Carla Anglin, Director of Business Development for BrandFX Body Company. BrandFX has been producing lightweight composite truck bodies for decades. The BrandFX truck body line has provided fleets a highly effective means of fuel and maintenance savings since their beginning in 1984; before U.S. dependency on foreign oil was a political talking point and before government subsidies provided thousands of dollars for alternative fuel systems. BrandFX Body owner, Lee Finley said, “We were green before green was cool”.

When asked about the NTEA Work Truck Show Carla mentioned, “The NTEA is a valuable resource for BrandFX, we look to them for everything from representing the interests of our industry to congress, market information, even for training resources”. BrandFX is a MVP verified member of the NTEA, and is involved in the Green Truck Summit. The Work Truck Show is a convenient way for them to meet with distributors, announce new products and raise awareness of their product offerings.

As the focus to reduce oil consumption continues, BrandFX believes their product is “An idea whose time has come”, as today’s market is motivated to seek out lightweight solutions. This wasn’t always the case. In the early days, BrandFX composite truck bodies were valued for being rust free and allowing fleets to reduce their total GVW to avoid Frost Law restrictions. While alternative fuels and support infrastructure are being developed, lightweight composite offers immediate sustainable solutions in fuel efficiency and maintenance that business and government fleets can incorporate for profitable, sustainable fleet operations. Lighter truck bodies allow for smaller chassis, and a compounding effect in light-weighting that yields tremendous budget efficiencies over heavier trucks. This is a proven cost benefit, no matter what changes come in the form of alternative fuels.

The Department of Energy’s current efforts to help boost fuel economy and reduce greenhouse gas emissions is taking shape in a number of markets and applications. Most efforts are focused on passenger vehicles, but efficiency demands are coming for heavy-duty commercial trucks and trailers. Some of these initiatives include light-weighting, aerodynamics, alternative fuels, and new power train technologies.

The landscape will be changing in the next decade. Fleet managers are concerned about large investments into new technology, when perhaps other technologies will prove to become the mainstream. In other words, you would hate to have a fleet of Betamax, only to be up-staged by VHS, then DVDs and now streaming video…

Matt Koehmstedt is the Aftermarket Business Unit Manager for ISS. For more information about manufacturing fuel gauges and sensors, visit Instrumentsales.com. Truck fuel sensors and truck gauges can be found at PartDeal.com.

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Audi Reveals Plans for Wireless Charging, New Lightweight Components, Predictive Suspension, and More

Audi "garage parking pilot"

When Audi recently unveiled its R18 ultra and R18 e-tron Quattro LMP1 prototypes, it also used the occasion to present a number of forward-looking technologies. (This is in addition to another recent presentation involving OLED lighting and advanced collision avoidance.) The latest crop of gadgetry includes wireless vehicle-battery charging, predictive suspension systems, advanced lightweight materials, and more. Read on for all the details:

Audi Wireless Charging

Wireless Charging: The adoption rates for electric cars are still as low as their range is limited, but Audi is making a serious effort to ease one of the most annoying aspects of EV usage: the constant need to recharge. Together with Boston-based WiTricity here in the U.S., the brand is working on wireless inductive charging. (WiTricity announced a similar partnership with Toyota last year.) The primary coil is placed on top of or under the parking surface; the secondary coil is installed on the underbody of the car. A driver then parks the car directly over the primary coil, and vehicle battery packs can thus be recharged wherever the (costly) infrastructure is installed: at work, while shopping,  and, of course, at home. The technology was showcased in Audi’s Urban Concept, which was unveiled at Frankfurt last year, and we hear the odds are improving in favor of a limited-production run of the radical two-seater. That’s good news, whether they’re charged wirelessly or not.

Audi Garage Parking Pilot

Garage Parking Pilot: Using this tech, a driver will stop their car in front of a properly outfitted structure, get out, and then tell the car via smartphone to park. After that, everything is handled by the car itself: Utilizing its electrically boosted steering and by-wire throttle, it moseys into an assigned parking spot. Since the driver already has exited the vehicle, the cars can be parked extremely close together, enabling more vehicles to fit in a parking structure. This could be a pretty big deal in a lot of ultra-crowded European and Asian cities. We’ve seen the system in operation, and it works.

