Counterman

Advance Auto Parts announced that Ken Bush, senior vice president, chief merchant, will retire from the company after nearly 20 years and be succeeded by Bruce Starnes, who has been named executive vice president, chief merchant, effective June 24, 2024. The 48-year-old Starnes will lead all aspects of merchandising strategy. He joins Advance from the Target Corporation where he spent nearly 20 years in a variety of product management roles. According to the company, he most recently served as senior vice president, merchandising capabilities and operations. Previously, he served as president of Target India and vice president, digital solutions and partnerships. “We are very grateful for the many contributions Ken has made to our industry over the past 37 years. He has helped strengthen our merchandising operations and built a talented team within the merchandising organization, making it an optimum time to make a leadership transition. We wish him all the best in his upcoming, well-deserved retirement,” said Shane O’Kelly, Advance’s president and CEO. “I’m excited to welcome Bruce to the Advance family. As a seasoned and accomplished merchandising executive with more than 25 years of experience, Bruce brings a deep understanding of successful merchandising operations and vendor partnerships as well as a proven track record of results at one of the world’s leading retail organizations. I look forward to working closely with him to take our merchandising operations to the next level.” The post Advance Announces Merchandising Leadership Changes appeared first on Counterman Magazine. View the full article

A constant velocity (CV) axle includes the axle shaft itself, along with the inner and outer CV joints as an assembly. The shaft itself is a rather mundane part, although there is more to them than meets the eye, but I’ll get to that in a little bit. Perhaps the most interesting part about a CV axle is the joints, but it all seems more significant when we first look into their predecessor, the infamous u-joint. U-joints can handle a lot of torque, but they have a downside in the nature of their operating characteristics. The basics are this: u-joints are located on the ends of a driveshaft, the most typical configuration a rear-wheel-drive vehicle, in which the joints are connected to a front and rear yoke. The front yoke attaches to the transmission and the rear yoke attaches to rear differential. As the engine moves from the effects of torque and as the suspension of a vehicle travels up and down, the angle of the driveshaft changes. U-joints transfer the motion between the yoke(s) and driveshaft at different angles, allowing for driveline movement. When a yoke and the driveshaft are in perfect alignment, the velocity from one is transferred to the other at the same rate. However, when there is an angle between the two, the velocity of the driven member fluctuates continuously during rotation. It can be hard to visualize, but the reason this happens is that as the angle of the u-joint changes, the two halves of the u-joint cross are forced to rotate on a different axis. The drive axis remains at a constant velocity, and both ends of the u-joint cross rotate in the same consistent circular path. The driven axis, however, rotates in a path which causes the distance of travel at the outer ends of the u-joint cross to increase or decrease in relation to the consistent points of the drive axis. This effect results in the continuous fluctuation of velocity between the input and output sides. While the input remains at a consistent speed, the output speeds up and slows down as the points of the driven axis continuously alter between a long and short path of travel. So, why don’t we feel that on a vehicle with a traditional driveshaft? Because there are two u-joints and the fluctuation on each end balances out, effectively allowing the driveshaft to provide a consistent output speed to the rear differential. The angle of the two joints must be the same, however, and it doesn’t take much wear in one for the angles to differ, and subsequently cause a vibration. U-joints are known for their propensity to cause vibration, and the other disadvantage they have is the greater the angle of the u-joint, the greater the fluctuation in velocity. Anything over 30 degrees and the fluctuation dramatically increases. Have you ever noticed how jittery an old four-wheel-drive truck feels in the front when the hubs are locked, and you turn a corner? Now you know why. A Double-Cardan u-joint. It is basically two u-joints side-by side with a common link-yoke in between. This is one of the original concepts for a true constant velocity (CV) joint, and they are often referred to as this. The advantage they have is they offer smoother operation at greater angles, and they are common on four-wheel-drive trucks, and also a common upgrade for lifted trucks where the driveshaft angle is altered considerably. The drawback to a Double-Cardan joint is they are bulky, and they can still suffer from limitations due to operating angle. True CV joints, as we know them today, have been around since the early 20th century, but the popularity of the front-wheel-drive (FWD) vehicle is what made them a household name. Today’s CV joints are a radical departure from anything resembling a u-joint, and not only do CV joints transfer power without speed fluctuation, but they also can operate at angles up to and exceeding 50 degrees, depending on the joint. Since the drive wheels on a FWD vehicle also steer, the ability for this increased operating angle is what makes the CV joint so beneficial for FWD. A FWD vehicle has two CV shafts, one on each side, and each shaft features an outboard and inboard joint. The outboard joints are considered fixed joints, meaning they don’t offer in and out movement. It’s their ability to operate at the increased angles for steering that’s important. The inboard joints are considered plunge joints, meaning they offer a wide range of inner and outer directional movement in order to take up for length differences as the suspension travels up and down. You’ll see two types of CV joints. One is the Rzeppa design, which features steel balls trapped in a cage and riding on an inner and outer race. The tri-pod design is the second, which features three roller bearings that ride in a race or cage, sometimes referred to as a tulip assembly. Both types of joints can be found in either a fixed or plunging design for outboard or inboard use, but the Rzeppa design has proven more popular as an outboard joint. The Rzeppa works well as an inboard joint too, but the tri-pod design gets the nod for the most effective operation as a plunge joint. Typical Rzeppa CV joint design. The CV shafts themselves can differ in length from side to side, and in early FWD development, torque steer, the vehicle pulling one direction or the other during acceleration, was sometimes a result of this difference. Different diameter shafts as well as hollow versus solid became part of the design aspects to combat this problem. Drivetrain mounting and torque control has also advanced considerably since the early days of FWD, and torque steer is rarely a problem. Due to their overall advantages, CV shafts are now utilized front and rear, and it’s not uncommon to see driveshafts that feature CV joints instead of u-joints. U-joints aren’t forgotten, however, due to their ability to handle high torque and work well in abusive environments that may not be so friendly to the boot on a CV joint (such as the exposed location of a driveshaft under a truck). Typical U-joint. CV joints are packed with a specially formulated grease, and a rubber boot is sealed to both the CV shaft and the joint, to keep the grease in place. When a boot is torn or begins to leak, the grease goes away, and dirt gets inside. CV joints typically need no service until this happens. There was a time when the most common service for a bad boot was to remove the CV joint, take it apart, clean it, repack it and install a new boot. Generally, this was routine, however from time to time you could experience a nightmare. Much of the reason we replaced the boots and serviced the joints in this manner was due to the high cost of a replacement joint or a complete shaft. Even with the additional labor, it was far more cost effective to replace just the boot. Over time, with advancements in manufacturing and the availability of supplies, the cost of complete CV shafts went down, and it simply made more sense to replace them as a complete unit, not to mention it makes things easier for technicians. The most important part of selling a new CV shaft is making sure it’s the correct one. You should compare shaft length, the size of the CV joints, and if the vehicle is equipped with antilock brakes with a tone ring on the outer CV joint, be sure the replacement has this ring. Some early CV joints had the tone ring cast into them, but that design was quickly abandoned for a press-fit tone ring. If your customer doesn’t yet have the original shaft out, recommend they make these comparisons prior to installing the new shaft. Some CV shaft applications come with an ABS tone ring installed, regardless of whether or not the vehicle is equipped with ABS. If not, in most cases, the ring has no consequence, however in the rare situation where it rubs or contacts something, the rings can be removed easily. The final, and perhaps most important, recommendation is to always torque the fastener that secures the outer CV joint in the wheel hub. If the factory procedure is not adhered to and the correct torque specification not used, damage can and will occur to the wheel bearing. CM The post An In-Depth Look At CV Axles appeared first on Counterman Magazine. View the full article

