Richard Wylie

The UK automotive industry is already complaining about the penalties for not selling enough EVs to reluctant consumers, but I wonder whether the forthcoming HGV mandate will risk further damaging the UK Automotive Industry. The forthcoming mandate for Heavy Goods Vehicles (HGVs) to transition to zero-emission technologies presents significant challenges and risks for the UK automotive industry, echoing the issues currently faced by the transition to electric vehicles (EVs). Stellantis has already raised concerns about the impact of the UK's regulatory approach on its EV production plans. Without adequate government support and incentives, Stellantis has warned that it may halt EV production in the UK, which could lead to job losses and reduced consumer choices. This situation is compounded by post-Brexit trade rules, which require a high percentage of EV components to originate from the UK or EU, making UK-based production uncompetitive. The Zero Emission Vehicle (ZEV) mandate, which requires 70% of Light Goods Vehicles (LGVs) to be zero-emission by 2030, and all new cars and vans to be zero-emission by 2035, is ambitious. Currently, only 6% of new LGVs sold are zero-emission, highlighting the scale of the challenge. The same ambitious targets are set for HGVs, with a ban on new diesel HGVs by 2040. However, as of now, only 5% of new HGVs sold are zero-emission, predominantly battery-electric. The automotive industry, including major players like Ford and Stellantis, supports the government's zero-emission goals but stresses the need for more robust infrastructure and regulatory clarity. The transition for HGVs is particularly complex due to the varied use cases and the lack of a dominant zero-emission technology. The government's recent initiatives, such as the £381 million Local Electric Vehicle Infrastructure (LEVI) fund and the development of new charging infrastructure, are steps in the right direction. However, industry leaders argue that without substantial incentives and support, the mandated targets may lead to significant disruptions. A balanced approach that combines regulation with strong incentives is crucial to ensuring the industry's sustainability and growth. The UK government must provide the necessary support to keep the automotive and HGV sectors competitive and thriving in the face of global competition and the shift towards electrification. https://lnkd.in/eNPhwPh7 #AutomotiveIndustry #ZeroEmissionVehicles #HGVs #UKGovernment #Stellantis #EVMandate #SustainableGrowth

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Brake design by market – Emergency service vehicles Last year I wrote a number of posts relating to brake systems for specific markets. Continuing this theme, I thought I’d share some thoughts on brake design for vehicles used by emergency services. Fire & rescue, police and ambulance service vehicles can be extremely demanding upon the foundation brakes. Vehicles are often modified. They may be heavier due to armouring and/or load carrying or have increased performance. What is the best design of caliper and disc for an Emergency Services Vehicle? Below are a few key points: 1, Fade resistance – Response vehicles will need their brake systems to be capable of repeated use from relatively high speeds at loaded weights. They are often required to pass specific test requirements. In the UK, police vehicles need to pass the 30 stop NAPFM (National Association of Police Fleet Managers) test. Discs may need increased thermal mass and pads have more surface area to comply. 2, High strength components – Response vehicles’ brake systems are regularly put under extreme loads. Very few other vehicles will see a cold set of brakes carry out a high deceleration event whilst hitting high kerbs. Added to this, some drivers will regularly apply the park brake dynamically.   Correctly rated wheels and tyres may limit the space available. A cast iron housing will give more strength and stiffness than aluminium for a given space envelope. Iron also has a longer fatigue life, especially when hot. An opposed piston caliper is the ideal choice to give increased stiffness. 3, Reliability and High mileage – These are working vehicles. While some will see very low milage, for others it will be high. Pad materials need to be chosen for both high performance and low wear. Iron calipers can start to look rusty during use, but the working parts are internal and protected. Aluminium calipers tend to still have steel components fitted, this can create an electrolytic cell that could cause the aluminium caliper to show failures due to corrosion earlier than you would see in iron. Also, you do not want an ambulance off the road due to a brake quality issue. 4, Styling – Police vehicles are sometimes covert. A painted caliper can highlight that the vehicle is unusual and make it a target. Therefore, the caliper should look as much like an OE caliper as possible. As the original caliper will probably have been zinc plated, so should its replacement. 6, Tamper-proof – Many performance upgrade brake kits have external bridge pipes and bleed screws on the outboard half of the caliper. It is quick and easy to loosen these with a spanner or pliers so that they leak, causing brake failure. Calipers should only have bleed screws on the inboard half and fluid transferred to the outboard half inside the housing. External bridge pipes are also easily damaged when driving off-road.