Audi Predictive Suspension

Predictive Suspension: Similar to the operation of Mercedes-Benz’s “Magic Body Control”(which we drove some time ago on a prototype S-class), Audi’s predictive suspension scans the road ahead to pre-alert the car’s electronically controlled suspension, which can then adjust for the type and severity of upcoming road imperfections. Audi says that it will adopt “nothing less but a no-compromise solution,” which we take to mean a system that operates flawlessly, so we are curious to discover how such setups deal with short, high-frequency bumps as well as road speeds of 100 mph and beyond.

Audi Multi-Touch controls

Multi-Touch and Gesture Controls: Moving beyond the touchpad of its current MMI system, which allows written inputs via fingertip, Audi aims to introduce multi-touch controls that allow you to zoom in or out of maps and menus with pinch gestures, as well as scroll through lists with your finger, like on your smartphone or tablet. The company also is working on a gesture-based system, whereby you don’t actually touch anything to swipe through menus and interact with media, which appear on regular screens or on one or more head-up displays. As our personal gadgets have shown, touch controls are­ intuitive and can enable a wide range of functionality, so we say bring those on. Gesture-based inputs sound pretty cool, but until we can be convinced that swatting at a fly won’t turn on our secret Barry Manilow albums, we’ll temper our excitement.

Audi ultra-light aluminum strips with carbon fiber

Lightweight Materials: In terms of weight reduction, the company has made impressive progress with the current A6 and the upcoming A3, both of which can weigh between 100 and 200 pounds less than their predecessors. Looking farther ahead, Audi highlighted two interesting technologies: ultra-light aluminum strips with carbon-fiber backing and fiberglass springs. The carbon-fiber-enforced metal strips could be used in many places in the car where thin but strong materials are ideal, such as roof pillars or doorsills. The strips are still in the research phase, however, as Audi currently is working on methods to bond the materials together using the carbon’s own resin rather than glues, rivets, or screws. The fiberglass springs, on the other hand, are just about ready for series production and will first appear on the R8 e-tron electric sports car. The cost of the fiberglass pieces is still 120 percent of steel springs, but they are 40 percent lighter and have no corrosion issues.

Source: Car & Driver

Dub box USA announces itself as an American manufacturer of retro, lightweight, customizable campers

Portland, Oregon – Owners Shane Medbery and Heather Bauccio are excited to
introduce Dub box USA campers and retail/food carts. The concept was born from American vintage
trailers, merged with retro styling and infused with modern conveniences for style and comfort.
Dub boxes will appeal to a wide range of buyers. They are simple, fun, stylish campers that can be
enjoyed traditionally at a destination camp ground or customized for a small business and corporate use.
Dub box USA will appeal to the outdoor and sports enthusiast, the vintage and custom car crowd, the
food and retail cart entrepreneur, and companies looking for a portable event hosting cart or a brand
awareness and marketing tool. The appeal is endless.

Dub boxes are lightweight enough to be towed by many vehicles, compact enough to be stored in a
garage, the exterior and interior decor is entirely customizable and the layout can be altered to suit the
needs of its intended use. Dub box USA will offer a do-it-yourself model, a completed camper with a
selection of finishes, and total customization to build a camper that is uniquely you. The beauty is that
it is limited only to the customer’s imagination.

Heather Bauccio commented, “We believe our Dub boxes offer an attractive price point so everyone
can experience the fun. We are especially optimistic that manufacturing the Dub box in the USA and
supporting our local economy really means something to the buyer.”
Shane Medbery added: “At Dub box we believe there is a niche for campers and trailers in this size.
They are larger than teardrop trailers, but not nearly the size of a typical tow behind camper. We think
their compact size coupled with the opportunity for customization makes them desirable in so many
situations.”

To learn more visit www.dub-box-usa.com.

