The automotive industry in New Zealand supplies a market that always has one of the highest car ownership ratios in the world. The new car distributors are basically the former owners of the assembly business. At the dealer level, they retained their old retail chains regardless of the establishment of many new independent businesses built since the 1980s by specialists in secondhand imports from Japan. Toyota entered into direct competition with import businesses used to repair old Toyota from Japan and sell it through their own dealership as a special line. The nation's car fleet is somewhat older than in most developed countries.
New Zealand no longer assembles passenger cars. The assembly plant is closed after tariff protection is removed and the distributor finds it cheaper to import fully assembled cars. The cars were assembled at a rate close to 100,000 per year in 1983 but with the country's economic hardship their numbers declined sharply. Toward the end of the decade, the abolition of various restrictions as part of the country's economic restructuring provides used second-hand used cars from Japan. These used cars fulfill the local need for high levels of ownership in a financially-laden world but from that time continued to arrive in such large numbers, they substantially increased the average age of the national fleet.
Toyota, Ford, and General Motors Holden divisions still dominate the new car market. The small home market - the size of a large city - and the distance from potential export customers working with the first world salary rates on the establishment of any significant indigenous producer. Only small boutiques and replica car companies are able to survive. They produce original car kits and replicas using locally made car bodies and imported components for local and international markets. Some of these, despite their small size, are recorded internationally for the quality of their workmanship.
Video Automotive industry in New Zealand
First automobiles
The industry began with imports in 1898 from two Benz cars from Paris by William McLean. Apart from some initial efforts to build a complete car, all chassis are imported. Local workshop coaches, out of price, eventually disappeared in the 1920s though not without government representatives. Some move to a complete car assembly or create bus bodies, trucks and trailers, sometimes both. The assembly of the new American ckd package had gone well in the 1920s, the English ckd packed a full decade later.
The McLean motorcycle arrived in Wellington from Sydney by Rotomahana SS on February 19, 1898. They were Benz Petrolette and Benz Lightning. Once the McLean Benz car was imported, it was almost two years before the next four-wheeled car was imported.
The tricycle arrived in Auckland in November 1898 for Messrs George Henning and WM Service. At least three three-wheeled vehicles were said to have been imported in 1899 including De Dion for Acton Adams from Christchurch and another for Robert and Frederick Maunsell of Masterton, the missionary sons. All three arrived in September 1899, with Acton Adams vehicle involved in New Zealand's first motor vehicle accident two months later.
The young technician of Auckland Arthur Marychurch returned from England twelve months later with a four-wheel Star, which he sold after several weeks to Skeates and Bockaert. They took Star agency and sold this first car to a Christchurch merchant Wardell Bros.
Three motor-rickshaws were followed in 1900 by Darracq and Locomobile steam cars along with Pope-Toledo, Eagle, Argyll, Oldsmobile, and Daimler. In 1903, 153 cars and motorcycles were imported. The car in 1903 cost more than twice the average annual income which means the market is limited to the rich. Petrol or Gasoline is not available except as illumination fuel for certain lights and in some instances for sufficient quantity owners must order it from Sydney, Australia. By 1925 imports had increased to more than 20,000 cars per year.
Maps Automotive industry in New Zealand
Initial indigenous car
If a steam-powered vehicle is calculated, the first vehicle is believed to be a steam train built by Mr Empson of Christchurch in 1870 and a steam train imported from Edinburgh by JL Gillies of Dunedin, also in 1870. Empson Vehicles. The first traction machine, the Power Power Works 8 hp traction engine, was imported three years earlier. Buggy Steam Gillies are more likely Thomson Road Steamer and not steam train. Gillies sold Thomson to the Provincial Government of Canterbury in 1871 for 1,200. This was followed by 1881 buggy steam belonging to Professor Robert Julian Scott, who was the first original self-propelled vehicle in New Zealand.
There is a debate about who made the first gas-driven vehicle. Timaru engineer Cecil Wood made a gasoline engine in 1897, but then made an unfounded claim of having invented and ridden a three-wheeled vehicle in 1896 followed by a four-wheeled vehicle in 1898. The date of the first vehicle was independently confirmed from 1901.
On May 3, 1898 the Nelson newspaper reported that a Mr. Sewell from Upper Buller had built a motor car and drove it to Wakefield that week. A letter to the editor of the Evening Post later that year stated that there were two engineering companies in Wellington building a car engine. Whether Wood, Sewell, or engineering company makes a road worthy vehicle currently unknown as there are no more articles about them.
The first New Zealand designed and built car known to have been run was made by Frederick Dennison. It was a three-wheeled motorcycle that was reported in a local newspaper on May 8, 1900. The article stated that Dennison intends to turn a tricycle into a four-wheeled car. He did it and drove it from Christchurch to Oamaru in July 1900. It was the only one made and destroyed by fire on his way home. The replica of this car was completed and driven in June 2000 as a celebration of his first trip.
This was followed by several models constructed by Wood between 1901 and 1903, AW Reid from Stratford steam from 1903 to 1906, Gary Methven from Dunedin gasoline, Pat and Thomas Lindsay from Timaru steamers in 1903, and Topliss Brothers from Christchurch car in 1904. A Blenheim engineer, John Birch, built Marlborough in 1912 and several cars named Carlton between 1922 and 1928 in Gisborne. One of them still exists with the vintage Gisborne car club.
Car ownership level
Number of cars owned per 1000 people
- 1924: USA 143, Canada 77, New Zealand 71, Australia 23, United Kingdom 14, France 11
- 1967: Canada 283, Sweden 250, Australia 274, New Zealand 293.
- 2011: Canada 662, Sweden 520, Australia 731, New Zealand 708. (year: - Canada 2014, Sweden 2010, Australia 2015, New Zealand 2011)
Legislative impact
Government legislation has always had a huge impact on New Zealand's industry. The first car legislation was the McLean Motor Car Act 1898 passed by McLean just before his car was dismantled. It legalizes motor vehicle operations, gives them light after dark, and does not run faster than 20 kilometers (12 miles) per hour. The Motor Cars Regulation Act 1902 followed. Tariffs do apply to cars and auto parts brought to New Zealand, although with a McLean car there is some initial confusion as to what might apply. In 1906 local trainers sought a tariff increase of up to 50% for fully built vehicles and in 1907 a 20% tariff was introduced on cars arriving in New Zealand that had been assembled to protect them but no duty on the chassis.
