Monday, October 29, 2012

Protons Reinforcements


According to a report, DRB-Hicom has selected a Japanese carmaker as Proton’s first foreign strategic partner, and that partnership is set to be announced in Japan later today.
The report by Business Times doesn’t name the automaker, only venturing through a person familiar with the matter that the partner “is among the top 10 manufacturers in the world.” The BT report adds that that there are four Japanese automakers in that global list for 2012, namely Toyota, Nissan, Honda and Suzuki.
The move to cement an alliance with a Japanese automaker will put to rest the ongoing speculation of a tie-up with Volkswagen – there have certainly been enough overtures and intimations in the past down thatparticular path. The BT source told the publication that the Japanese option had been picked as the agreement had an air of exclusivity tied to it.
The report adds that as part of the deal, the Japanese automaker will help Proton build its own engine, and there will also be platform sharing arrangements, with efforts to fill up the production capacity void at Proton’s under-utilised Tanjung Malim plant. The source adds that it will take about six months to get the ball rolling, but that the effects will be positive for DRB-Hicom’s bottom line.
As a follow-up, we spoke to a source close to the matter, and we can confirm that the strategic partnership is very much on and set to be inked today. The source, however, declined to name the particular automaker.
Speculatively, we can pretty much count Toyota out, with the automaker currently having a key stake in Perodua. As for Nissan, despite the intimation last year that the Proton Perdana replacement would be the Fuga, a deal also seems highly improbable.
In essence, it would make sense for DRB-Hicom to walk down the road with either one of the two remaining automakers on the list, in this case Honda and Suzuki, based on its existing workings with both.
It is already assembling vehicles at its base in Pekan, Pahang, for Suzuki and Isuzu as well as Mercedes-Benz and Volkswagen, and it has a firm association with Honda through Honda Malaysia (the JV was previously known as DRB-Oriental-Honda), which builds Honda vehicles at its facility in Hicom Industrial Park Pegoh in Alor Gajah, Melaka.
Despite its sterling reputation for making great small cars, Suzuki’s size and outlook doesn’t quite fit the bill in this case, which leaves the likelihood of Honda being the name that pops up as the strategic partner when the announcement is made later today. Revelatory and stunning as that may sound, we’re hazarding a guess in this particular direction, given the four names bandied.
The company does have all the necessary to carry it off, be it with platforms or engine-tech, and a move for Proton to work with the Japanese automaker would definitely be beneficial, to say the least. Of course, everything remains speculation for now – we’ll find out if it is indeed Honda later today; the surprises never cease. Stay tuned for developments as they unfurl.

Tuesday, October 23, 2012

What future does Proton have..

Looking ahead: Proton’s future, at home and abroad
In Cars, Feature Stories, Malaysian Makes, Proton







You are no doubt acquainted with last week’s buzz on the launch of the Proton Preve and Exora into the Australian market. Of course, any news on Proton is often the source of much talk, debate and speculation – but this could be among the most significant yet.

Not only does this mark the first export of Proton’s newest model, it is also a rebirth of sorts – after a dry spell Down Under that lasted several years in which no new models were introduced, new owner DRB-Hicom is aiming to change public perception in this market and turn things around for our national carmaker, particularly with regards to increasing – and maintaining – profitability.

The management team duly shared with us how it plans to go about this in a press conference held just after the launch ceremony last Wednesday.

Why Australia as the Preve’s first international destination? “We think that in Australia, the demand for mid-size sedan cars like this is very popular,” said Proton executive chairman Datuk Seri Mohd Khamil Jamil. He added that with the advanced features and technology employed in the Preve, the Malaysian mid-sizer will give similar offerings from Korean and Chinese carmakers “a run for their money” in the hotly-contested segment.



Proton operates in Australia through a network of 34 dealers. They started off on a good footing, but sales in recent years have been slow, owing somewhat to the global financial downturn, but mostly due to the fact that there hasn’t been new offerings in the Australian range for some time.

Several dealers have pulled out because of the unfulfilled promise regarding the arrival of new models. Currently, the S16 (the Saga FLX) makes up 70% of sales in the country.

Nevertheless, Mohd Khamil is confident that he and his team can revive the brand with the Preve and Exora, which have been designed to comply with Australasian New Car Assessment Program (ANCAP) safety standards, incorporating HPF (Hot Press Forming) and TWB (Tailor Welded Blank) processes in their body construction to this effect. Proton is in fact the first carmaker in the ASEAN region to use HPF.

In addition to that, the ‘five-star’ package comprising a five-year warranty, five-year roadside assistance and five-year free service attempts to build back confidence in dealers and consumers. Indeed, Proton is the only carmaker in Australia to provide such a package.



“In terms of projection we are looking at about 200 to 240 cars a month,” says Mohd Khamil Jamil, referring to the Australian market, adding that the company targets annual sales of 2,000 to 3,000 units for the first year, and 4,000 a year after that.

“Looking into the history of Proton, it’s going to be difficult to reach those targets,” he admits. However, he is keen to point out that the main priority lies in making a profit, not just outright sales. “It’s no point of us doing good numbers but losing money at the end of it. At the end of the day, it’s the top and bottom line that matters very much to the company.

“It’s not just about selling cars, it’s about maintaining your name and your brand. We’re going to focus our export programme through a more concerted plan.”