AEM: U.S. Construction Equipment Exports Up

U.S. construction equipment exports increased 43 percent in 2011 compared to the previous year for a total $23.5 billion of machinery shipped to other nations, according to the Association of Equipment Manufacturers (AEM). This follows growth of 28 percent in 2010 after a 2009 decline of 38 percent in the depths of the recession.

 
U.S. construction equipment exports increased 43 percent in 2011 compared to the previous year for a total $23.5 billion of machinery shipped to other nations, according to the Association of Equipment Manufacturers (AEM). This follows growth of 28 percent in 2010 after a 2009 decline of 38 percent in the depths of the recession.

“Export sales continue to help U.S. construction equipment manufacturers stay open for business and sustain American jobs, especially withthe domestic construction sector still recovering,” stated Al Cervero, AEM vice president construction sector.

Exports to Australia/Oceania led the way in 2011 with a 73-percent gain as the region took delivery of $2.8 billion of U.S.-made construction equipment. Construction machinery exports to South America increased 39 percent in 2011 with purchases worth $4.3 billion, and exports of construction equipment to Central America gained 23 percent and totaled $2.0 billion.

Export sales to Asia grew 44 percent to total $3.1 billion for 2011, and Africa’s purchases of U.S. construction machinery increased 41 percent to total $1.3 billion last year. Exports of construction equipment to Europe gained 49 percent for a total $2.8 billion in 2011, and export business to Canada grew 40.5 percent and totaled $7.2 billion.

The 10 countries buying the most U.S.-made construction machinery in 2011: (1) Canada – $7.2 billion, up 40.5 percent; (2) Australia – $2.7 billion, up 79 percent; (3) Mexico – $1.6 billion, up 28 percent; (4) Chile – $1.3 billion, up 45 percent; (5) Brazil – $951 million, up 25 percent; (6) China – $903 million, up 81 percent; (7) Colombia – $811 million, up 38 percent; (8) South Africa – $683 million, up 72 percent; (9) Russia – $652 million, up 96 percent; (10) Peru – $572 million, up 31 percent.

AEM Construction, Heavy, Duty, Equipment

Source: AEM

Visteon Names Robert Krakowiak Vice President and Treasurer

Ford / Visteon Logo

VAN BUREN TOWNSHIP, Mich. — Visteon Corp. announced the appointment of Robert R. Krakowiak as vice president and treasurer, effective immediately. Krakowiak will be responsible for all activities related to corporate treasury at Visteon, a global automotive supplier based in Van Buren Township, Mich. He replaces Michael Lewis, who left the company to pursue other opportunities.

Krakowiak has 20 years of senior financial, operating and engineering leadership experience at global companies in automotive and other industries. He joins Visteon after approximately seven years at Owens Corning, where most recently he was vice president of finance for the composite solutions business. His previous roles at Owens Corning included vice president, corporate financial planning and analysis; divisional vice president and controller; and assistant treasurer.

From 2002-2005, Krakowiak was vice president and treasurer at Oxford Automotive. Before that, he spent six years at Kmart Corp. in roles of increasing responsibility, including divisional vice president, real estate finance and planning. He began his career at Ford Motor Co. as a product design engineer and senior financial analyst.

“Bob Krakowiak brings a broad range of financial experience in operational and treasury assignments, across a variety of industries, which is well-aligned with Visteon’s global profile and ongoing transformation,” said Martin E. Welch, Visteon’s executive vice president and chief financial officer.

Krakowiak has an MBA from the University of Chicago as well as master’s and bachelor’s degrees in electrical engineering from the University of Michigan.

Source: PRNewswire

In Victory for the West, WTO Orders China to Stop Export Taxes on Minerals

Bauxite Source - loloieg.free.fr
MEMA Industry News Editor’s Note – This WTO decision is good news for motor vehicle parts manufacturers who rely on access to rare earth minerals to manufacture a number of parts. Access to these minerals has diminished in recent years, but this decision should allow access to a more stable supply of rare earth minerals. For more information, contact Dan Houton.