American dominance
Higher duties impose on imports from countries outside the United Kingdom. However, new cars listed during 1917 showed more than 90 percent of New Zealand's cars came from North America. During the First World War, tariffs on the car body were reduced to 10% but the same rate was also imposed on the previous free chassis. Import time statistics provide different amounts for the body and more chassis does not mention the complete car. Unlike in Australia, local coachbuilders lost business in the early 1920s. Some of the larger companies end up producing only commercial vehicles, taxi trucks, trailers, but especially bus bodies, such as New Zealand Standard Motor Bodies (Munt Cottrell) at Petone, Steel Bros in Christchurch. Some only become own motor retailers such as Schofield Auckland in Newmarket.
Before the motor of the First World War was reserved for the prosperous. Roads in cities and towns may be very dusty but smooth and well formed. Residents of the city as a whole are satisfied with their British cars that are designed for the same conditions, built with care for high technical standards but with only lip-service to exchange parts. They require expensive, regular maintenance at short intervals. American cars are built in bulk and cheaper, designed by far better engineers and built for poor surfaces and to cope with irregular maintenance that may be hard to find even in their homeland.
During the 1920s, the most common vehicles were US brands made in Canada (to withdraw the reduction of Imperial Preferences) or the US. For example, in the first nine months of 1927, of 8,888 cars selling five best-selling brands, 4612 cars, all of them North America. At the beginning of imported cars major depression fell.
Car from the UK
In 1934 the Government announced tariffs intended to protect the Empire trade further while encouraging local assemblies. The level of imports began to increase at this time and by 1940, 42 percent had been added to the size of the national car fleet. UK-sourced vehicles take a much larger part. The prosperity of the country districts with bad roads and the demand for American cars with very high prices financed economically did not live back until the end of the decade or the outbreak of war.
Another factor that locked market share was the urgent need to preserve foreign currency which saw the government introduce import quotas by the end of 1938. Permits were allocated to local importers according to their imports in the previous year. Since the new licensing system is based on recent history, it keeps North American imports at an artificially low level when their markets rise again.
Unless they buy their old distributor and with the business it's the right to the necessary license without the history car manufacturer unable to enter the New Zealand market but this new factor has no effect until after the war. The result is a large number of small assembly plants owned by New Zealand, possibly under capital. They often seek substantial support from their foreign suppliers.
Australia and Japan
UK-sourced cars retained their new share into the 1960s when the three major Detroits began to replace British Vauxhalls and Zephyrs with Holden Specials, Falcons, and Valiant Australia, which later became a third of the market. All locally assembled cars are the simplest manufacturer versions with a small number of honorable exceptions, short journey after the war of Jaguars or Rovers etc. This is due to the struggle to meet the demand in the amount of cash from government exchanges. controls available. One result of import licensing is to make relatively new used vehicles more expensive than new ones. Another is the hope that the car will be made to last long and undergo many improvements that will be considered as uneconomical in almost all other markets. This experience can account for the received acceptance of so many imports used. Each Government intervention is designed to protect New Zealand car assembly and related industries and to reduce the effect of purchasing vehicles on the balance of payments of the state with other parts of the world.
Japanese cars entering the market in the 1960s started a local assembly by New Zealand-owned businesses in the middle of the decade. One of their attractions is that they do not all look stripped down to the naked looks of the local cars.
In the 1980s when the Number of assembly plants reached a high of 16 in the 1980s. But after relaxation restrictions on imports of ckd packages, the Government seems to recognize, as did the Australian government 30 years later, it is cheaper and more efficient for cars assembled in the country where they are made.
The Government's Government Vehicle Industry Development Plan came into force in 1984. It began by opening import competition, although it spread for four years until 1988, and by mid-1988 only seven of the sixteen separate assembly plants remained in business. The Government announced in December 1987 after reviewing the plan that all import controls would be removed starting January 1, 1989. At the same time, a program for tariff reduction on vehicles and their components was announced.
Import used
As tariffs for imported cars have been reduced, the flood of secondhand Japanese imports flooded new car markets that began decades or less from new car sales growth. Imports rose from less than 3,000 cars in 1985 to 85,000 in 1990. In 2004 more than 150,000 vehicles were imported within a year. Japanese used cars make up the majority of these cars. The last tariff was removed in 1998.
Assembly process
- Shellfish
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- assembly and welding
- metal finish
- Paint
- preparation
- spraying and drying - in the painting booth is usually the most expensive item in the factory
- Hard trim - glass, instrument panel, etc. and in some cases soft slim
- Body down on engine suspension and wheel, soft trim - upholstery, upholstery added
- Final check
Kits
- Fully Knocked out kits will require all the above processes
- Some Knocked Down devices can be completed to the point of falling body but may also require all but assemblies and body welding
Buildings of assembly plants, factories, machinery and other equipment are not specific to the automobile assembly industry and can be used for many other activities. What is special is the use of equipment for one purpose.
Assembly plant
New Zealand's auto assembly industry is rooted in pre-owned car trading. At the beginning of the 20th century, coachbuilders and wheelwrights quickly moved to building bodies for imported motor vehicle chassis. In 1926 after the announcement that General Motors would start a local assembly, representatives of New Zealand Federation of Trustees and Board members are waiting for the Prime Minister to demand greater protection because they say American manufacturers dump cars in New Zealand and flood the market. The Prime Minister postponed any decision until he heard from another interested party. Local managing director General Motors responded that the failure of chassis imports to grow was "entirely due to public preferences and prices".
Until the emergence of all the steel bodies that began in the United States in 1915 with Dodge and started in England over a decade later, the motor body remained essentially a 19th century wood-plated and sheet metal structure and the required skills were readily available. The imported body faces the task of twenty percent, the material to be used in the body produced in New Zealand duty free entry. Initially chassis free entry task with or without body. In the six years ending March 1933 64,300 cars were imported but only 7,600 were granted New Zealand-made bodies and tariff protection expired.