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MAJOR CAR BRAND PAUSES PRODUCTION OF ELECTRIC VEHICLE Government Minsters aren't the best people to advise on technology change Those who specialise in product design have to look at all of the factors involved in product acceptability including usability and acceptability in the market place Despite repeated warnings that the BEV is not a universally acceptable replace for the ICE power train, governments press ahead Vehicle manufacturers and product specialists are being ignored so Europe and the UK dig an ever deeper hole for ourselves. This will cost us dearly There's a say that goes like this: - 'When in a hole, stop digging' #BEV #Cars #Energy #Fuels #environment #ICE #hydrogen #EFuels

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An aftermarket crash is inevitable! There's been a lot of talk in the aftermarket about the reduction in revenues with the increasing adoption of BEV vehicles and the demise of ICE. The standard defence is generally that ICE is here for a while yet, that the average age of ICE vehicles on the road will increase, pushing more vehicles into the independent aftermarket network, and that rhe early adoption of BEV vehicles doesn't then follow standard product life cycle models. King Canute illustrated to his courtiers the power of the tide and the inevitability of the sea reaching his robes and feet. That the numbers of ICE vehicles will decrease over time and the number BEV vehicles will increase is just as inevitable! Whilst not an immediate threat to revenue (but one that WILL come) there are real revenue and profit opportunities in the BEV market that the industry innovators can take advantage of. Many of these will require significant recruitment and training in new areas but the opportunity in: * Specialist BEV sensors * ADAS repair, service and callibration * Repair and Service to Electric Motors * Indepedent over the air updates and upgrades to vehicle software * Battery refurbishment *Increased use of suspension and braking components * home and on the move charging accessories, units and supply to infrastructure providers. Not an exhaustive list but those aftermarket suppliers able to supply a more complete basket of goods to their customers and help those same customers gain traction with BEVs will gain and maintain a market advantage. Torque Talent recruit for the automotive, manufacturing and construction sectors with direct experience of the sectors they work. #automotive #automotiveaftermarket #electricvehicles

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Automotive sector can be driver behind turbocharged UK industrial and economic growth, says SMMT chief The Chief Executive of the Society of Motor Manufacturers & Traders (SMMT) has said the automotive sector can be the driver behind turbocharged UK industrial and economic growth. In his latest CEO update on Friday, Mike Hawes said: This week’s long-awaited announcement of an industrial strategy, with government’s Invest 2035 green paper, presents a fresh opportunity to turbocharge UK industrial and economic growth. Automotive can be the driver of this and, as SMMT set out in our Vision 2035 report, with the right conditions has the potential to deliver an economic boost worth more than £50bn during the next decade. https://lnkd.in/ecE__aPF

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Really Interesting... Self-driving vehicles set to be on roads by 2026 as Automated Vehicles Act becomes law ➡ Self-driving vehicles could be on British roads in just 2 years as new law receives Royal Assent ➡ Move could create over 38,000 new jobs, cementing Britain’s position at the forefront of the self-driving tech industry ➡ Travel set to be revolutionised by £42 billion sector, increasing road safety and unlocking opportunities for those who currently can’t drive Transport Secretary, Mark Harper, said:  ➡ Britain stands at the threshold of an automotive revolution and this new law is a milestone moment for our self-driving industry, which has the potential to change the way we travel forever.    ➡ While this doesn’t take away people’s ability to choose to drive themselves, our landmark legislation means self-driving vehicles can be rolled out on British roads as soon as 2026, in a real boost to both safety and our economy.