HONG KONG — The appeals panel of the World Trade Organization ruled on Monday that China must dismantle its system of export taxes and quotas for nine widely used industrial materials.

The legal setback for Beijing could set a precedent for the West to challenge China’s export restrictions on other natural resources, including rare earth metals that are crucial to many modern technologies, trade experts said.

In the closely watched case, the trade organization’s Appellate Body, its highest tribunal, ruled that China distorted international trade through dozens of export policies it maintains for bauxite, zinc, yellow phosphorus and six other industrial minerals.

The Appellate Body, reviewing an earlier decision by a WTO dispute settlement panel, said the panel had gone too far in defining why more than three dozen Chinese policies violated free trade rules. But the appeals group said on Monday that the overall effect of China’s export restrictions was harming international trade and the policies would have to be scrapped.

The case was filed in 2009 against China by the United States, the European Union and Mexico.

“This is a major win for the United States,” said James Bacchus, a former chairman and longtime member of the Appellate Body, who now helps lead the global trade practice in the Washington office of the law firm Greenberg Traurig.

Bacchus predicted that China would comply with the World Trade Organization ruling. Beijing has a strong record of adhering to adverse WTO decisions, recognizing that it needs the access to foreign markets that the trade organization provides.

China’s commerce ministry said in a statement on its Web site that it regretted the ruling but appeared to indicate it would accept it, saying that it would act in accordance with WTO rules to “achieve sustainable development.”

Ron Kirk, the United States trade representative, said in a statement that the ruling was “a tremendous victory” for the United States. “Today’s decision,” he said, “ensures that core manufacturing industries in this country can get the materials they need to produce and compete on a level playing field.”

The case has been one of the most widely watched trade disputes in many years because of the precedents it could set for other, even more crucial natural resources. Those will almost certainly include China’s export quotas on rare earth metals, for which Chinese policies appear to have raised similar legal concerns.

Rare earths, however, were not part of the trade case on which the trade organization ruled Monday. Besides bauxite, zinc and yellow phosphorus, the other six industrial minerals are coke, fluorspar, magnesium, manganese, silicon carbide and silicon metal.

China is the largest or among the largest producers of each of these. The United States, European Union and Mexico accused China of using export taxes and quotas to force international chemical companies and other businesses to move their factories to China to tap these resources.

Those sorts of forced migrations are the reason international trade rules bar export quotas in many cases. Many non-Chinese companies have already been setting up factories in China, for example, to gain access to the crucial rare earth metals used in a wide range of modern technologies, since China began clamping down on rare earth exports in recent years.

China produces over 90 percent of the world’s rare earths, which are used in products including computers, cellphones, hybrid cars and wind turbines.

In defense of those rare earth quotas, China had cited a decades-old legal exception to the WTO’s predecessor, the General Agreement on Tariffs and Trade, known as GATT. That exception let countries levy export taxes and restrict exports if the limits were aimed at conserving a scarce natural resource or protecting the environment.

But when China joined the World Trade Organization in 2001, it agreed to dismantle virtually all export restrictions, including on industrial raw materials. That agreement superseded the GATT provisions, the appeals group ruled on Monday.

China’s agreement to join the WTO also bars it from imposing export restrictions on rare earths. Yet China has done so anyway for the last five years, invoking the same GATT exception.

While Appellate Body rulings do not form legally binding precedents under international trade law, Bacchus said it was very unlikely that the trade organization would let China use the environmental argument on rare earths after disallowing the same argument for industrial raw materials.

Indeed, a European Union trade official signaled that Europe might apply Monday’s ruling to pressure China to lift its export restrictions on rare earth metals.

“China now must comply by removing these export restrictions swiftly, and furthermore I expect China to bring its overall export regime — including for rare earths — in line with WTO rules,” said Karel De Gucht, the European Union’s trade commissioner.
International trade officials have said little on the record about why rare earth metals were not included when the United States and European Union filed the original trade case in June 2009. Mexico joined the case on the American and European side in August of that year.