From the 1920s to the mid-1930s Americans were mostly sourced in Canada because Imperial Preference rates dominated the local assembly industry. The postwar supply was limited by the shortage of dollars then the balance of payments difficulties and the UK then combined with Australia dominated. In the late 1960s the assembly of Japanese vehicles began to replace British vehicles and by the late 1990s British vehicles had almost disappeared.
1922 Colonial Motor Company
Rouse and Hurrell, coachbuilders and wheelwrights Courtenay Place Wellington, took on the only Ford Motor Company agent for New Zealand in 1908. In 1911, their business was transferred to the newly established Colonial Motor Company Limited.
The first CMC special car assembly building began in 1919 and completed in 1922 at 89 Courtenay Place, Wellington - a nine-story steel box, designs and locates on the nearest land from reclamation to the Taranaki Street deepwater pier based on Ford's assembly work in Ontario, Canada. This building stands over 30 meters and is the tallest building in Wellington at that time.
The top two floors are used for administration. The assembly of cars from packets of imported goods starts at level 7, and completed vehicles are driven out of the ground floor. CMC also built a small assembly plant in Parnell, Auckland, and in Timaru. By the end of 1925 the number of staff was 641: Wellington 301, Parnell 188 and Timaru 152 people. At that time the daily output is: 25, 20 and 18 respectively. In the 1970s, the former Wellington assembly building was given a new facade that was inspired by car radiators.
1926 General Motors
In 1926, General Motors opened a factory in an established industrial area, Petone, in the Hutt Valley. In the first twelve months ended September 1927, the plant collected 2,191 cars. By the end of 1929, GM could report the following locally sourced materials used in their cars: wool on coating, Miro wood for commercial bodies, varnish, glue, enamel and many small parts, glasses would soon be added. Other articles which according to GM should be made locally include carpets and top materials and padding as needed. All related advertising literature is printed and colored locally. At first, it produced American cars Chevrolet, Pontiac and Buick, adding Oldsmobile in 1928.
The first British Vauxhalls was built in 1931, along with the Bedford trucks. In the first eight years, he collected more than 25,000 vehicles.
In the late 1930s the factory hired 760 and built the GM Frigidaire commercial refrigerator. Dampers or mufflers added to the product range, 172,000 of which were made in the next ten years. Run from Germany Opel Kadetts skipped. Factory size nearly doubled in 1939, more than 6 hectares are now under the roof and the site has been expanded to 12 hectares equipped with cricket field, sports field and parking for employee cars and bicycles. The Petone plant was closed in 1984 and production was transferred to Trentham.
Australian Holdens was first introduced as an assembled car in 1954, but the first Holden of Petone General Motors factory, an FE Series, appeared in 1957. A large new factory in Trentham in the Hutt Valley opened in 1967, where General Motors built vehicles as the Holden Australia HQ series, Commodore, and UK Vauxhall Viva. In the early 1970s, more than 80% of New Zealand's new cars were supplied by General Motors, Ford, Todd Motors, and New Zealand Motor Corporation. In 1990 the General Motors plant at Trentham was reduced to a truck assembly operation, which was then completely closed.
General Motors New Zealand changed its name to Holden New Zealand on July 15, 1994.
1931 Rover
In July 1931, the Rover Company of New Zealand Limited told a local newspaper a building was in the process of erection at 35 Jackson Street Petone where they would assemble Rover's car. It is expected that the building will be completed before Christmas. New Zealand ingredients will be used as far as possible. Parts that can not be made locally will be imported from the UK factory.
The new factory was officially opened by the Prime Minister on February 17, 1932 in the presence of, among others, the chairman of the Industrial Development Council and managing director of Rover of England. The Prime Minister noted that the Rover Company was the first British company to open chassis assemblies abroad and bodybuilding plants in any part of the Empire. He also said "Britain buys our product and it's just right for New Zealanders to buy in return from the UK". The only materials imported in the bodywork are leather and steel panels.
The price of the car, Rover's Family Ten , was reduced by 5 percent in the following July "with the economic benefits arising from the making of New Zealand". It is depicted as greatly improved over imported cars that have special bodywork, reinforced chassis frame, heavier rear springs, etc. all to suit local conditions.
In February 1932, Rover Coventry announced the inauguration of their Ten Families by using heavier gauges and redesigning cross members to improve torsional rigidity. These improvements, they say, result from lengthy testing in New Zealand and Australia's roughest streets are done to make cars fit for use overseas.
In July 1933, the former Rover plant site was empty and advertised for sale. In 1935, tin plate and tube maker J Gadsden and Company, a subsidiary of an Australian company of the same name, created a four-gallon gas can (benzine cans) in the former Rover building.
Government actions
A factor identified as economic nationalism. In 1927 when 80 percent of cars were imported from North America, the method of tally counting was adjusted in the hope of encouraging smaller imports of British cars and more importantly pushing more companies into local assembly. At the height of the depression, the government announced its determination to ensure as much as possible the work of New Zealand's labor. In August 1934 Treasury Secretary Gordon Coates announced that since the current tariff concessions were insufficient to encourage foreign manufacturers to assemble their cars in New Zealand, a new task to take effect from 1 January 1935 was:
- Complete vehicle: UK 15 percent, another 60 percent
- Unassembled vehicles: UK 5 percent, others 50 percent
The completely knocked down (CKD) definition will be set by the minister and modified to ensure an increased use of locally sourced material.
The motor vehicle trade response is that they consider the reduction of tariffs for imports of ckd will not pay local assembly fees
Completely knocked down
- Ministerial decree for 1935
Industry is always encouraged to improve local content. Compliance requires importers to carry a chassis frame assembled with engines and gearboxes but no other parts are installed. Snares and windshields can be assembled and broken. Shells can be assembled and broken. The coating material can not be sewn but may be cut into shape. There is no limit to the components included in the CKD package. The first determination was published in the New Zealand Gazette on October 18, 1934.
- 1939
After losing the local bodybuilding trade, the upholsterers found that they could not survive and in 1939 the coating material could no longer be included in the imported CKD package, or the battery and assembly levels of imported components were increasingly restricted.
Inclusion of banned items pulls full tasks to all CKD packages.