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When supplying to the Motorsports and Hypercar market every aspect of the business needs to be innovative and aligned. From cutting edge design engineering through to the army of machinists that make these concepts a reality, Xtrac Ltd keep the proverbial foot on the gas. Following the recent posting, heres another insight into the inner workings of our company. Lets talk about Open Clusters with our Head of Controls and Electronic Systems - Oliver Grant, over to you. 👨‍💻 "A typical part of our development process for a transmission system is to build an "open cluster". What is an open cluster you ask? Essentially it is all the gearbox internals, such as the gears, gear selection mechanism and most of the clutch system, built between tooling plates. The lack of a gearbox casing allows us to see all the gearbox internals during a gear shift. We can run this on the bench without the gearbox rotating or mount it to a test rig and complete synchronised gear shifts at different “engine” speeds. The visual access gives us better insights into how the individual parts move and deflect, and whilst we have the benefit of additional instrumentation such as strain gauges installed, we also film gear shifts with high-speed cameras. This week we have been using our open cluster with our P1371 48V gear change actuator. We use two gear change actuators per gearbox, and they are mounted directly on the gearbox. The brushless direct current motors in use are extremely responsive and have less latency than a hydraulic system. The focus of this specific test was to look at minimising component deflection and friction in the mechanical parts to improve the overall system response and controllability. This all results in faster and more efficient gear change in our gearboxes." Inspirational work as always from Oli & team and leading developments for the next wave of transmission systems. Have a great finish to the week network and here's to a great game on Sunday. ⚽

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Jaguar reinvention Mk 4 coming up Will this one work? The first attempt (that I remember) was the very retro "-Type" early Ford era 1996-2001. The lineup went from 2 to 4 models but all were an unmitigated failure. Bad design and donor platforms got the blame. Ford had another go in the late noughties going back to 3 models (XF etc) with much more contemporary design (thanks Callum!) and homegrown platforms. But poor pricing / positioning remained problematic, and XF actually lost more money than X-Type (that was a closely held secret, even internally!). Old hat technology & lack of SUV's got the blame. Tata then had a go in the 2010's boosting the lineup to 7 models adding 3 SUVs to reinvented sedans with brand new platforms. But the strategy was an unimaginative "like the germans only better". (This was the height of the Speth era JLR hubris). Net result - even bigger losses The 4th attempt is very different to what went before... Will it work? I don't know! What do you think? Can Jaguar rise again? Should Jaguar rise again? What do you think went wrong before, and will this version fix it?

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Jaguar Land Rover UK shambolick customer support…. Commercial vehicle breaks down, really good response to this stage of getting the vehicle to the garage. Then to be told 5-6wks for the vehicle to be looked at (not to be fixed, looked at)! Courtesy vehicle is the smallest in your range, not fit for purpose for commercial use and limiting my business due to it being so small. Not to mention the in-car microphone not working meaning I can’t take or receive calls when driving (minimum 15hrs/wk) also limiting my business. Constantly being told (every day) that there are not alternative vehicles available with the space available that I need to operate my business. 🤦‍♂️ nor the offer to expedite the repair of my vehicle to keep me happy 🤔 I get there are ways around these problems but I pay a premium for my vehicle along with the extended warranty, this level of customer service is not acceptable and puts me off purchasing another vehicle which I should be doing this year! #jaguarlandrover #customerservice

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Pav Gill completely agree with you. The irony is that whistleblowers, the very people who risk everything to expose wrongdoing, often fail to fully support and protect one another. Why is that, I wonder? Is it the overwhelming weight of our individual battles? The exhaustion of fighting alone? Or perhaps even fear? Take Sensitech, a Carrier company as an example—a textbook case of intimidation. They’ve harassed whistleblowers, filed SLAPP lawsuits, threatened criminal charges, and made false allegations to silence dissent. Yet, how do you blacklist a company like Carrier, whose stock opened at $18 in 2020 and now trades at $67.03 per share? Massive wealth has been created for shareholders who, let’s face it, often don’t care about ethics or integrity. The dollar sign prevails, as does power. But here’s the thing: companies that avoid whistleblowers—whether through hiring policies or active blocking , retaliation—should raise alarms for all of us. Recruiting agencies, HR departments, and corporations that steer clear of individuals who stand for truth aren’t just cautious—they’re complicit. This signals a deeper issue: a culture more interested in appearances than real ethics and compliance. As an accidental whistleblower myself, I’ve learned that whistleblowers bring more than degrees or résumés—they bring a lived sense of ethics and accountability no classroom can teach. If I were hiring, I’d make it a policy to include whistleblowers on my team. Why? Because those who’ve had the courage to speak up and risk everything to expose wrongdoing have already demonstrated the kind of integrity most companies only aspire to. Whistleblower or not, each of us has the power to make a meaningful impact on someone else’s life. The best strategy? Start small: listen, support, and offer what you can. Even the smallest gesture can spark a ripple effect that changes everything. It could be as simple as truly listening and believing someone’s story, helping them expand their knowledge or refine their (legal) expertise, or fostering self-education to achieve excellence. It could also mean helping with essentials: keeping a whistleblower and their family off the streets, covering a skipped dental treatment, or referring them to a reliable attorney (a rarity in this field, but that’s another discussion). Isn’t it strange that asking for help feels so embarrassing for most of us? Afraid of hearing “no,” or of the image we leave behind? So, as human beings, as neighbour's, as whistleblowers, let’s start with offering this one simple yet powerful question: HOW CAN I HELP? #HowCanIHelp #WhistleBlowing #BusinessEthics #HR #Recruiting #CorporateGovernance