LKQ Corporation announced the release of its 2023 Global Sustainability Report, which it said “describes LKQ’s role in driving sustainable success for our customers, our employees, the communities in which we operate and the global circular economy. “Additionally, the report includes an enhanced and robust sustainability strategy, demonstrating our approach to managing sustainability risks across each of our operating segments. Our three-pillar sustainability strategy comprises profitably delivering sustainable outcomes, people-led performance as well as strong governance and ethical practices,” LKQ continued. “We are pleased to issue this year’s report which demonstrates how our teams are making meaningful progress to achieve our sustainability commitments across our global footprint with an ongoing effort to create long-term value for all stakeholders. I am proud to report that the investments we have made in our sustainability journey thus far have enabled the meaningful and positive outcomes that we are able to share in this year’s report” said Dominick Zarcone, president and chief executive officer. In 2023 LKQ said it achieved several sustainability milestones including: Processed 766,000 vehicles, recycling over 62,000 metric tons of scrap steel, 48,000 metric tons of aluminum, and 4,000 metric tons of copper; Scope 1 and Scope 2 greenhouse gas emissions reduced globally by 11.8% versus 2021 baseline relative to revenue; Engagement score of 74 in our annual employee engagement survey, bringing us closer to our 2025 goal of 76, with an 89% participation rate, in excess of our 2025 target of 73% participation; Achieved 19.5% female representation in global workforce and launched the Women’s Network to support the development of women across all sectors and roles at LKQ in order to help reach target of 20% representation by 2025; and Donated over $4 million through the LKQ Community Foundation to charitable causes in areas including: health and human services, technical and general education, environmental stewardship and first responders. The post LKQ Publishes Global Sustainability Report appeared first on Counterman Magazine. View the full article

Matt Crumpton says: “I was drawn to the automotive aftermarket because this is an industry that brings a broad range of car lovers together, from technicians to drivers.” In this installment of “5 Minutes With…,” get to know Crumpton, his role at NAPA, industry involvement, what initiatives at NAPA he’s most proud of, his personal mantras, and much more. Tell us about your role and what you like best about it. I manage program development across three major business sectors within the NAPA Auto Care program: partner relationships (with AAA being our largest and longest tenured partner with overlapping NAPA Auto Care programs), program enhancements for NAPA Auto Care, and Autotech technical training. What makes all three successful is the incredible team we have at NAPA. I like the fact that it is fast paced, always evolving and has tremendous impact on our business and the success of our customers. What attracted you to the automotive aftermarket? I grew up around cars and they will always be a passion of mine. I was drawn to the automotive aftermarket because this is an industry that brings a broad range of car lovers together, from technicians to drivers. NAPA in particular, has an impressive network that is doing a lot to drive the aftermarket forward. This business is unique, challenging and ever changing, which has kept me interested after all these years. Tell us about your industry involvement? I am involved in several car care ministries, and extremely passionate about the “Slow Down and Move Over” campaigns to protect our roadside heroes. Name a favorite trip or place on your “bucket list” you’d like to see? Italy is probably at the top of my list. What do you do when you’re not at work? Mostly think about work! Hahaha.. Mostly I spend time with my amazing wife, my grown kids and time at the lake. What’s your favorite book and why? Anything by Lee Childs and industry articles. What initiatives you’ve participated in within NAPA are you most proud of? That is a tough one, if it spans my entire career at NAPA, then it would have to be the Intrepid Fallen Heroes Fund which serves United States military personnel injured in performance of their duties. Since 2012, NAPA’s support has helped the Intrepid Fallen Heroes Fund build five Intrepid Spirit Centers across the U.S., which brings the care of the Intrepid Fallen Heroes treatment to more military personnel across the country. You started out as an auto technician. How has what you learned in that role transferred over to the executive side of things? It gave me a unique perspective and insight into what impacts our customers every day and taught me the importance of great work ethic and the drive to always look for educational opportunities. What is your personal mantra? I have two. Always do what is needed before what is wanted. Never ask anyone to do anything that you would not do yourself. Who was your childhood hero, and who is it now? Hands down John Wayne, now it is my father without a shadow of a doubt. The post 5 Minutes With: Matt Crumpton, NAPA appeared first on Counterman Magazine. View the full article