Import quotes based on value
The import of licenses or fixed quotas for imported ration cars - and all other imports - was first announced at the end of 1938. Commentators expressed concern that this was a short step from the total takeover of the country's import trade and would at least allow the government to issue licenses in such proportions and to the person or business as he or she may choose. The minister's announcement was welcomed by the chairman of the Federation of Primary Producers with a description: "Hitler's plan" added (even if it were) "backed off the Moscow road".
The goal is to preserve foreign exchange and to protect local industries, in particular to promote manufacturing to increase employment opportunities and to reduce economic dependence on the rural sector. During the war, restrictions were generally acknowledged as necessary but they were not dismantled only less when conditions improved. In the early 1950s, import licensing systems were overhauled and many categories were excluded. The same period saw the beginning of the safety-valve license scheme no delivery. The balance of payments crisis in 1957 brought new controls to restrict imports but with the allocation of foreign exchange. Another foreign exchange crisis in 1967 brought a reversal of loosening over the previous decade. The new policy of 1979 allowed importers to obtain additional licenses when they could point out the "very less" price/quality difference between local and imported products. In the early 1980s, the industry employed about 8,000 workers. But in 1981 official thinking began to swing away from import controls as they did not in the long run improve the underlying conditions even though they may be entirely successful in controlling imports. If the aim is to protect local industry tariffs, officials consider it to be a more efficient tool.
Thus, in 1984 economic liberalization, reducing protection for local businesses and deregulation became official policy. The rationalization scheme was under way when a new government elected in July 1984 found it facing a foreign exchange crisis and chose to deal with the economic situation with these new tools. Automotive assembly industry is recognized to be very artificial. The poor build quality means that consumers prefer imported cars. The cost of a fully assembled car on the Auckland dock is nothing more than the cost of a CKD device. In December 1984 all controls on outbound and incoming foreign exchange transactions were revoked and the same month as the 1984 Motor Vehicle Industry Plan was approved. The Nearer Economic Relations Agreement with Australia halts immediate free trade in cars and components. Import licenses for most goods were removed in July 1988 and the process of elimination of controls that protected the motor industry accelerated. The final review was set for 1992.
In 1985 New Zealand supported 14 assembly plants but in 1989 five of them had been shut down. In the same period Toyota, Nissan, Mitsubishi, and Honda bought their local assemblers.
The following plants were closed between 1984 and 1990:
- Ford Motor Co - Lowered Hutt
- Mazda Motors - Otahuhu
- Motor Holdings - Otahuhu and Waitara
- New Zealand Motor Corporation - Honda - Auckland
- Nissan - Otahuhu
- Suzuki - Wanganui
- General Motors - Upper Hutt
leaving the following passenger plants (and three commercial plants; the number of workers was in 1997)
- Toyota - Christchurch (commercial) September 1996
- VANZ (Mazda and Ford) - Manukau City March 1997
- Mitsubishi - Porirua June 1998 (360 workers)
- Nissan - Wiri July 1998 (230 workers)
- Honda - Nelson closed in August 1998 (220 workers)
- Toyota - Thames October 1998 (330 workers)
The assembly plant continues
1935 Todd Motors
Todd Motors developed from a Ford agency held by their small company in Otago. They then distribute a number of American brands throughout New Zealand. One of them is Maxwell bought by Walter P. Chrysler and given his name. In 1929, Todd set up an assembly plant on Napier Street, Freeman's Bay Auckland. Modern methods planned include electric cranes. The Auckland assembly plant was closed and sold in September 1932 to J Gadsden & amp; Co. to create a four-gallon gasoline container
In 1935 after successfully introducing petrol and petroleum brands from Russia sourced from Europe to New Zealand, the Todd brothers built a new building and created a small car assembly plant in Petone that gathered more facilities about it when sales increased. There, beginning with Fargo and Plymouth trucks, Todds assembles Hillman, Humber, Commer and Karrier vehicles of Rootes Group and Plymouth, Dodge and DeSoto Diplomats Chrysler Corporation from Canada Britain (Chrysler Kew) and Belgium and, from 1963 to 1979 , Valiants from Chrysler Australia.
The building that became Petone's main factory building was the Railway Workshop until the newly built Woburn New Zealand workshop. Located opposite Austin on McKenzie Street which became known as West Hutt Street which is now part of the Hutt Expressway, the old factory became an indoor sports hall until it was eliminated in 2013. The site is part of the Petone campus at the Wellington Institute of Technology and it is used by their Construction School.
In 1971, Todd acquired New Zealand's Mitsubishi franchise and established a large-scale factory built in Porirua named Todd Park. The first Mitsubishi vehicles were assembled by Todd Motors in Petone, Fuso heavy trucks followed by Galant 1850 Coupe. In Porirua Todd continued to build Rootes/Chrysler vehicles for several years but steadily switched to Mitsubishi. Todd Park had begun assembling the vehicle in early 1974. After 24 years of Mitsubishi, after purchasing it from Todd in 1986, shut down the factory in 1998.
1936 Ford Motor Company
In late 1935 the Ford Motor Company of Canada announced from Windsor Ontario that the construction of a new assembly plant would soon commence in Wellington and would be ready to operate by July 1, 1936. So Ford Motor Company of New Zealand took over the assembly and distribution of owning vehicles at its new plant in Seaview in Lower Hutt. Major retail operations remain with Colonial Motor Co. The Petone plant is now the outlet of Supply Building PlaceMakers.
New Zealand Motor Corporation
New Zealand Motor Corporation is a public company formed in 1970. It is a combination of two Morris and Austin independent assemblers of Austin Distributors Federation and Dominion Motors. Ownership passed to Honda in the last quarter of the 20th century and its business changed its name to Honda New Zealand.
The rationalization followed the aggregation of all the Austin and Morris factories and in 1985 the NZMC went down to two plants: Morrin Road, Panmure on the outskirts of Auckland and Stoke near Nelson. Panmure closed in 1987.
As well as the more popular British Leyland car NZMC has collected some Jaguar, Rover and Land Rover products and Leyland commercial vehicles at an assembly plant in Stoke. During the 1980s Stoke switched to assembling Honda's Japanese vehicles. Finally closed on August 21, 1998.