With regards to spec differences between the Aussie cars and ours, deputy CEO Datuk Lukman Ibrahim has an answer. “It’s a different selling point. When we look at different markets, we have to design to the highest requirement, which results in extra specs that will in return benefit developing markets (like Malaysia).”



Because of stringent safety standards in Australia, it is difficult to sell a car there without ESC, for instance. “With that offering (in Malaysia) you can start at a higher price point, and that can help Proton have a better margin, rather than exporting and end up losing.”

“In layman terms, it is cheaper for us to cost down than cost up,” Mohd Khamil chips in. “If we cost up (for developed markets), the small volume will not justify the high expense.” In the future, he says, we can expect Protons to be benchmarked to the highest export market requirements, and have more commonisation between markets.

As for the ‘five-star’ package, we were told that should be emulated in Malaysia, subject to study and review, that is. “It is in the plan, but we have to consider the logistics. The numbers here (in Australia) go into thousands, say 2,000, but the numbers in Malaysia run into over 100,000. If the figures are right, we would introduce (the package) to Malaysia.”

The executive chairman also pushed aside rumours of the halting of R&D during the acquisition of Proton early this year. “There has never been any practice, and I have never given any instruction, to stop development. That would retard the growth of the company.”



So what’s next? Well, the next immediate destination will be neighbouring New Zealand, and a revival in the same vein is expected to happen in the UK, Indonesia and Thailand in the future, with possibly China joining the list too.

Upcoming models are a hatchback version of the Preve within the next 10 months, a revival of the Satria Neo for the Aussie market (playing on its rallying success, especially in the Asia Pacific Rally Championship) and of course the electric and global small car expected in 2014.

Sunday, October 21, 2012

Talent Is a Strategic Asset: A Virtual Roundtable


At Devon Energy, building the most critical capabilities requires a high-touch approach to human capital and the HR function.


Many business leaders talk about treating human capital as a strategic asset, but few companies put the idea into practice. For many years, this was especially true in the oil and gas industry, where HR strategy — including recruiting, training, career development, and succession planning — was not seen as a top priority. More recently, however, the HR function in many energy companies has begun struggling to fill positions. There is a pronounced shortage of skilled, experienced technical professionals — especially those who can design, operate, and manage complex oil and gas exploration and production projects. This is an unintended consequence of the industry’s talent practices in the mid-1980s: When the oil price fell, companies stopped hiring, and a generation of geological science and engineering students chose other fields of study instead. Now, as turnover rates rise and competitors lure away skilled engineers, this talent gap means that human capital capabilities have been strained for nearly every company in the industry.
One notable exception is the Devon Energy Corporation — a rapidly growing oil and gas company. Devon has built its HR strategy around attracting and retaining high-caliber people, and putting in place a thoroughly capable HR structure to support and develop them. This contrasts with the widely held idea that line managers should be directly responsible for appraising, developing, and setting the career paths for people. At Devon, those are seen as specialized professional responsibilities.
Devon is also known for its disciplined overall strategy, focused on a few strong capabilities, in which it continues to invest heavily. Founded in 1971 in Oklahoma City, the company operates exclusively in the United States and Canada, producing about 680,000 barrels of oil and natural gas equivalents per day. The company has always had a distinctive culture; it was started by a father-and-son team, John and Larry Nichols, who were known for their pragmatic, self-effacing approach to business. One of the company’s core leadership values, inspired by the Nicholses’ personalities, is to be “egoless.”
At the start of the 2000s, Devon held a diversified portfolio of assets, including international oil fields and deepwater drilling programs in the Gulf of Mexico. But the company then began concentrating on the newly emerging shale-based resources onshore in North America. It reasoned that its most distinctive advantage was in hydraulic fracture well completions and other shale-related technologies. Soon Devon was the largest operator in this sector, managing many of the prominent shale gas and oil deposits in northern Texas (home to the Barnett Shale, estimated to be the largest such field in the U.S.), Oklahoma, and Canada.
This strategy paid off as oil and gas demand increased during the early and mid-2000s, but Devon, like all other oil and gas producers, remained vulnerable to the industry’s cyclicality. When the recession came in 2008, and decreases in demand reduced hydrocarbon prices, the company’s leaders chose to sell off its international and offshore operations and focus even more on the onshore assets in North America.
Over the next few years, HR strategy and talent practices became a major source of Devon’s competitive advantage. That is the subject of this narrative. It is told by four Devon business leaders who were directly involved. David Hager, Devon’s executive vice president of exploration and production, was one of the executives on the ground who keenly felt the need for change; in effect, he was a client of the HR team. Frank Rudolph, executive vice president of human resources at Devon, was recruited in 2007 precisely because he believed that HR professionals should be directly accountable for building organizational capabilities, not just for the minutiae of HR work. Tana Cashion, vice president of human resources at Devon, was present through the transition and saw firsthand its effect on both the talent-related functions and the company as a whole. And David Eberhardt, Devon’s director of human resources strategy and planning, was brought in to help manage the transition. (Previously, he worked at Booz & Company, the management consulting firm that publishes this magazine.)
A shift like this does not come easily; it means changing the way titles are assigned, careers are planned, recruiting is organized, and executives spend their time. But so far, it is yielding remarkable results. Here, in the words of four key participants, is the story.