f you read automotive articles on a regular basis, you’ve no doubt read about the scientific side of brakes many times. They convert kinetic energy, which is the energy of motion, into heat energy through friction between the brake linings and the drum or rotor. Because of this, brakes get hot…real hot…and dissipating the heat is one of the most critical factors affecting brake operation. So, would you believe that shock absorbers work off the same scientific basis of converting kinetic energy into heat energy? It’s true, and here’s how it works. Kinetic energy is the energy of motion. The springs on a vehicle support the weight of it and allow the suspension to move. But what would happen if there were no shock absorbers? Every time you hit a bump, the springs would compress then expand, and do this over and over again until they finally settled down. If you’ve never experienced the sensation, which is something like rocking on a boat, you’ve likely seen it on a car going down the road. The front or rear goes up and down, up and down, literally “bouncing” down the road. It happens, in this case, not due to the lack of shocks, but due to the fact that they are simply worn out, so for all practical purposes, they may as well not exist. The springs absorb the kinetic energy from hitting a bump, but since springs are considered elastic objects, the energy is turned into potential energy. And, in the case of a spring, or any elastic object, the potential energy is then released, and the energy output equals the energy input. The spring will return to its original shape. At that point, the momentum of the car body creates kinetic energy, which in turn acts on the spring in the opposite direction. As you can see, this is a vicious circle, and we need shock absorbers to control it. The job of a shock absorber is therefore to control the kinetic and potential energy of a spring by dampening its movement. Shock absorbers are filled with hydraulic oil, separated between two different chambers. Between the two chambers is a piston and valve assembly. (See Figure 1). The piston is connected to a piston rod which moves in and out of the shock as the suspension moves. Compression is when the piston rod is forced into the shock; rebound is when the piston rod is pulled back out. The key lies in the valving, which restricts the flow of oil between the two chambers. Forcing the oil through these valves creates friction, which in turn creates heat. Yes, shocks do get hot, and now the shock has turned kinetic energy into heat energy. Changing the size of these valves changes the amount of force it takes for compression or rebound, which ultimately changes the ride characteristics of the vehicle. This is one of the main reasons there’s a difference in feel between a sports car and a luxury car. The more restrictive the compression and rebound, the less the suspension spring will move, which provides improved handling and stability characteristics, such as those desired on a sports car, but this also results in a firmer ride. Less restrictive compression and rebound allows greater spring movement and a softer ride, but not as good handling characteristics. There’s always a tradeoff. The comparison between the compression and rebound forces in a shock absorber is the shock ratio. Many standard shocks have a 50/50 ratio, meaning the compression and rebound forces are equal. Unequal forces one way or the other can have a drastic effect on handling, and one of the best examples to demonstrate this is with some old school drag racing tech. In drag racing, it’s important to shift the weight to the rear of the vehicle to increase traction while launching. One of the ways to attain this is by using 90/10 shock absorbers on the front. What this means is that of the total compression and rebound forces, 90% of the force is required to compress the shock, but only 10% of the force is required to extend the shock. When launching, the front of the car wants to lift as weight shifts to the rear. With a 90/10 shock, the front will unload easily and allow the weight to shift to the rear. Then, since it takes a much greater force to compress the shock, instead of the car coming right back down and bouncing in the front after hitting the track, the shocks will remain extended with the weight shifted rearward, and slowly settle as the car goes down the track. It often takes a while and a few different adjustments with shock ratio, both front and rear, to get a drag car suspension properly “tuned” in. By the same token, stock vehicles, either performance or luxury, are engineered to find the best of both worlds in handling versus comfort. So, the next time you talk about shocks to your customer, make it fun and talk a little science. The post Understanding The Science of Shocks appeared first on Counterman Magazine. View the full article

Evercoat will host a free webinar titled, “Body Filler Troubleshooting”, on June 11, 2024 at 4 p.m. The webinar will be presented by ASE, with Evercoat’s Tim McKinney. This webinar will review some common issues when it comes to body filler applications and some of the common questions and problems when things don’t go as planned. Attendees will learn more about the problems, causes and cures for what went wrong and steps they can take to avoid those issues in the future. Not sure you can attend? Register anyway to receive a follow-up email with details on how to attend a recorded session, if available. Access to recorded sessions is reserved for those who register for the live event. To register for the webinar, click here. The post Evercoat to Hold Free Webinar on Body Filler Troubleshooting appeared first on Counterman Magazine. View the full article

Award-winning sports broadcaster, host, entrepreneur and television personality Erin Andrews has been announced as the Keynote Breakfast speaker for AAPEX 2024, according to the latest press information. “Join us at the Keynote Breakfast for an address by one of the most prominent voices of FOX NFL as she shares her inspiring story and highlight-reel-worthy insights to kick off the event,” AAPEX organizers shared. Andrews will also be moderating Tuesday Morning Huddle: The New Industry Titans. That panel will include automotive aftermarket leaders from Advance Auto Parts, Arnold Oil Company, AutoZone, Genuine Parts Company, and O’Reilly Auto Parts. The post Keynote Speaker Announced for AAPEX 2024 appeared first on Counterman Magazine. View the full article