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- Austin
1936 Motor Assemblies
South Island's Amuri Motors retailers PH Vickery, Cossens and Black and Boon and Co (coachbuilders), announced that they are planning to assemble cars at St. Asaph Street, Christchurch plant from Boon and Co. Dodge and Standard cars will be assembled from CKD packages starting with Dodge. Motor Assemblies (South Island) Limited was established in June 1935. Each partner held a quarter of the capital. Rover has closed it will become New Zealand's third assembly plant, two others are in Wellington but within a month after the announcement of the Motor Assemblies' Todd plan, in the presence of the acting prime minister, has opened a factory in Petone.
In December 1936, Dodge display ads showed the contribution of Assembly Motor to the New Zealand economy and detailed their assembly activities at the Christchurch plant. It's hard to see why Standard Twelve's standard body weighs 1.6 liters at a price of Ã, 365 pounds may be preferred by non-enthusiastic six-cylinder six-cylinder six-cylinder sedan priced Ã, £ 389 except for two consumption values fuel (estimated) and parking space.
In 1939, three car brands were assembled on St. Asaph Street. The purchase of 3 hectares at Ensor's Road, Opawa was announced at the end of July 1939 and is expected to build a 40,000 square foot building to be completed by the end of the year. This site will include a test path. St. Asaph Street venue will then be sold. The battle was announced just five weeks after the announcement and there seems to be no further record of the intent of Ensor Road.
A new factory on Tuam Street between Barbados and Madras Streets began operations after the war of assembling Studebaker and Standard cars. In 1954 it was acquired by Standard-Triumph International.
Christchurch production ceased 24 August 1965 and all of its factories and machineries were moved over 400 kilometers to Nelson and became a 100,000 square foot building never used on a 27 hectare site intended for a cotton mill but abandoned in mid-1962.
S-T I was bought by Leyland Motors in 1960 and finally Nelson's operation became part of British Leyland in 1968.
At that time owned by Honda New Zealand the factory was closed in August 1998.
1937 Seabrook Fowlds
Austins Distributors in Auckland and Taranaki Province, Seabrook Fowlds, announced in the winter of 1936 that in order to comply with the new tariff rules for imported vehicles, they would build an "assembly plant" in Auckland to supply Austins to these areas. Located behind a wooden yard on the corner of Great South Road and Manukau Road, Newmarket on the border with the Epsom housing area, it will be a single-story building with two bricks and two metal walls and the paint shop will have an air-conditioning factory to absorb the vapor paint. Previously there was a small facility at Parnell on St George's Bay Road.
At Newmarket's new plant, the shell was removed from its export packaging box which also holds a suitable chassis and pre-assembled engine, gearbox and rear axle unit. The body is painted and trimmed and chairs and upholstery are added, the cables are finished then the whole reunited with the newly assembled and mechanical chassis. There are 54 office staff and work in the new factory and the output is expected to be 20 cars every week.
At the end of the war, this small factory became an Austin truck assembly plant.
1939 South Island Austin
David Crozier Limited has run two small assembly plants for several years. In March 1939, a consortium of South Island dealers announced a new assembly plant will be built in Christchurch on a six and a half acre block beside the Christchurch-Lyttelton railway line. It is expected that the new business will require staff of 125 people and is expected to open in July 1939.
Austin Motor Industries Limited, the company that will have this business established May 25, 1939. The shareholder business is in Christchurch, Dunedin, and Invercargill. Vickery Black and Boon are involved with Motor Assemblies (see above) contracting assembly for Boon and Company.
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- Morris
1939 Dominion Motors
Dominion Motors Wellington's business started in 1912 with the wholesale distribution of imported vehicles. In 1919, the company joined the Christchurch business, A Redpath's Universal Motor Co., and opened a new retail department in Christchurch as well as in Wellington. Distributorships include Oldsmobile, Crossley, Chevrolet, Stutz, Rolls-Royce, Hudson and Essex and Vauxhall.
The Auckland operation was run from 166 Albert Street (formerly Gillett Motors, Buick dealer, absorbed in March 1926) where there was one of a number of small workshops run in major centers by Dominion Motors who completed the assembly of partially torn down cars. In 1928, 161 "assembly lines" Albert took an hour to assemble every new car.
Just before Christmas 1930 Morris Motors Limited announced the appointment of Dominion Motors to control the distribution of Morris cars and commercial vehicles in New Zealand. They took over Morris's Auckland Province, retailed from Harrison & amp; Gash, originally coachbuilders, who had their showrooms at 175 Albert Street and served at the foot of the Khyber Pass in Newmarket.
In 1938 it was built at Mortimer Pass Newmarket a real assembly plant on 1 ½ hectare empty land next to Highwic purchased from Buckland plantation. The building was completed in late February 1939 when it was estimated that the required plant would be installed by mid of this year. The new plant will produce 10 vehicles a day in front of the Mortimer Pass. War was declared on 3 September 1939 but the factory opened and began production. In the early 1950s it employed over 600 people. A new addition factory was built in Panmure in 1953. It opened in 1954 and continued to grow until 1961 and built Morris Minor's commercial model until 1975.
Production was moved from Mortimer Pass and Nuffield Street to Panmure in 1978.
Panmure menutup 1987.
A new factory for Rolls-Royce assembly equipment industry was built at Panmure in 1960
Second World War
During the Second World War General Motors Petone built 1,200 Universal Carriers, also known as Bren Gun, a subcontract for spare parts scattered throughout the country. Other light armored vehicles, mortars, shells, grenades, anti-tank mines, and Tommy weapons were also created. Joining them is a skeleton of aircraft and parts and assembly of light tanks and aircraft. The 9600 tractor state used in 1939 reached over 18,900 in 1946. Until the 1980s, the main airport building of Wellington was the factory of De Havilland's wartime aircraft.