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The automotive industry is hard at the best of times, but there seems to be a continual flow of bad news recently. I have seen headcount reductions for VW, Nissan, Ford, Lotus and now Stellantis. Yes, EV uptake is part of the story, but we really shouldn't discount the competition from new entrants, especially the Chinese. Whether the Chinese are selling to their own market, or exporting to your own country, in the era of global supply chains and consolodated manufaturing, it is all linked. Ths action by Stellantis appears to be one of consolodation rather than pure downsizing. Whilst that is no compensation for those affected in Luton, it does suggest that efficiencies can still be had and competitiveness can increase. #automotive #manufacturing #ev https://lnkd.in/ekGehVXD

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The ban on sales of diesel and petrol vehicles had been extended to 2035 under the previous Conservative government but Labour has said it would restore the 2030 deadline in its election manifesto. Personally I think the EV market currently has two issues: 1. The cost of EV cars 2. The charging network & associated infrastructure. Neither of these are getting significantly better, therefore I can’t see things improving in the short term..⚡️🔌🚙 #EV #simosim

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📺In yesterdays budget the Chancellor of the Exchequer announced the Automotive Manufacturing Industry would get £2 billion in investment over the next two years to help boost growth in the EV sector. ⚡ 🪫The details of how this will be spent isn't yet clear so I asked ChatGPT how it thinks it should be spent. The answers were quite surprising. I was delighted that ChatGPT knew we needed some upskilling in the industry, something I think would drive a real change to bring more skilled people to the areas of manufacturing that need it..... ChatGPT: If I were Chancellor of the Exchequer, I would approach this £2 billion EV investment fund with a focus on three main areas to ensure the funding drives sustainable growth, job creation, and innovation in the UK’s automotive manufacturing sector: 💥 𝗦𝗰𝗮𝗹𝗶𝗻𝗴 𝗗𝗼𝗺𝗲𝘀𝘁𝗶𝗰 𝗘𝗩 𝗕𝗮𝘁𝘁𝗲𝗿𝘆 𝗣𝗿𝗼𝗱𝘂𝗰𝘁𝗶𝗼𝗻 (£𝟴𝟬𝟬 𝗺𝗶𝗹𝗹𝗶𝗼𝗻): Given the critical role batteries play in electric vehicles, a significant portion of the funds would go toward developing battery manufacturing facilities, including support for gigafactories. This would involve both direct investments in infrastructure and incentives to encourage private sector participation. By doing so, we would not only create jobs but also reduce reliance on imported batteries, fostering a self-sustaining EV ecosystem in the UK. 💥𝗦𝘂𝗽𝗽𝗹𝘆 𝗖𝗵𝗮𝗶𝗻 𝗮𝗻𝗱 𝗪𝗼𝗿𝗸𝗳𝗼𝗿𝗰𝗲 𝗗𝗲𝘃𝗲𝗹𝗼𝗽𝗺𝗲𝗻𝘁 (£𝟲𝟬𝟬 𝗺𝗶𝗹𝗹𝗶𝗼𝗻): To ensure our workforce is skilled in new technologies and to future-proof automotive jobs, I’d allocate funding to upskill workers in battery technology, EV assembly, and sustainable automotive practices. Partnering with universities, trade schools, and industry associations would ensure training programs reach both current workers and new entrants. Funding would also be directed to support the local EV supply chain, from raw materials to high-tech components, so we can have a robust UK-based supply network, reducing dependency on international supply chains. 💥𝗜𝗻𝗳𝗿𝗮𝘀𝘁𝗿𝘂𝗰𝘁𝘂𝗿𝗲 𝗮𝗻𝗱 𝗥&𝗗 𝗜𝗻𝘃𝗲𝘀𝘁𝗺𝗲𝗻𝘁 (£𝟲𝟬𝟬 𝗺𝗶𝗹𝗹𝗶𝗼𝗻): A final third of the funding would be dedicated to EV infrastructure and research. This would mean expanding EV charging networks—particularly in under-served regions—to make EVs more accessible across the UK. Additionally, this funding would support research grants for next-generation EV technology, such as solid-state batteries and renewable-based charging solutions, to cement the UK as a leader in sustainable vehicle tech. By focusing on these three areas, this investment would not only bolster the EV sector in the short term but set the groundwork for long-term leadership and resilience in the face of global competition. What would you do differently? #Budget #Careers #Automotive