The Marketing Executives Council (MEC) of MEMA Aftermarket Suppliers announced that it has added new members to its executive committee The new executive committee members are: Rebecca Conway – Vice President, U.S./Canada Aftermarket Marketing, Clarios David Stewart – Vice President, Sales & Marketing, Wells Vehicle Electronics “We are excited to welcome Rebecca and David to our Marketing Executives Council executive committee,” said Susan Pase, senior advisor & director, councils, at MEMA Aftermarket Suppliers. “Their fresh insights and expertise will be invaluable as we continue to innovate and drive industry growth.” The MEC provides brings together automotive aftermarket supplier marketing executives to collaborate on issues facing the North American manufacturer base. The MEC said it serves a role in helping aftermarket suppliers communicate to key audiences and develop communication strategies and action items. Council meetings serve in the continuing education of new technologies, marketing avenues, trade show activities, research, and other related topics. . The post MEMA Marketing Executives Council Adds Members appeared first on Counterman Magazine. View the full article

Most active suspension systems come in many styles with fancy names like airmatic, dynamic or advanced. And, it doesn’t matter if it is a BMW, Mercedes or Jaguar, an active suspension must be able to react to three critical pieces of information. First, it must act on information from the ABS and stability control system. Second, it must measure body movement. Third, it must detect the extent and rate of suspension movement. With these three pieces of information, the suspension can actively adjust the compression and rebound of the shock or strut. Why would an engineer or automaker include this feature on a vehicle? An active dampener allows for a ride without compromise. The three inputs can be used to detect a rough road or an emergency situation where body roll could change the stability of the vehicle. Electronic Shocks/Struts Electronically adjustable shocks and struts use conventional mono-tube and twin-tube oil-filled dampeners. The rods, gas chambers and piston have the construction of passive units. Like a passive unit, they can fail if they leak, the gas escapes or the rods are bent. They can also wear out like a conventional unit as the oil inside breaks down and surfaces in the bore wear. What makes these units unique are the valves with their variable orifices. These valves regulate the flow between the chambers on either side of the piston. The piston in some units, however, does not have any valving. The size of the orifices controlled by electromagnetic solenoids can control the valves very quickly. The electrical connections and solenoids are typically found outside the body and act on the valves inside the unit using magnetism. The signal to the solenoid is pulse-width modulated and varies the voltage to change the size of the orifice. The valves and solenoids can’t be serviced or separated from the shock or strut. If a problem is detected with the system, the valves go into a fail-safe position that is fixed, and the system becomes passive. The driver is then alerted with a message or light on the instrument cluster or message center. Most systems will perform a circuit check when the system wakes up. This typically involves sending a signal to fully open and close the valve. If the system detects an open, short or a voltage outside of the specifications, it will set a code. Measuring Wheel Movement Ride-height sensors not only measure the position of the suspension, but also the rate of movement. They are supplied with a voltage of around 5 volts. The signal voltage is changed as a magnet moves past a coil. Most sensors have three wires – ground, power and signal. Internally, it is difficult to damage one of these sensors. Externally, however, the linkage that connects the sensor to the suspension arm can be damaged. Additionally, the connector can be damaged and cause a short or open that sets a code. If one of these sensors is replaced, it must be calibrated after it is installed. Ride-height sensors are sometimes called suspension-position or wheel-displacement sensors. The data from the sensor is used to measure the movement of the suspension. By knowing how far and fast the suspension is moving, the module can use the information to determine the size of the orifice in the dampener to control compression and rebound. These sensors should be calibrated if a sensor is replaced, a module is reprogrammed or if the battery dies. Measuring Body Movement Accelerometers mounted to the body measure changes in the ride. These accelerometers are typically mounted to the strut towers. These sensors output information as gravitational forces, or “G-force,” to a module. Changes in body roll due to cornering will produce lower G-force than a pothole would. Information from the accelerometers is coupled with data from the ride-height sensor, steering sensor and other inputs by a computer processor in a module. The module can determine if the vehicle is going around a corner or traveling down a bumpy road. With this datastream, the valving inside the dampener can be adjusted in milliseconds for the best control and ride quality. The accelerometers on the body differ from vehicle to vehicle. Some manufacturers mount the sensors under the headlights, on strut towers and near the taillights. More sophisticated systems use more than two accelerometers mounted in various locations. Control Module The control module for the electronic dampeners needs more than the movement of the wheels and body to determine the correct settings for the dampeners. The module uses and shares information with the anti-lock braking system, engine control module and instrument cluster. This information is typically shared on the high-speed CAN serial data bus. On some BMW 7 Series models, the information is shared on the fiber-optic Flex Ray bus. With all this information, the module can do some amazing things with the adjustable dampeners. Problems like nosedive under braking, torque steer and understeer on FWD vehicles can be minimized. If the vehicle has air ride, the volume and pressure inside the air springs can also be tuned along with the valving in the dampeners to optimize ride quality and control. Most active suspension systems will perform a circuit check when the system wakes up. The system will send 5 to 12 volts to the actuators and ride height sensors. The system is also looking at the resistance in the circuit, and the amount of voltage dropped. If the system detects an open, short or voltage outside of the specifications, it will set a code. Next, the control module will fully open and close the valves in the struts. If the system does not detect any irregularities, the system will go into an active mode. Looking for these self-diagnostic signals can be performed using a meter. You may have to use a bypass harness or back probe the connector. If the system detects any problems, the system will go into a passive mode. Sometimes servicing an active suspension is like rebuilding an engine with a new crankshaft and reusing the old bearings and valve springs. When a new active strut is reassembled with the old and tired spring and strut plate, the results can be less than desirable. Upper strut mounts and bearings can be hammered to death. The upper strut mount essentially supports the vehicle weight and counters both braking and acceleration torque. Most mounts are sandwiches of rubber, metal and bearings. Over time, the rubber can lose its ability to isolate the suspension from the body. Bearings can also seize and bind, causing the vehicle to have steering problems. Look up the ride height specifications and measure ride height front and rear, and on both sides of the vehicle. If ride height is less than specifications, the problem is most likely one or more weak springs that should be replaced. Springs should typically be replaced in pairs to maintain the same ride height side-to-side. Weak springs also are more likely to fail. The springs on many late-model vehicles are thinner to reduce weight and have an outer plastic coating to protect the metal from corrosion. If this outer coating is cracked or damaged, corrosion can form a hot spot that eats into the spring, weakens it and eventually causes the spring to break. The post Explaining Active Suspension Systems and Service appeared first on Counterman Magazine. View the full article