US troops were sent to Wellington of large, damaged or heavily damaged trucks and jeeps from the war service in the Pacific Islands. Reclamation was done in the Hutt Valley by Ford - jeeps, General Motors - large trucks and Todd Motors - arms carriers. Each truck returns with a jeep on its tray
In the four years leading up to the outbreak of war, the national car fleet has bounced back 42 percent from the exhausting level of depression and New Zealand is second only to the United States in per capita cars. The gas allotment came into effect on 5 September 1939 and lasted until 31 May 1950 with only 17 months of rest in 1946-1947. Volume for private car owners is reduced or limited because state circumstances are allowed partly because tankers on the run to New Zealand are unavailable for a long time and in any case the government welcomes the reduction of foreign currency payments. By mid-1942, the shortage of rubber made tires in very short supply, Japan had controlled most of the plantations. A motor trade journal shows that with the standard private gasoline ratios and the usual mileage of new tires, a set of tires will last for 36 years. Newspapers suspecting fuel supply fraud threatened to track cars from remote places at racial encounters that many people attended. It was necessary to get a license to buy gumboot and hot water bottles.
The success of the US Navy in mid-1942 in the Battle of the Coral Sea removed the threat of the Japanese invasion.
No-remittance license
Beginning in May 1950, buyers can avoid the seemingly endless queue for new cars using "foreign funds". They can even import cars that will never be granted import licenses. In essence, buyers will pay overseas content from cars from sources outside the control of New Zealand's foreign currency restrictions. The balance of agent overhead, duty and sales taxes are paid in local currency when the vehicle is shipped. If the vehicle is assembled locally, the requirements for "foreign funds" are much lower. Until late in the "overseas fund" scheme is not difficult to get or "create". Most New Zealanders do not like the necessary flexibility.
It seems to have been seen as a valuable safety valve and a guide to forming a free market. Holden dealers even include statistics in their ads.
This scheme seems to have lasted more than thirty years.
The assembly plant continues
1946 The Austin Distributor Federation
Austin Agent George H. Scott became the official representative of Austin's factory in New Zealand in 1919. He formed the Austin Federation of Distributors.
1946_Associated_Motor_Industries_and_Austin_Distributors_Federation "> 1946 Associated Motor Industries and Austin Distributors Federation
Two new companies were established in August 1945 Associated Motor Industries Limited and Austin Distributors Federation (N.Z.) Limited, both in Wellington. The Petone plant, located on McKenzie Street across the street from Todd Motors factory, was closed in May 1983. After various uses including the paintball arena and car dealership, the building was dismantled in 2015.
1958 Motor Holdings
Motor Holdings was developed from New Zealand's franchise from Jowett Motors. New Zealand Franchise imported and assembled vanford and lightweight Bradford trucks in Auckland. After 1954's Jowett exit from industry, the New Zealand company won the Volkswagen franchise and changed its name to VW Motors. In 1958 VW Motors had built a new assembly plant at Fort Richard Rd in Otahuhu. In 1964 the parent company of Motor Holdings was formed, which controls 15 small companies, including VW Motors and a new assembly company from Motor Industries International Ltd. During the 1960s and 1970s Motor Holdings collected many different brands besides Volkswagen including Studebaker, Nash, Hudson, Peugeot 404, Datsun, Simca, Skoda, Fiat Bambina, and Trekka New Zealand made. The company became European Motor Distributors (EMD) in 1978, and continued to assemble Volkswagen until 1986.
1964 Steel Brothers
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- Toyota New Zealand Christchurch
Steel Brothers The Canterbury Coach Factory started making commercial vehicle cars in the early 1900s. They are among the first to assemble Japanese cars in New Zealand. In 1964 Steel Brothers established Steel Motor Assemblies Limited and began to assemble Prince Glorias. They follow with more Datsuns (Nissans) and add Mazdas.
In February 1967 they began building the first New Zealand collecting Toyota, Toyota Corona T40 and T50 for Consolidated Motor Industries which owns New Zealand's Toyota franchise. Consolidated Motor Industries is a partnership importer of Mercedes-Benz Cable-Price-Downer with Challenge Corporation which was renamed in November 1970 as a Consolidated Motor Distributor.
Manufacturers such as Toyota can not build their own assembly plants because New Zealand's license import system licenses the marque to existing franchisees. So Toyota is obliged to buy licensees.
In February 1977, Toyota acquired from a 20 percent Challenge stake in Consolidated Motor Distributors, which now controls Campbell on the Thames, and in May 1979 CMD was renamed Toyota New Zealand Limited. The purchase of New Zealand shareholders was completed in June 1992. Toyota also acquired Steel Motor Assemblies and named it Toyota New Zealand Christchurch.
Steel Brothers also manufactures and exports Lotus Seven sports cars from 1973 to 1979. Prototype replacement cars are made but do not enter production.
Although regulatory changes had begun in 1978, New Zealand's long-distance internal transport system was transformed in 1983 when the New Zealand Railways Corporation's long-distance transport monopoly was removed. Steelbro has built more than 5,000 trucks and trucking bodies in the previous ten years that were selected to concentrate on their trailers and semi-trailers.
1964 Campbell Motor Industries
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- Toyota New Zealand Thames
The Goldmining Thames Center is from 1872 A & amp; Price G and stay so. In the 1960s A & amp; G Price is a heavy engineering component of vehicle and conglomerate Cable Price Downer, owner of Challenge Corporation of Toyota Consolidated Distributor Motor franchise holder company. Assembled Motor Steel in Christchurch collected Toyota Coronas for Consolidated Motor Distributors who came to be known as Consolidated Motor Industries.
Campbell Tube Products (exhaust pipe, muffler) established at Thames in 1939 is a subsidiary of 438 Queen Street and motor vehicle importer and distributor of Auckland Motor Campbell (Willys, Studebaker). Already had a presence at Thames Campbell buying land from the local Thames council in 1963 to build an assembly plant for Campbell Motor Industries to build American Motors Rambler cars. Their first rambler came out of assembly line in September 1964. In 1966, Peugeot, Hino Contessas, and Isuzu Belletts had been added to the line.
The first Toyota Corollas in New Zealand were assembled by Campbell Motor Industries on the Thames in April 1968 along with a number of vehicles made by American Motors, an aggregation of almost all US brands that survive outside the Detroit Big Three. American Motors vehicles assembled include Rambler Classic, Rebel, and Jeep. Although the Rambler brand was officially dropped by AMC from 1968, the marque continued in New Zealand, Australia and other AMC export markets during the 1970s. Challenge had become a major shareholder in 1975 and in 1977 sold this ownership to Consolidated Motor Industries which was renamed to Toyota New Zealand in May 1979.