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Last week's Society of Motor Manufacturers and Traders (SMMT) Transport News Brief lead comment, UK production needs to be next government’s central focus Last week saw SMMT publish May’s commercial vehicle production figures – down -59.3% on last year, and the third consecutive month of decline. Temporary supply chain shortages have impacted some of the production output, but we are also seeing that factories are responding to a downturn in order books as we adjust to the new normal. UK commercial vehicle production is a key contributor to the UK economy – and earlier this week SMMT launched Vision 2035: Ready To Grow, which calls on the next government to work in partnership with the automotive industry to unleash its full potential and deliver growth worth £50 billion over the next decade. A key part of this is the UK’s vehicle production, and the vision highlights how to increase the UK’s global competitiveness in electric light vehicle production, which would deliver a cumulative £290 billion increase in value up to the end of 2035. With CV production found in every part of the UK – not to mention a vast supply chain supporting the industry both home and abroad – success will drive growth across the nation. With the general election one week away, SMMT is now looking to the next government, which ever colour, to invest in UK factories as they transition their production lines to make zero emission models. With almost 70% of UK CV production destined for export, it is vital that Britain continues to work to secure the best possible trading conditions for this key contributor the economy. The paper was launch as part of SMMT’s International Automotive Summit, which as ever included a diverse range of speakers from the commercial vehicle and bus sectors. It was no surprise that most of the discussions were around what will happen post 4 July. The overwhelming opinion was that the next government need to produce a clear strategy for how charging infrastructure will be funded for the rollout of zero emission trucks and buses – critical for encouraging greater adoption. Plus, while the UK has a growing zero emission supply chain that produces almost every component needed, the reality is the need to scale up. For ZEVs to achieve the levels of UK content currently seen in British-produced ICE vehicles, there’s a real need to turbocharge investment. Vehicle production is often called the jewel in the crown of the UK economy – whatever the election result next week, let’s hope that the right steps are taken to ensure it continues to shine.

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British commercial vehicle production output growth continues with the best Q1 figures since 2008. Figures also show British car production did fall in March, as manufacturers gear up to make new models, but rounded off Q1 with overall volumes still up 1.1%: https://lnkd.in/e95-H6FB #UKmfg #Manufacturing #Production #Automotive #CommercialVehicles

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Electric cars are all the rage – or so we’re told. But despite the fanfare, only one in 10 new car buyers in the UK opted for a battery electric vehicle (BEV) in 2024. That’s not exactly a stampede toward a battery-powered utopia. People clearly aren’t sold on the idea, and here’s the thing: you can’t force them to be, either. So if you want to reduce emissions way more quickly, why not consider hydrogen internal combustion engine (ICE) vehicles as the pragmatic middle ground? Read my latest piece for Driving Hydrogen®: https://h2.news/h2iceoped

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