The Office of the United States Trade Representative has released a four-year review of the Section 301 tariffs on imports from China. USTR Press Release USTR Four-Year Review Report White House Factsheet According to the report, the USTR has recommended that the products from China currently subject to Section 301 tariffs should remain tariffed. Modifications have been proposed to add or increase tariffs for certain products in strategic sectors. Bill Hanvey, Auto Care Association president and CEO, reacted to the USTR four-year review of Section 301 China tariffs. “We commend the Biden Administration and the USTR for their thorough review of the Section 301 China tariffs that were implemented in 2018 as a way to address China’s unfair trade practices,” said Hanvey. “We applaud our members’ efforts in reducing their reliance on sourcing from China and investing in resilient U.S. supply chains. However, we want to reiterate that tariffs continue to negatively impact our members and the automotive aftermarket industry. Many products lack manufacturing alternatives outside of China due to infrastructure issues, significant investments in tooling and the knowledge to produce a high-quality safety product. “We do not believe the Section 301 tariffs have forced China to address their technology transfer-related practices. Additionally, tariffs are not paid for by China; they are passed on to the final consumer, drive up consumer prices, and disrupt vehicle maintenance and repair schedules. “As part of the USTR’s recommendations, we urge the USTR to establish a comprehensive and transparent exclusion process that encompasses all products while renewing the existing exclusions that are set to expire at the end of May. We eagerly anticipate ongoing collaboration to uphold fair trade practices and to safeguard the interests of American workers and businesses,” Hanvey said. You can read more of the reaction and details from the Auto Care Association here. The post Auto Care Association Reacts To USTR China Tariff Review appeared first on Counterman Magazine. View the full article

Lumileds, LLC and First Brands Group, LLC have announced an agreement for First Brands to acquire the Lamps and Accessories business of Lumileds for $238M. Under First Brands, the Lamps and Accessories business will continue to expand its global offerings and position its products and brands in the automotive accessories sector, according to the latest press information. The sale is expected to close in the 2nd calendar quarter of 2024. As part of the acquisition, Lumileds‘ automotive lamps factories in China, Germany and Poland will transfer with the Lamps and Accessories business. Lumileds said it will retain its factories and sites in The Netherlands, United States, Malaysia, Singapore, Germany and Jiaxing, China. “The automotive OEM lighting go-to-market synergies and conditions that made the union of Lumileds and Philips automotive lighting business so compelling nearly a decade ago have changed as transportation manufacturers have adopted LEDs as their standard light source and traditional automotive light sources have transitioned to primarily an automotive aftermarket business,” said Steve Barlow, Lumileds CEO. “Our Lamps and Accessories and our LED businesses are industry leaders in their respective markets and will be free to focus on the ongoing growth of their unique brands, channels and customers.” The post Lumileds to Sell Lamps/Accessories Business to First Brands appeared first on Counterman Magazine. View the full article

Americans seem to be hitting a breaking point with air travel, with 67 percent saying they’ve had a trip negatively impacted or ruined because of problems with air travel during the last 12 months, according to new data from Atomik Research, released by Advance Auto Parts. From losing precious time – 44 percent citing that delays and other problems traveling by air has cost them vacation time – to safety concerns – 32 percent feeling less safe flying compared to a year ago, Americans are saying “enough!” This summer they’re trading wings for wheels: 70 percent say they are more likely compared to a year ago to choose traveling by automobile over flying due to the current state of air travel, the survey said. The “baggage” that comes with air travel continues to stack up and now outweighs the benefit of faster travel time for many Americans, according to the survey. 66% say the number of hours they’re willing to drive before choosing to fly has increased in the past 12 months and 24% say they would drive 10 or more hours for summer vacation before choosing to fly. Heeding consumers’ preference for summer vacation by automobile, Advance is encouraging travelers to “Check Your Battery, Not Your Bag” so they can achieve what matters most – enjoying their well-deserved summer vacation. Beginning National Road Trip Day tomorrow, Friday, May 24 through Monday, May 27, participating Advance stores nationwide will surprise randomly selected customers with free Advance gift cards to purchase DieHard batteries, wiper blades or other road trip essentials, no previous purchase necessary. Complimentary curbside services are available every day throughout the year to customers at all participating Advance stores, including battery checks and installation, wiper blade installation and check engine light scanning. “With all the concern about air travel and more people planning to travel by automobile – including willing to drive longer for their summer vacations – it’s critical they prepare their vehicles, and we want to make that as easy as possible,” said Junior Word, Advance’s executive vice president, U.S. stores. “Safety and reliability are at the center of ease, so our team of automotive experts are offering travelers a one-stop preparation shop – from car care essentials to curbside battery checks and installs on us.” The great majority (85%) of survey respondents indicate they will prepare a pre-road trip checklist for their vacation. To further support motorists, Advance said it is providing “Rules of the Road (Trip)” – a free checklist outlining car preparation basics designed to help both light DIYers and gearheads alike – available on advanceautoparts.com. The post Advance Auto Parts Celebrates ‘National Road Trip Day’ appeared first on Counterman Magazine. View the full article