The Thames building is now used to refurbish used Toyotas imported from Japan and sold as Toyotas Signature.
Campbell Tube Products is now New Zealand Wheelbarrows Limited.
New Zealand Motorcycle Agency
1970 Nissan
Felton Mathew Avenue, Glen Innes.
Industri komponen
Original equipment manufacturer
Locally manufactured components include coatings, paints, batteries, tires and rubber components, window glass, glass, cable looms, radios, exhaust systems and bumpers. They have been favored since 1920 but received their greatest encouragement soon after the Second World War.
The conflict between what seems to make sense for overseas suppliers and local requirements can create strange events. It was reported that CKD units have been received with spark plugs installed in their machines. The assembler is obliged to remove and destroy the spark plugs and replace them with the inferior spark plugs of local manufacturing.
The component industry shares the fate of the assembly industry.
Location of assembly plant
In 1969 p33,
- 72 percent (by quantity) of local assembly is done in Hutt Valley
- 19 percent in Auckland
- 5 percent in Nelson
- 4 percent on the Thames
- 1 percent in Christchurch
Industrial portrait of 1966
- Assembled passenger vehicle by company and model 1966
- Quantity - Share - Brand
- Ford Motor Company New Zealand
- 2,118 - 3,3 percent - Anglia
- 4,898 - 7.7 percent - Cortina
- 3.103 - 4.9 percent - Zephyr Zodiac
- 2.128 - 3.3 percent - Falcon
- 90 - 0.2 percent - More
- 12,337 - 19.4 percent - TOTAL
- General Motors New Zealand
- 6,470 - 10.2 percent - Vauxhall
- 8.651 - 13.6 percent - Holden
- 394 - 0.6 percent - Chevrolet
- 201 - 0.3 percent - Pontiac
- 36 - 0.1 percent - More
- 15,752 - 24.8 percent - TOTAL
- Todd Motors
- 5,742 - 9,0 percent - Hillman/Hunter
- 3,033 - 4,8 percent - Chrysler
- 573 - 0.9 percent - Singer
- 325 - 0.5 percent - Renault
- 53 - 0.1 percent - Others
- 9,726 - 15.3 percent - TOTAL
- Dominion Motors
- 8,716 - 13.7 percent - Morris/Nuffield
- 905 - 1.4 percent - Wolseley
- 9,621 - 15.1 percent - TOTAL
- Austin Distributor
- 1.648 - 2.6 percent - Austin Mini
- 2,289 - 3,6 percent - Austin 1100
- 1.667 - 2.6 percent - Austin 1800
- 228 - 0.4 percent - More
- 5,832 - 9.2 percent - TOTAL
- Motor Industry (International)
- 2,491 - 3,9 percent - Volkswagen
- 1,321 - 2,1 percent - Fiat
- 416 - 0.6 percent - Skoda
- 371 - 0.6 percent - Simca
- 4,599 - 7.2 percent - TOTAL
- Leyland Standard-Triumph
- 2.331 - 3.7 percent - Triumph
- Steel Bros. (Addington)
- 23 - 0.0 percent - Toyota
- 614 - 1.0 percent - Prince
- 637 - 1.0 percent - TOTAL
- Campbell Industries
- 380 - 0.6 percent - Peugeot
- 266 - 0.4 percent - Hino
- 332 - 0.5 percent - Rambler
- 8 - 0.0 percent - Isuzu
- 349 - 0.6 percent - Datsun
- 1,335 - 2.1 percent - TOTAL
- Other Companies
- 1.397 - 2.2 percent - Other Companies
- All Companies
- 63,567 - 100.0 percent - TOTAL
Source: Report by New Zealand Vehicle Manufacturers as cited in IBRD statistics 24 April 1968
Japanese Car
The first Japanese car built in New Zealand was Nissans, later known as the Datsuns. The Datsun Bluebird P312 was built on Mount Wellington from March 1963. Until building a permanent plant in Wiri, south Auckland, in the late 1970s, Nissans gathered throughout New Zealand - by NZ Motor Bodies at Mt Wellington (early Blue Birds) Campbell Industries at Thames (1200 and 1600, 120Y, 180B), Motor Holdings, Waitara (1200 wagons, 120Y wagons), Todd Motors, Porirua (180B) Nissan's 'temporary' plant at Mt Roskill, Auckland (1200, 120Y) and commercial vehicle plants in Glen Innes and Mangere.
Other Japanese manufacturers followed Nissan with Toyota Coronas (and later Crowns) assembled by Steel Brothers Limited in Christchurch and Campbell's on the Thames that built Corollas from the late 1960s. Steel Brothers Limited also collects Lotus Sevens under license. Campbell Industries Limited also collected Hino Contessas, Isuzu Bellett, and Toyota Corolla after the Hino takeover.
New Zealand Motor Corporation first built Honda at Petone since 1976, adding Mt Wellington, Auckland, later and finally consolidated at the Jaguar/Triumph/Rover/Land Rover plant in Nelson. Todd Motors replaced the Petone plant in 1975 with a large new facility in Porirua to produce Mitsubishi, Chrysler and Talbot vehicles plus some Datsuns.
The Mazda B-Series pickup truck was first built by Steelbros (later Toyota) in 1969 and the first car in 1972 was made by Motor Holdings in Otahuhu and, then Mount Wellington (took over the Motor Bodies factory). Then Mazda's assembly is shared with Ford at a joint assembly plant called Vehicle Assemblers NZ (VANZ), originally the new Ford Wiri factory opened in 1973.
Others create
Prior to Campbell Motors in 1964, previous Renault such as Dauphine and R8 were assembled by Todd Motors under contract while New Zealand's Peugeots were first assembled at Motor Holdings in Otahuhu.
The readers of the book were first built together with Nash and Hudson in the original Standards factory in Christchurch before being made at Motor Holdings.
Ladas was introduced in the late 1980s and early 1990s as part of an import agreement between its predecessor Fontera, New Zealand's Dairy Board and the Soviet Union but was never collected locally. The franchise was put up for sale in early 1993, when New Zealand's automotive market contracted.