Context for a New Approach
 

HAGER: When I joined Devon in an operating role in 2009, after a period when I’d served on the company’s board, we were facing some big challenges. We had just gone through the financial collapse of 2008. Oil and gas prices, which had been as high as US$120 a barrel, had fallen significantly. I think there had been an expectation in the energy industry that prices were going to stay high forever. Instead, reality was sinking in.
We were in the position of being relatively unhedged against an energy price decline, which was not a good thing, and of having more promising projects than we could fund.
Historically, we had tremendous capabilities on land, having been the first to commercialize horizontal drilling and hydraulic fracturing in the Barnett Shale. It struck us that the right thing to do was to divest our deepwater and international assets — which we ultimately did, netting $10 billion pre-tax — and to refocus our efforts in North American onshore.
In doing so, however, we were changing our strategy: ending our reliance on acquisitions and focusing on organic growth, where you really need people who are skilled, comfortable leaders. Going forward, our success would depend less on technical experts and more on broadly experienced business leaders who could foster high levels of engagement and productivity.
Yet, over the years, we had developed an organization that wasn’t sharing its best practices as well as it should. Our business leaders tended to know their area of expertise extremely well, but did not always know what others were doing — and didn’t have the perspective that comes from working in multiple domains. We tended to promote employees based only on technical competency, and we didn’t give people any leadership training. Once we realized this approach was no longer adequate, we began working to change our practices and reenergize the company.
RUDOLPH: Devon had been a company with a very strong culture and leadership ethic, but it was scattered; there were siloed practices and a real desire to raise the talent game in a consistent and coherent way. When I was recruited to come here in 2007, my view of HR fit naturally with what Devon’s leaders wanted to do.
My view of HR is not typical in the field. I started my career in operations, and maybe that’s why I take a skeptical view of conventional best practices. For instance, many HR experts believe that line managers should directly drive HR processes, like succession planning and building development plans. They think the role of HR is to create tools and processes for other people, “partnering” with the business unit leaders to get things done. That doesn’t sit right with me. Accountants don’t go to the rest of an organization and say, “We want to partner with you to do accounting.”
We decided to act on the belief that HR professionals should run all people-related processes — coaching, succession planning, recruiting, career planning, and talent management. They should define the goals, measure the outcomes, and be accountable for achieving the company’s core strategy of having a distinctively capable workforce. This required a higher investment level than HR typically gets, but we were also aiming for higher returns. Instead of trying to get costs down, we would approach HR as a highly refined, high-touch service function that would benefit our employees in a way that was critical for our growth.
We didn’t know, when we began running the company this way, that there would be changes in the industry or that Devon would refocus its portfolio, but the changes we made positioned us well. For instance, despite the shortage of midcareer geoscientists, we were in a good position to compete for energy-industry talent.
CASHION: Our highest levels of leadership, starting with CEO John Richels and the executive committee, decided in 2007 that HR was going to contribute in a significant way to implementing our business plans. For the first time, they created a head of HR position on the executive committee, reporting directly to the CEO. When Frank arrived to fill that position, some of us expected him to come in with guns blazing. Instead, he took about four months to look at our practices and digest what he saw. Only then did he pull the HR group together and say, “Here’s what we’re going to do.”
At that session, he had several senior executives come in and talk about the business strategy. That showed us that they believed in what he was saying. Then he talked about changing our HR functional structure. Our HR operations people would spend 90 percent of their time as talent managers, improving people’s capability. Many people’s jobs would shift. We would centralize many of our functions, like recruiting, performance management, workforce planning, and relocation.
The meeting was followed by the kind of upheaval you would expect. People went back to their offices and started questioning. “That’s not how it works around here — is it possible?” Some people didn’t believe in this direction and ultimately left. Others, including me, thought the change was fantastic; we would now get to do interesting, and vital, talent management work.

An Edge in Recruiting
 

EBERHARDT: In the past, when it “staffed up,” Devon used outside recruiters. They tend to be very aggressive — more like salespeople than talent scouts. My charge, starting in 2008, was to in-source this process: to have our internal recruiters be more strategic in how they work with our hiring managers.
We have become a lot more analytical and deliberate. Recruiters spend more time up front talking to managers about the type of talent they’re looking for and where they’re likely to find it. That’s a lot more focused than just posting openings on job boards and hoping the right people will come along.
RUDOLPH: Formerly, when our operational people in the business units did a search, HR would hand them a list of candidates. It would be their job to decide which candidates to see and to sell the candidates on Devon.
Now, we in HR sit down with the business leader and talk about the need, and the strategy to fill the need. From there, the recruiter handles everything from sourcing to the selection process. The recruiter ultimately makes the offer. In addition, our recruiters give a great deal of attention to the candidates by educating them on our organization, and providing regular updates about what to expect next. This is a very high-touch approach, calibrated to make sure that it’s always Devon’s decision whether or not someone joins. We don’t want candidates to go through the recruiting experience and think, “Geez, I’m still mixed on whether to join Devon.” In 2007, about 42 percent of the external offers we made were accepted. Today, the number is above 90 percent.
Before they leave, the candidates are asked to fill out a 12-question survey evaluating the process of interviewing at Devon and the recruiters they met with. We look at the recruiters’ scores monthly. In effect, that allows us to measure how well we’re delivering on our high-touch approach.
We have also improved our practices on developing people and promoting from within. Generally, the data say that world-class companies promote from within 60 percent of the time. Our percentage is 85 percent, and we want to push it to 90 percent. That’s a very powerful brand statement for prospective employees; if you come here, you can expect to be developed, and to be rewarded well for your performance.
HAGER: We have a number of talent development initiatives within the company, allowing people to enhance their individual skills as they wish. We recognize there’s no perfect model for what a leader looks like. Rather than focus on their weaknesses, we tell people to take advantage of their strengths and make sure that those are used as much as possible.