The GEP Global Supply Chain Volatility Index — which tracks demand conditions, shortages, transportation costs, inventories and backlogs based on a monthly survey of 27,000 businesses — rose in April to -0.18, from -0.32 in March, which signals that global supply chains are operating at close to full capacity. An Index greater than 0 indicates supply chain capacity is being stretched. The further above 0, the more stretched the supply chains are. An index less than 0 indicates supply chain capacity is being underutilized. The further below 0, the more underutilized supply chains are. Improving activity across global supply chains is a direct result of healthier demand, which has picked up consistently in the year-to-date after considerable weakness in 2023, GEP said. The Asian market is at the forefront of this trend, with input demand at the region’s factories remaining strong. Procurement managers in South Korea, Vietnam, India and China reported greater purchasing activity during April. According to GEP Consulting, the North American market is showing more evidence of tightening capacity, with backlogged work reported by manufacturers, particularly in Mexico. Demand for raw materials, commodities and components, while still subdued, also improved slightly. Meanwhile, demand conditions were less robust in Europe, with the region’s manufacturing sector continuing to underperform and lag other parts of the globe. Positively, however, the industrial recession across the continent has eased considerably since late last year. “After four years of supply shocks, inflation, stockpiling, and uncertainty, global supply chains are now operating in a Goldilocks zone, a steady state of full capacity, not expanding or contracting too quickly, which is excellent news for global suppliers and business,” Mike Seitz, vice president, GEP Consulting said. “In China, we’re seeing a steady pick-up in manufacturing activity, which will encourage Chinese Premier Li Qiang to accelerate efforts to remove barriers imposed by European markets and foster more FDI, especially as the potential for tougher U.S. tariffs and trade policies loom.“ April 2024 key findings Demand: Global demand for raw materials, commodities and components remained close to its long-term average in April, highlighting vastly improved conditions in the worldwide manufacturing sector compared with late last year. As was also the case in March, Asia was the main positive force, with major goods-producing nations such as China, India and South Korea recording growth, according to GEP. Inventories: Inventory drawdowns persisted into April, albeit cooling in strength compared to March. Reports from global businesses of stockpiles rising because of price or supply concerns were among the lowest seen in over four years, GEP said. Material shortages: GEP said reports of a short supply for items, including semiconductors, foodstuff, chemicals, and metals, remain historically low. Labor shortages: After rising for the past three months, GEP said global reports of backlogged orders rising because of staff shortages fell in April and were broadly aligned with historically typical levels. Regional differences persisted, however, with North America seeing greater labor shortages than elsewhere. Transportation: Following recent increases in oil prices, global transportation costs rose for the first time this year in April, according to GEP. Regional supply chain volatility North America: Index broadly unchanged at -0.30, versus -0.31 previously. Although indicative of spare capacity, the input demand trend ticked higher in April, while increased backlogs of work were also reported, GEP said. Europe: Index fell to -0.55, from -0.62. GEP said April’s increase suggests the continent’s industrial downturn continued to ease. U.K.: Index decreased to -0.47, from -0.17 as U.K. manufacturers destock sharply instead of ordering from suppliers, GEP said. Asia: The Index rose to 0.07, from -0.07, signaling the first month of stretched supplier capacity since January, according to GEP. The post Global Supply Chains Find Footing in a ‘Goldilocks Zone’ appeared first on Counterman Magazine. View the full article