Some of the explanations offered on background included the view that the United States was not worried because it had plans to reopen a rare earth mine in the Southern California desert, and that the European Union was not worried because its companies planned to depend on a mine under construction in Australia. There was also a Western perception in mid-2009 that rare earths were not controversial because they were relatively cheap.

But rare earth prices began climbing sharply less than two months after the filing of the WTO case, after word began to spread in August 2009 that China’s commerce ministry had considered a plan to halt exports entirely for some of the rarest of the rare earths — the so-called heavy rare earths — and to curtail exports for other rare earth metals.

Rare earth prices spiked in the autumn of 2010, after China suspended exports of the metals to Japan for two months as part of a territorial dispute over an uninhabited island. And China’s commerce ministry ended up sharply reducing its annual export quotas for 2010 and 2011.

Western governments have periodically considered filing an international trade case against nations in the Organization of the Petroleum Exporting Countries for limiting oil exports. But they have refrained from filing, having concluded that even an adverse ruling would be unlikely to prompt heavily oil-dependent countries to change their policies.

Source – New York Times / Motor & Equipment Manufacturers Association

Bertone Nuccio Concept Carries the Wedgy-Car Torch [Geneva Auto Show]

Bertone Nuccio concept

Renowned Italian design house Stile Bertone has revealed the first few images of its Nuccio concept car, which is scheduled to debut in a couple of weeks at the 2012 Geneva auto show. Named after Giuseppe “Nuccio” Bertone, son of firm founder Giovanni, the concept was created to commemorate the firm’s 100th anniversary and was designed by current Bertone design director Michael Robinson. The Nuccio is said to be an evolution of the mid/rear-engined berlinetta (Italian for “little sedan”) theme from the 1970s, although no details of the actual powertrain have been revealed yet.

Bertone Nuccio concept

To our eyes, the Nuccio bears an affectionate familial resemblance to the Bertone Stratos HF Zero concept, a similarly rakish wedge of a car that made its debut at the 1970 Turin motor show.  As one of Bertone’s most-admired designs, the Bertone Stratos proved to be the impetus for Bertone’s relationship with Lancia that yielded the original Lancia Stratos. This is, of course, not to be confused with the recent Ferrari-based Stratos, which we drove in late 2010. The Nuccio adopts an abbreviated version of the Stratos Zero’s “horizontal shower door” windshield, and the accent color selected for the roof of the two-tone Nuccio appears to be an intentional nod to the Zero.

Nuccio Bertone was responsible for growing Bertone in the postwar era, splitting the company into two entities: Carrozzeria for manufacturing and Stile Bertone for styling and design. He passed away in 1997.

Bertone Nuccio concept

2012 Geneva auto show full coverage

Source: Car & Driver by Andrew Wendler

Big New Product Launch for JCB

In what JCB bills as its largest ever single equipment launch, the English manufacturer has made what it says are major changes to its 23-strong range of tracked and wheeled excavators some of which will be powered by the company’s own Dieselmax engines for the first time.

Source: Logo Website for www.jcb.com/

 

The product roll-out was carried out at a special presentation in Spain and also included a new wheeled loading shovel model, the JCB 457, equipped with a Cummins Stage 3b/Tier 4i compliant engine, the addition of two Perkins-powered skid steers and a compact tracked loader to add the new generation machines unveiled last year.

Also announced was a high capacity 550-80 Loadall with JCB Dieselmax engines, an expansion of JCB’s range of mini excavators with the launch of the 2.7 ton 8026 CTS featuring Perkins’ engines and a range of Kohler-powered double-drum ride-on rollers.

JCB has also upgraded its 1CX product – the smallest member of its backhoe loader family – with a new appearance, longer loader arms, an extending dipper option, servo controls and a power management system. Perkins supplied the engines.

To meet a growing demand for a telescopic handler-based access solution, JCB said it is introducing a work platform option for its 535-125 HiViz and 535-140 HiViz Loadall models.

Source: Diesel Progress Magazine / HDMA