The Analytics of People Practices
 

RUDOLPH: Within HR, we have created a small analytics group. It is instrumental in developing and tracking HR metrics and predictive analytics. Beyond producing numbers, this team has found strength in turning analytics into stories that ultimately drive decisions.
EBERHARDT: Having this sort of data changes the conversation. For example, we asked our HR analytics group to look at our campus recruiting program. There was always a lot of back and forth: How many petroleum engineering graduates should we hire and what sort of development should we give them? Should we try to make them into broad experts who know how to do production, reservoir, and drilling engineering? Or do we let them focus on just one area?
The analysis determined that Devon was investing upward of a million dollars in each of these new college grads in their first three years of employment. If they left before year five, we got no return. This made us reconsider our insistence on a broad rotation for everyone; we saw the attrition and the financial price we were paying.
Another example occurred when many business units pushed to hire large numbers of midcareer geoscientists. We had the data to say, “The people you’re looking for don’t exist.” We began to rethink our approach on how to acquire, develop, and retain our geoscientists.

Rethinking Benefits
 

RUDOLPH: For the past five years, we’ve been cited by Fortune as one of the 100 best companies to work for in the United States. Our HR function does a few things that have earned us this reputation. For example, we don’t outsource our HR call center. Instead, we set up a service called HR Connect, staffed with Devon people whose job is to answer employees’ questions and help them with their benefit issues.
EBERHARDT: Our wellness team uses data to encourage employees to be aware of their own health risk factors. Employees are given incentives to participate in a biometrics screening program, which includes baseline tests of blood pressure, cholesterol, weight, and body mass index. Those who do the assessment become more aware of their health risks, which drives changes in behaviors that ultimately lead to a healthier employee and healthier workforce.
We have also opened wellness centers — high-quality fitness facilities — in and near our largest offices. We provide free memberships for employees who go at least five times during the month and we charge $15 a month for less frequent users. Spouses are also welcome.
RUDOLPH: It pays off in a number of ways. We now have insightful data that establishes a relationship between leadership behavior, employee engagement, and business results, which ultimately impacts total shareholder return. We also believe there is a strong connection between employee engagement and our wellness spend. Not many companies can claim, as we can, to be spending less on healthcare now than they did a year ago, while adding employees.
RUDOLPH: In early 2008, we took on succession planning, running it end to end with accountability for results. A lot of senior executives said, “We’ve tried fixing the succession planning system; it’s too complex.” There wasn’t a believer in the room. But when you say you’re going to be responsible for something, it breaks down a lot of the resistance.
CASHION: I was in the middle of that effort. We held 90-minute meetings every Thursday, with people in HR operations and development. In those meetings, we worked together on creating a new process. Some people had the view that, “We don’t need to change; we already do enough.” But we didn’t have a repeatable, organization-wide approach for identifying future leaders or the ability to identify the associated individual development activities necessary for future success. We took three months to design the process and launched it in March 2008. It was very rewarding to see how we could all pull together and make it happen.
Our succession planning process looks three levels down from our executive committee; in some areas we go a bit deeper. The conversations with leaders make the most difference. Among many other things, they are asked to think about who might be a flight risk, and what people need to work on for their development.
We make a fact-based assessment about each person. That prevents us from making decisions based on isolated impressions, like: “I was in a meeting with so-and-so five years ago and I thought he was a jerk.” Instead, we factor in everything that’s relevant. Maybe the person who previously came across as a know-it-all has had a chance to develop his interpersonal skills during the ensuing years.
This pays off in some very practical ways. When we conducted a huge reorganization in late 2011, moving from a more functionally aligned organization to asset-focused business units, our existing base of succession and development information allowed us to move very fast. We knew immediately who was ready to be placed in dozens of critical new roles.
HAGER: Succession planning shouldn’t just be about the CEO or senior management. Energy companies everywhere will have a wave of people retiring at all levels in coming years. With the demographics we have, it’s inevitable, and we need to be prepared.
Let’s face it, most of us on the business side here are technical people by training; I’m a geophysicist, and a lot of my colleagues are geologists or engineers. As technical people, we don’t have a lot of skill in succession planning. But it’s important for us to be accountable for the management of our people. HR provides us with information about the people who might be available, and helps us with the thought process of who might be best; we make the decisions, based on our own experience and on an understanding of the business’s needs at any given time.
RUDOLPH: Strategically, succession planning had to be integrated with our workforce planning, the statistical forecasts of our future labor needs. The planning process also connects to our technical and leadership development courses and our assessments, and it helps reduce our turnover rate, which is one of the lowest in the industry.
A lot of the problems companies have with succession planning are exacerbated by the conventional HR stance of setting itself up in a facilitating role. When HR says to line managers, “It’s your job to do development and succession planning, and here are some tools to help you,” that confuses the issue. Some very good leaders get downgraded because they don’t do the HR piece well.