ost of our workdays are spent typing and mouse-clicking our way through hundreds of parts requests and catalogue prompts, and we rely heavily on computers for most aspects of our daily operations. Think of the last time your store’s internet or server network went down. Catalogue and inventory information, ordering and receiving functions, invoice printers, driver dispatch and order tracking, and even time clock access are all crippled when the plug gets pulled. Chaos ensues, and if there is no backup plan in place, work grinds to a halt. Depending on corporate policy, you may even have to close the doors until you are back up and running. Even when our computers are running at peak efficiency, the quality of the information we feed into the system has the potential to create a snowball effect of errors, wasting time, personnel resources, inventory dollars, and, ultimately, disappointing our customers. The phrase “garbage in, garbage out” dates to the early days of the computing industry and is a simple way of recalling that no matter how far information technology has progressed in the past 75 years, we still need to capture the correct information to begin that automated process successfully. It all begins with the customer. We rely on them to present us with the basic vehicle and diagnostic information required to catalogue the correct parts, but once we take control of the process, we still need to maintain the integrity of that information. Asking the right questions, following relevant prompts, and verifying options that differentiate similar products lead to successful sales and reduce the number of returns. When you call the parts department at your local OEM dealer, their initial reply is often to ask for the last eight digits of the VIN. That (relatively) simple bit of information serves to eliminate a lot of these errors, identifying the vehicle and all its individual options. It eliminates multiple questions that must be asked (and correctly answered) to lead the parts specialist to the appropriate listings. This reduces the margin for error, but certainly does not eliminate it altogether. Just as a customer might misquote their vehicle descriptors, the customer may misread or misspeak the VIN information, or the parts specialist might write it down incorrectly. It is also a good practice to keep accurate notes (on paper) to keep track of previous calls and orders. These notes also may help your coworkers get up to speed if they need to take over for you with a customer, so legible handwriting counts! Complete notes will help refresh your memory in the event of a comeback or complaint, and may come in handy if you are asked to explain what went wrong with a particular transaction. I prefer to repeat a customer’s information back to them, showing that they have my full attention and confirming that what I think I heard is what they believe they asked for. They should not have to repeat themselves, but confirmation is critical at this point in the process. It is certainly better than getting through an entire transaction before realizing the customer who just told you they drive a “Cherokee” is now busy loading their parts order into the back of a GRAND Cherokee! Incorrect information anywhere within the conversation can skew the results, and guessing at vehicle identification or options is a recipe for returns. Occasionally, we can skip through irrelevant screen prompts, or even bypass the computer altogether when we know something by heart, but when in doubt, ASK THE QUESTION! We may not be able to prevent our customers from guessing at critical answers, or even from giving us inconsistent information, but we are able to limit the amount of “garbage” that we feed into our computer on our customer’s behalf. When we do encounter a legitimate catalog error, we shouldn’t just blame the computer. In these cases, the “garbage out” is the result of an error (likely made by another human) that was fed into the database. The computer is just repeating the answer it was programmed to give based on the information requested. It is important to report these errors so that the catalogue provider can investigate the error and make any necessary corrections quickly. The post Incorrect Catalog Search Results May Be Your Fault appeared first on Counterman Magazine. View the full article

As an industry, the aftermarket is unique and fortunate to have a robust, well-documented set of industry-specific data standards. If you’ve been in the automotive aftermarket since breakfast, you know there are data requirements about the products you sell and the vehicles they fit that are different from anything you’ve seen in any other hard goods industry. Year, Make, Model, Aspiration of the Engine or the Bed Length of your pick-up truck are all critical data to selecting the correct automotive replacement part of one type or another. You can imagine that without standardized reference data and widely agreed-upon data formats, there would be chaos, and little use of digital automation to exchange updates in catalog fitment files. Yet, that was the case in the aftermarket until late in the 20th Century. ACES© (the Aftermarket Catalog Exchange Standard) is over 25 years old and continues to evolve and expand in response to the growing industry requirements. ACES© is completely unique in the world of technical standards. It is not derived or maintained by any private commercial entity such as Red Hat or Microsoft. And it is not governed by a pseudo-government body such as the International Standards Organization (ISO) or the United Nations. The technical design, the supporting reference data, the administration, governance, and worldwide marketing of ACES© is all conducted under the watchful eye of the Auto Care Association and the Technology Standards Committee. Over the years, hundreds of volunteers have served on the committee and contributed their expertise to what is ACES© today. Nothing about developing a standard was easy. Each company represented around the table would like for the final solution to reflect their business choices and minimize the disruption to their legacy technology. Like any industry standard, ACES© is “the best bad idea” that all the participants could swallow at the time. If the solution is slightly disagreeable to everyone, it’s probably the right thing to do. In recent years, the Auto Care Association has invested tremendous resources in taking ACES© beyond its original scope and function. Because trading partner relationships are international, ACES© added vehicle reference data for Canada, Mexico, Brazil, and many other countries in Latin America. Because component manufacturers don’t limit their product assortments to light-duty vehicles only, medium- and heavy-duty vehicles, off-road, farm and agriculture, lawn and garden and many types of powersports vehicle were added. The charge was, “if a spark plug or diesel fuel injector fit it … there need to be ACES© vehicle codes to describe the application.” Recognizing that the needs of HD trucks are unique and important to the fleets and businesses that operate them, a major effort was undertaken to incorporate the needs of the Heavy-Duty segment of the aftermarket in the standards. However, there are challenges and issues with the current industry data standards that the Tech Standards Committee is actively addressing under the volunteer leadership of Marc Pappas, CIO of Federated Auto Parts, and Luke Smith, IT Director at AutoPartSource. Briefly, these top-three challenges are data quality and accuracy, data latency or timeliness, and adoption (always more). Accuracy and consistency in catalog data files are essential to providing a good customer experience and maximizing sales. Many brands regard their content as a competitive advantage and an opportunity to differentiate their products. But Eric Lough, VP of Customer Connectivity at All Star Auto Parts, says, “Accurate ACES© files are table stakes and the minimum requirement for a brand. There are plenty of opportunities to express your unique value proposition in product-specific attributes and description fields.” Auto Care has recently added a Catalog Data Assessment tool to the VIP portal. This offers any registered user a way to validate the format of their ACES© data files and ensure there are no illogical records that overlap or duplicate another. With the help of the Auto Care Catalog Assessment tool, it is simple to send your trading partners the best representation of your brand the first time. All the ACES© rules and Best Practices are available online. It is an open-book exam that every user should “Ace” (see what I did there). ACES© training documentation is available at academy.autocare.org and in-person classes are offered through the University of the Aftermarket. Latency of catalog data refers to the time (and lost sales) between when a new product is engineered, manufactured, and first added to a catalog application file, and when resellers, websites and electronic catalog providers are able to process sales for the part. It is common for the delay between a new vehicle addition to the standard and when it can be sold to be 3-4 months or more. The current method of updating the vehicle reference tables is by way of a complete refresh where 98% of the records are unchanged from the previous version. A similar practice is followed when the complete catalog file is distributed by brands to trading partners. Exchanging “Net Change” files did not catch on previously because the technology to accurately manage changes was not widespread. But, the Sandpiper project, announced last year, holds the promise of making new data available through a web service in near real-time. If Auto Care makes new vehicle data available to users through an online service, catalog updates can be managed in much smaller parcels and distributed through the chain faster. The potential to make additional sales and reduce unproductive inventory is measured in the billions of dollars industrywide. The third major challenge is as old as the standards. Adoption of a new method to share data requires the confidence and vision to recognize the benefits and manage the challenges. A major program group told me that their rubber products supplier had yet to send any belt or hose applications for any non-automotive vehicles or equipment – even though the vehicles have been in the ACES© tables for two years. For years, major retailers and eCat providers said, we’ll never get rid of paper catalogs and fitment guides until ALL the applications are in the ACES© tables. With contributions by Power Systems Research, Experian and others, the Off Highway and Equipment tables are largely complete. The common reason given for why a vendor doesn’t send the catalog data now is that legacy data needs to be converted and resources need to be diverted from other projects. It occurs to me that the first brand to make Off Highway and Equipment an ACES© priority will own the market segment. Retailers and other customers want to use their integrated electronic catalog for all the parts available from their suppliers – not just light-duty cars and trucks. Waiting “for the standards to be finished” is not a strategy for success. Competitors looking for an opportunity to grab marketshare would be wise to look at all the products in their Distribution Center and ask, “what more could we sell if these were included in our ACES© files”? To remain relevant and valuable, the industry standards will continue to evolve and grow. They will never be finished. Since adoption is a multi-year proposition, time is of the essence and further delay is costly. The post Aftermarket Data Standards – Beyond ACES appeared first on Counterman Magazine. View the full article