In 2014, leading Auckland entrepreneur Toa Greening proposes to build Tango T600 electric microcars under license as a means to reduce traffic congestion, especially in Auckland, New Zealand's largest city.
New Zealand collects 1967
In this period, fourteen of the world's largest motorcycle companies are:
- General Motors, Ford, Chrysler, Volkswagen, Fiat, British Motor Holdings, Renault, Toyota, Citroen, Nissan, Peugeot, American Motors, Daimler-Benz, Volvo
At that time the products of each were assembled in New Zealand except in the case of Citroen, Daimler-Benz and Volvo.
Reviews NZIER 1971
In 1970, three quarters of the cars produced were assembled in the Hutt Valley, most of the rest assembled in Auckland. Nine companies are assembling, three of which are overseas. Every company has one factory except one (Austin) who owns a factory in the Hutt Valley and Auckland. At that time imported components represented only 60 percent of the wholesale price of cars down from 71 percent in the 1940s.
The New Zealand Institute of Economic Research believes that the assemblies are not capital intensive and that most jobs require unskilled labor. In 1971, they estimated that including the delivery of goods but without the duty of fully imported vehicles would cost about 3 percent less than locally assembled cars. At the same time the cost of local assembly and local components is about twice the cost if done by overseas manufacturers. Reports from the Institute's study claim that limiting current production levels to one or two models assembled by one or two plants will bring significant savings from economies of scale. It also claims that the production of 200,000 units per year will be needed to provide large-scale economies. In short, forcing local manufacturing is not difficult but the results are not entirely satisfactory. It is recommended that the protection afforded to British and Australian vehicles be lowered as permitted by treaties with those countries.
The destruction of the assembly plant
With tariff reduction and elimination through the 1980s and 1990s plus imported Japanese used cars, the main assembly plant began to close. New Zealand Motor Corporation, which closed its factory in Newmarket in 1976 and Petone factory in 1982 closed its Panmure factory in 1988. General Motors closed its Petone plant in 1984 and Trentham factory in 1990. 1987 saw a series of closures: Motor Industries International , Otahuhu, Ford Seaview, Motor Holdings Waitara. Suzuki in Wanganui closed 1988 and VANZ at Sylvia Park in 1997. Toyota Christchurch in 1996 and VANZ Wiri the following year. Finally in 1998 with Mitsubishi Porirua, purchased from Todd in 1987, Nissan shutdown in Wiri, Honda closed in Nelson and Toyota on the Thames.
Redundancies occur in the manufacturing industry; about 76,000 manufacturing jobs were lost between 1987 and 1992.
Second Hand Import and Left Hand Drive
In the early 1990s, relaxed import regulations and the inclusion of second-hand Japanese vehicles took place. It has a doubling effect. The price of used cars has collapsed and New Zealanders are faced with a large number of low-speed Japanese motor vehicles, most of which have not been heard in neighboring Australia, where the trend is similar. Regulatory relaxation also caused many imported American and European cars, trucks, and SUVs. Despite being a right-handed rider, many left-wing cars, mostly from the United States or Canada, could be seen on the streets of New Zealand until 2001 when the New Zealand government introduced new regulations requiring LHD car owners to have special permits. Prior to this permission was not required to own and use left hand drive vehicles. Thus, the imported LHD vehicle must then be converted to the right drive with some exceptions. The two main exemptions are: Category A. The LHD vehicle under 20 years old has been recognized as a special interest vehicle by the NZ Transportation Agency and has been issued with the license of the left-hand category Category A vehicles and Category B. Light vehicles produced 20 years or more before the vehicle was certified in New Zealand.
Local manufacturer
From Trekka to date
The legislation has created virtual closed stores for local producers with large assembly plants of General Motors, Ford, Todd Motors and Dominion Motors making it virtually impossible for indigenous start-up companies to compete. Some businesses began to build utility vehicles, primarily intended for farmers such as Trailmaker (1965-71), Terra (1967-1975) and Trekka most successful from 1966 to 1973. Others in the same period tried to make production cars such as Rotarymotive Anziel and Hamilton Walker never starts. There are also quite successful agricultural vehicles, three-wheeled Gnat Scarab. It is not meant for road use.
In 1974, Two Brothers Whataroa, Kevin and Rodney Giles, formed the Duzgo Manufacturing Company to create a small two wheeled utility vehicle for use primarily in agriculture. Their creations, called Duzgo are made using various parts of Austin and Morris, a single 12-hp cylinder Kohler engine and a dual gearbox that delivers 12 forward gears and three reverse gears. Later models used twin engine Robin 14-16 hp twins. It was light and ran on a knobbly motorcycle tire that gave it excellent traction in muddy farm conditions. In all 10 were made by 1979 before the Customs Department determined that they were a vehicle manufacturing business and therefore required to pay 30% sales tax on each vehicle. This effectively puts an end to their business. In 2004, a Duzgo was featured on BBC's Billy Connolly World Tour in New Zealand. There is Duzgo (probably number 1) in the Coaltown Museum, Queen Street, Westport and some are still in use. Following the tradition of agricultural utility vehicles is the UTV Avatar, which began as Hamish Gilbert concept in 2009. The vehicle is produced for Avatar in China.
With the abolition of all tariffs in 1998, new car companies must be able to compete directly against overseas competition. New Zealand's most recent companies to try have been directed to a niche market. The first is Hulme in 2006, which aims to create a model for the supercar market. The website states that the first production model is expected to be completed in 2012. This was followed in 2013 by Martin Foster, Zetini Haast Barchetta, another sports car. In 2014 it costs $ NZ215,590 plus GST with a delivery time of six months for delivery. Whether one of these companies has sold any car, as of May 2015, is unknown.
In 2016 Mike McMaster designed and Magoos Street Rods from Kuripuni, Masterton made wersion from tuktuk. The three-wheeled engine uses a mixture of Suzuki Swift and Harley-Davidson spare parts. He plans to initially build about 20 per year.
Development of alternative fuel vehicles
There are several electric vehicles developed in New Zealand, although no one made it into production. The Department of Electrical Engineering and Electronics University of Canterbury has been researching electric powered vehicles since ta
Source of the article : Wikipedia
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