At Devon, HR has become a differentiator. I’ve always felt I was part of the senior team, and expected to contribute at that level, including with the board. In 2010, my third year, we conducted a full-scale talent review with the board. As a result, we were able to talk more effectively about some of the specific people who have been affected by our leadership development and succession planning — and whether they’re positioned most effectively for the future. At this point, our business leaders’ view has shifted from, “Yes, this is a very good program,” to, “This is the way we’re going to do business.”
HAGER: If another company were contemplating making a shift similar to what we did, and asked me for advice, I’d say there are elements that both sides — the HR staff and line operations — need to take responsibility for. This isn’t just an HR initiative; nor is it driven by operations, with HR totally subservient. Everyone needs to take ownership, and they have to embrace the case for change. If it’s just a program where you check the box, it’s not going to work. On the other hand, if you see how it’s important to your organization, it can be very successful. 



 


Friday, October 19, 2012

Superchargers

A supercharger aka forced induction system is a bolt on compressor powered by a belt normally connected to the crank pulley just like the alternator. Superchargers generate significant boost , delivering more than 50 % horsepower depending on the compressor size.Even more boost may be had by using a smaller pulley to run gears at a faster speed.Boost,  normally measured in pounds per square inch (psi) or bar ( 1 bar =14.7 psi), is the amount of air pressure that a forced induction powered engine will see over a naturally aspirated (NA) setup.

The main part that influence airflow in an engine are the air intake system,the cylinder heads,the exhaust system,and the camshafts.NA engines must work within a maximum pressure variation because air doesnt naturally  want to move.Tuners believe its a lot easier to get more air into an engine by forced induction instead of tweaking piston movement and cylinder pressures.As discussed in the previous article,even the most efficient engine will not be able to suck enough air to pack all cylinders to capacity thus maximizing its potentials.

Even the supercharger:Supercharging has a direct benefit in pressurizing the air intake side,forcing more air into the combustion chambers above atmospheric pressure.NA engines however use large amounts of valve overlap to get the whole system to work properly at higher RPM.However,neither valve overlap amounts nor perfect exhaust system designs can keep air flowing in the right direction.No matter how long the exhaust is exposed to the intake system through valve overlap , air can flow backwards in an NA set up since they operate at similar pressures.This is one reason why cam shaft choice is important as it can determine the area in the RPM band where power is best served.

Suoercharger compressors utilize vanes , screws or rotors that are operationally termed positive displacement.They compress the intake air into a smaller higher pressure volume that send the denser charged to the cylinder heads.That means they guarantee a certain amount of airflow (measurable working volumetric efficiency) regardless of RPM.Because a supercharger operate almost all the time (belt driven from the crank) power is available right off idle and rises with engine speed.However,they need a large heavy duty drive train , such as a wide toothed belt driven off the crank shaft by means of a custom made pulley.Some hard earned torque power we finally get must go back into powering the supercharger,an unfortunate condition known as parasitic loss.It is said that between 15 to 20 hp is taken directly from the engine in order to generate just 5 to 6 psi on a small engine and even more from larger engines.

Roots compressors-This was the first blower design which comprises of two belt driven motors , each with a minimum of two lobes per rotor. Modern designs (screw) added a third lobe to each rotor , and then twisted them axially for greater efficiency and less noise when compared to the basic roots type blowers.The two rotors interact differently as they spin:the lobes interlock to form nearly airtight sections within the housing that offers better thermal efficiency and much improved high pressure boost performance.Advance with modern designs pulls air in from the rear of the unit,and then pumping it through carefully designed outlets for increased performance.The roots compressor makes matching engine airflow demands easy and boost possible at low engine RPM.Moreover , long term reliability and easy installation makes the roots compressor desirable.On the downside,its thermal efficiency is inherently lower than the centrifugal design and the large compressor makes placement harder in cramped engine bays let alone adding an intercooler.Heavy internal parts also mean high parasitic losses when boosting.

Centrifugal compressors:These utilize a vane wheel (gear) which spins faster than the engines speed.At high RPM,air from the center inlet is captured by the scroll of the compressor housing and channeled to its outlet.This initial outward motion is like a large air centrifuge relying on high air speed and RPM to work.As the air slows down in the scroll and beyond,it gains in pressure and temperature,thus creating compression.It takes little power to drive and the pressure builds up gradually from  1000 rpm at a linear rate,providing drivability and useable power.

Crank driven centrifugal compressors generally operate around 60,000 RPM maximum , while turbocharger compressors can exceed 120,000 RPM.Although turbo charger compressors are more efficient at high RPM,they are largely ineffective at creating meaningful boost at lower RPM because of the surge limit.Centrifugal compressors therefore provide higher efficiency levels over large flow rates and low levels of parasitic drag versus boost.They are also more popular because of its light weight and small size for easy installation,hence also enabling the use of an intercooling unit .However,they need a heavy duty comprsssor,therefore affecting long term reliability because of its internal tolerances must be precise,its inability to be driven at high RPM during during low speed engine operation make boost available only at moderate RPM.Although there are ways around this,suffice to say that there is no simple to control boost levels on crank driven designs.A centrifugal unit is best suited for cars that need to be at high RPMs anyway,such as DOHC VTEC Honda's and also cars taht naturally have lower end power to compensate,such as the Nissan Z's.

Like turbo charging,supercharging increases the volumetric efficiency of an engine thereby increasing compression pressure.Therefore , you need to increase the anti knock characteristics of the fuel by upgrading to a higher octane fuel or add an octane booster everytime you fill up with regular fuel in order to avoid pre ignition . The other alternative is to reduce the compression ratio so that the compression pressure will be the same as before supercharging.This is achieved by increasing the volume in the cylinder head(overbore) resulting in a slightly lower thermal efficiency,but the power output is increased,since more fuel is burned.Consider also synthetic oils as increasing power level can stress engine internals and generate heat,requiring the extra protection and resistance to heat break down.

Supercharger kits are normally sold complete,with ECU control and Intercooling.The Intercooler is basically a radiator that cools the compressed intake air being force fed into the cylinders.A byproduct of compress air is heat.Colder air is better.(denser) for both power and reliability.An intercooler especially the more efficient front mount intercooler which uses airflow through the fvront bumper is highly recommended for any forced induction set up especially for boost numbers that go beyond 8 psi, a forced induction system can produce air inlet temps over 200 degrees  Fahrenheit making the engine susceptible to detronation.

All the things the turbo charging is bad at the surpercharger is good at.However,there arent any dump valves to make a nice sound.The supercharger can be found as standard on some higher end continental cars manufactured today. An after market supercharging kit is a lot cheaper and less of a hassle maintained if compared to a turbo kit.Though it is less powerful,it will usually fit better if all things being equal.





Thursday, October 18, 2012

Wednesday, October 17, 2012

Engine Oils

Additives are added during the manufacturing process of engine oils.They mainly consist of metallic and polymeric dispersants,corrosion inhibitors,anti wear additives,viscosity index improvers and pour point depressants.
The basic functions of additives are:
1.To remove heat by convection cooling andas a by product would in the process reduce fuel consumption.
2.To reduce friction between engine parts by lubrication.Anti wear additives or friction modifiers such as Zinc Dithiophosphates are used to provide a thin film lubrication that shears more easily than the base metals.
This allows the engine parts to easily slide against each other .Anti wear additives , as the name suggests,reduces wear,prevents scuffing between cams and followers,rings and cylinder walls.Therefore it prevents seizing of the engine.However, they do not work well in cold coil,which is one reason starting a cold engine causes wear.The anti wear additives will eventually be consumed in time causing the oil  to degrade (oxdidize).This is the reason you must periodically change your oilsn every 5000 km for both mineral as well as semi synthetic and 10000 km for fully synthetic or 3-6 months respectively which ever comes first.Zinc that may be included in many aftermarket oil addictives doesnt give you more protection ,it just prolongs the protection if the rate of metal to metal contact is abnormally high. Adding a can of zinc rich additive will just form deposits on your valves, and may affect the spark plugs.Most good synthetic oils provide enough zinc.
3.to prevent oils from thinning too much as it warms up and also contribute to the oils ability to remain stable during extreme temperatures.Additives such as pour point depressants are added to prevent the oil from congealing at low temperatures associated with paraffin (wax) components of mineral oil crystallizing.It is not economically feasible or necessary to remove all wax from mineral oils. Pour point depressants are designed to prevent oil molecules from adhering to the wax crystals and absorbed by the wax themselves.Instead of oil attaching to the crystals and preventing flow,the oils remains separate and continues to flow.Pour point depressants are therefore said to improve flow performance at lower temperatures.
4.To suspend harmful acidic combustion by products such as unburned fuels ,sludge and carbon : additives such as metallic dispersants are used to keep dirt and debris dispersed rather than dissolving them.Ashless dispersants consists of high molecular weight whereas polymeric dispersants consists of lower molecular weight additives for situations in which viscosity index improvers are not necessary.Ashless dispersants are more effective than metallic dispersants in controlling sludge and varnish deposits that form during intermittent or low temperature operations.
5.To reduce corrosion up to a reasonable time additives such as oxidation/rust inhibitors are used to neutralize acids (varnish,sludge,contamination by water and corrosive organic compounds) by forming a protective film on bearing surfaces which makes the surface impervious to acidic effect.Compounds such as Alkaline Phenate and Sulfonate prevent corrosion wear from blow by gases that have forced past the rings during combustion.This contains incomplete products of combustion or from oxidation of the base lubricant that by itself produce acids that will react with the oxides of the bearing materials and corrode them.Nitrogen based acids,water and organic peroxides still make anti corrosion additives an important part of modern engine oils.

Aftermarket Additives

It is said that the respective additive compounds that are already added during manufacturing of engine oils performs a specific task vital to the life span and performance of an engine.A right blend of additives is necessary because too much of any one additive can upset the balance and render unpredictable performance.The aftermarket additives may come into conflict with the oil's existing additives by cancelling out each other as they compete for the same lubricating surface.Moreover,any additional additives added must maintain compatibility with other system materials in order to preserve gaskets,rubber,plastic or vinyl seats,clutch plates and other metallic components of the system.



Most engine manufacturers do not recommend oil supplement of any kind.Good quality synthetics offer all the protection necessary if one follows the oil change schedule religiously.Be also informed that extra additives cannot revitalize worn oil as many have mistakenly believe.PTFE(polytetraflouroethylene)aka Teflon is not useful as an ingredient in oil additives.They may actually block the oil filter and the oil ways of your engine.Your engine wear may significantly increase as metals found in the oil,cylinder walls,oistons,camshafts,and lifters don't stay in suspension.In the final installment we would be concluding with the function of oil filters and why synthetics are better than mineral oils.


Perodua sales for the first three quarters up by 10%




Perodua sales for the first nine months of 2012 increased 10% to 139,400 vehicles from 127,200 units in the same period last year. This is attributed to healthy Myvi sales and an increase in demand for the Alza MPV. In the most recent quarter, Perodua sold 46,500 vehicles, down 3% year-on-year as tighter guidelines on responsible lending impacted Viva sales.
“We believe that there is still an upside for our sales in the fourth quarter as the demand for our vehicles is still healthy with bookings recorded in 3Q12 reaching 61,800 units against a registration of 46,500 units in the same period,” Perodua MD Datuk Aminar Rashid Salleh said.
He added that baring no unforeseen circumstances, and based on the number of bookings Perodua received so far, the market leading carmaker is cautiously positive in achieving its 188,000 sales target for 2012, and maintain its 30% share of the Malaysian market.
On the export front, figures jumped 53% to 7,800 units for the first nine months of 2012. Indonesia, whichimports the Myvi as the Daihatsu Sirion, accounted for 4,600 units of the total, or 59%.

Thursday, October 4, 2012

PM: Import car excise duty reduction will collapse used car market, drop income revenue for govt



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Reducing excise duties for imported cars will result in the collapse of the second-hand market, said PM Datuk Seri Najib Tun Razak. He added that such the government will potentially incur a revenue depreciation in such a move, as it collects RM7 billion a year in import car excise duty, according to a Bernama report.
“We need to look in depth. It is not the time to come up with long-term solutions,” he said at #Tanya Najib: 2013 Budget Live on Astro Awani last night.
Najib said the government must take into account the entire ecosystem that depends on Proton for survival, not just the interests of the national automaker itself.
“Car ownership in Malaysia is one of the highest in the world and I do realise people want a better choice,” he said.
Recently, Parti Keadilan Rakyat (PKR) proposed to reduce car prices by auctioning Approved Permits (APs), suggesting that APs for cars should go through an open tender which would result in revenue for the country

Tips from the top..

Alas, theres an opening in Sapura,well not directly of course,but part of the Group of Companies that had made it a rags to riches story in three decades,and i was there right from the start at its Telecommunication days to where it is right now,standing tall of equivalent to any Standards n Poors 500  company....
So,take these tips from me if ure interested in this stint..
1.Come with mindset ure looking for a career not a job
2.Sales must be your interest not a forced trait to get the job
3.Forget the salary,be commission driven and career intensive
4.Do not see this as stepping stone but a challenge to greater heights  in your life
5.Answer enthusiastically,never assume or trying to be a smart ass, if u dont know,say so..
6.Aim High!But act low..humble!!
7.In short know your career plans in 5 years,tell us what you can achieve
8.This is not a holiday stint or place to kill time,achieve! or  leave..
9.Dont question the RIGHTS or Privilleges of OTHERS, they have put in their life blood n money to get where they are right now , and because thay are there,it means the company still need them, if u dont agree,stay away!capische.
10.And dress for success please, and talk, answer in corporate , diplomatic manners n not sum Raja Lawak show ok.!..Good Luck! no 9 tuu jager...bukan masalah or duit pok hang ..adah fahamn??!!hehe.


Good Luck!

WE ARE HIRING..


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Sales Representatives


Sapura Industrial Berhad
 - Selangor
 
Responsible for Re market sales (automotive lubricants & performance parts for absorber, coil spring, brake disc etc). Attending any exhibition/event which is organized or...
3 yrs exp
24 Sep
9:02 am


Wednesday, October 3, 2012

Budget 2013 – no auto-related matters announced



The just-concluded Budget 2013 speech made by Prime Minister Datuk Seri Najib Tun Razak didn’t include any news involving the auto sector.
Last year, the biggest news was that the full import tax and excise duty exemption for hybrid/electric cars and motorcycles announced in Budget 2011 had been extended to Dec 31, 2013. Nothing was mentioned this year, presumably due to the fact that the incentive runs until the end of next year, so any announcement on a further extension can be made in the next Budget.
Of course, making an announcement very early on would ensure that the industry can conduct proper stock and product planning, always a good thing. However, there may be no need to wait that long, because the upcoming National Automotive Policy (NAP) review by MITI is expected to cover all automotive-related matters, although when that will be revealed is not yet known.
Back in April, it was reported that the final draft of the review was due to be presented to the Cabinet, and while no details were revealed, International Trade and Industry Minister Datuk Seri Mustapha Mohamad was quoted as saying that the review will push for a more liberal local market, among other things.
Meanwhile, the market continues to face uncertainty as the buying public waits in anticipation of news of a possible reduction in car duties/taxes. The lack of any development in Budget 2013 means that speculation will continue, affecting sales. Certain dealerships are already reporting a drop in sales, by as high as 50%.

...Your Chance To Fly With Us..,


Come Join The Challenge:Sapura Industrial Berhad


Sapura Industrial Berhad; is a leading OEM Automotive Parts Manufacturer in the ASEAN region. Due to our rapid growth and expansion, we require dedicated and dynamic individuals to join us in our quest for excellence.

Sales Representatives
Selangor



Responsibilities:

Responsible for Re market sales (automotive lubricants & performance parts for absorber, coil spring, brake disc etc)
Attending any exhibition/event which is organized or participated by company.
Analyses customer complaint/feedback and monitor/participate their activity.
Assist Marketing Department to identify and appoint new distributor.

Requirements:

Candidate must possess at least a Primary/Secondary School/SPM/"O" Level, any field.
Required language(s): Bahasa Malaysia, Chinese, English
At least 3 year(s) of working experience in the related field is required for this position.
Preferably Non-Executives specializing in Manufacturing/Production Operations or equivalent.
Full-Time position(s) available.
Remuneration: Attractive basic salary + commission



Non-member

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Yaz Yahya apply @ yazli_yahya@sapuraindustrial.com.my
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Hypertune/Shift Editorials October..



Monday, October 1, 2012

What Are Financial Shenanigans...


Red Flags - Shenanigans

Shenanigan Strategies_________________________________________
Financial shenanigans are actions or omissions (tricks) intended to hide or distort the real financial performance or financial condition of an entity. They range from minor deceptions to more serious misapplications of accounting principles.

There are two basic strategies underlying accounting shenanigans:

  • Inflating current reported income - A company can inflate its current income by inflating current revenues and gains, or deflating current expenses.
  • Deflating current reported income - A company can deflate current revenues by deflating current revenues or gains, or inflating current expenses.
Shenanigans aimed at inflating current reported income are considered more serious, because they make the company look much better than it is. Furthermore, over time, the inflation of current income will most likely be discovered in the future and will make the company stock plummet. On the other hand, deflating current reported income will only serve as an income-smoothing mechanism and will not have as serious of an impact on common shareholders.

Methods of Inflating or Deflating Income__________________________
Stretching out payables:

  • This is one of the easiest methods to inflate income while reducing costs and one of the most difficult to spot.
  • Basically the company picks and chooses some or all of its payables and instead of recording them in the current period they extend the payables to a future period.
Financing of payables:

  • Similar to stretching out payables, a company may choose to finance a portion of their payables so they can record the smaller interest expense instead of the principle amount of the payable as an expense.
Securitization of receivables:

  • Just like the decision to securitize a leasing agreement, a company may attempt to securitize their receivables with similar effects
  • Instead of recognizing the receivables when they should be reported, securitizing them will give the company the ability to manipulate their reported earnings though an amortization schedule that will have lower interest costs in the earlier years.
Using stock buybacks to offset dilution of earnings:

  • While many investors may welcome a company’s decision to buyback shares, others may not.
  • The immediate effects of a share buyback is to reduce the dilution of earnings by reducing the number of shares outstanding.
  • This allows the company to report future earnings in relation to less shares outstanding with multiple positive looking effects; higher reported EPS, potentially lowering a company’s p/e ratio (among other ratios) and potentially increasing the company’s share price.
Other Shenanigans for investors to look out for:

Recording revenues prematurely and/or of questionable quality, such as:

  • Recording revenues when a substantial portion of the service has not been delivered
  • Recording revenues of unshipped items
  • Recording revenues of items that have not yet been accepted by the client
  • Recording revenues of items for which the client has no obligation to pay (consignment)
  • Recording sales that were made to an affiliate
Recording fictional revenues:
  • Recording sales for no reason
  • Misclassifying income from investments as revenue
  • Recording the cash received from a lending transaction as revenue
  • Recording supplier rebates as revenues
Creating special transactions or one-time transactions to generate a gain, such as:

  • Selling undervalued assets for a profit
  • Selling investments for a gain and recording it as revenue, or using it to reduce current operating expenses
  • Reclassifying certain balance sheet accounts to create income
  • Failure to record unearned revenues (customer prepayments) and recording these amounts as revenues
Deferring current revenues to a future period, such as:

  • Refraining from recording revenues before a merger or acquisition
  • Increasing allowance for bad debt
  • Increasing other reserves such as warranties and returns
Recognizing future expenses in current expenses as a special one-time charge, such as:

  • Inflating one-time charges
  • Increasing expenses such as R&D, advertising, etc.
  • Recognizing expenses that will continue to provide the company with a future economic benefit, such advertising, R&D and maintenance expenses, among others.


Aggressive Accounting Policies______ ____________________________

  • Increasing the useful file of an asset beyond its estimated useful life
  • Using FIFO versus average cost or LIFO
  • Accruing losses associated with contingencies
  • Capitalizing all software development and R&D costs, or aggressively capitalizing any costs
  • Amortizing costs slowly thus reducing recognized expenses
  • Recording investment income as revenue
  • Not accounting for or allocating a small amount for returns, warranties, allowance for bad debt and allowance for doubtful accounts
Describe the accounting warning signs related to the Enron accounting scandal.

  • Extensive use of off-balance-sheet financing (joint ventures, improperly classifying leases and take-or-pay and throughput contracts).
  • Purposely providing non-transparent financial statements.
  • Use of a “merchant model” of recording trading revenues where instead of the reporting the trading fees as income they chose to record the entire trade as income not accounting for the corresponding cost of the asset being traded.
  • A wide scale cooperation: while many of the leading levels of management claimed to have no knowledge of less than honest accounting practices, the final outcomes proved that this could not have been undertaken by just one person.
  • Presenting inflated assets and undervalued liabilities by taking some to “off balance sheet” methods. They then chose to provide little or no information as to the actual values of these projects which were typically in the form of limited partnerships with little footnoting.
  • Marking to market valuing their long-term contracts: Instead of using the more conservative matching principles or recording revenue with costs, they chose to aggressively value the present value of long term contracts as revenue in the current reporting periods allowing them to show what was perceived as phenomenal growth.
  • Misaligning compensation: while it is common for companies to tie part of employee’s compensation to the profitability of the company and reward them with stock, Enron chose to make this a much bigger part of their comp plan. In this case, so much emphasis was placed on the stock’s performance that some employees were driven to inflate the stock at any cost


Read more: http://www.investopedia.com/exam-guide/cfa-level-1/red-flags/what-are-shenanigans.asp#ixzz286kDHZnR