hatever happened to engine colors? Every manufacturer had their own specific hue. Orange, blue, red, gold…there were lots of options. Purists get serious about it too. If you’re going to pop the hood at a car show, the color better be right. At the risk of sounding partial to the classics, I’m going to say I miss those days. The majority of the engine blocks were clearly visible, and air cleaners, brackets, braces and pulleys all had a nice finish, only to be topped aesthetically on performance models with chrome-plated air cleaners or valve covers. Under the hood, there was something nice to look at, adding incentive to clean and degrease the engine on a regular basis. If you were from my generation, when you got a new (used) car, one of the first things you did was clean the engine and engine compartment. Having a clean mill under the hood was just an extra way to take pride in your car. Open the hood on today’s cars and you get plastic, then more plastic. Finished in less-than-exciting flat black, with the occasional glimpse of an aluminum cylinder head, there’s just not as much to get excited about when it comes to cleaning your engine. But, is it important? You bet. There are plenty of theories surrounding whether or not it can affect the performance, and even question if a clean engine will run cooler. The fact is neither is true. I always think my cars run better after waxing them, but I know that’s scientifically impossible, so I chock that up to the car’s “soul.” I’ve never experienced a situation where a dirty engine makes it run worse. Engines just don’t care. Some might argue that layers of grease and grime can prevent heat dissipation from the engine, and while you could probably prove that scientifically, in practice, it makes no difference. If there is reality to that, it would be in such minor fractions of a degree that it simply wouldn’t matter. Where it does matter is that leaks, both coolant and oil, are the primary contributors to a dirty engine. The fluids themselves build up and coat the engine, as well as other parts of the car depending on the severity of the leak, and this creates many problems. One, it makes it difficult to find the source of the leak. As a technician, there are times when an engine is so dirty, you have to clean it first before you can pinpoint a leak. The other consequence is these fluids getting onto other components. Oil wreaks havoc with rubber, and can soften coolant hoses, engine mounts, belts, weatherstrips and even electrical connector weather seals. Finally, the oil buildup traps dirt and before you know it you can have a thick layer of oily, greasy grime that will come off in huge chunks. A little dust never hurt anything, but it’s amazing how much “stuff” comes up off the road and settles in the engine compartment. Dirt, rocks, asphalt, leaves, you name it, it will find a way in. The problem with debris is that it can fall into the engine when replacing things like spark plugs or valve cover gaskets, or even when doing something as simple as the air filter or adding oil. There’s a lot of damage that can occur if this happens. The final benefit to cleaning your engine is it allows you to evict any rodents that may be residing in one of the many cozy spots under the hood, just waiting to chew their way into an expensive repair. So, when your customer asks about cleaning an engine, not only can you give them good reasons, but you can offer them solutions and know-how to ease their concerns about the often-told story of cleaning an engine and experiencing a no-start situation afterward. With a few simple precautions, they won’t have any trouble. My starting point begins with access. On most vehicles today, there’s almost always a plastic cover on the top of the engine, which I might mention hides a lot underneath, and the engine is often dirtier than you realize. I remove all of these covers, and if the vehicle has a lower engine cover, I remove these as well, since they’ll just hold everything you clean off the engine. The first step in the cleaning process belongs to compressed air and a blow gun. Large amounts of debris such as leaves or the occasional mouse nest can be sucked out with a shop vac, or just grabbed out by hand and thrown away. But a blow gun will take care of all of it. I’m always sure to wear safety glasses and a dust mask, then I work my way from top to bottom of the engine and compartment, blowing out all dust and debris, focusing on areas that typically trap a lot, such as around the spark plugs and intake manifold. As I work my way down, I blow debris off the frame, suspension and body parts that are accessible, and also off the top of the transmission, since it will trap a lot. Finally, I blow out the radiator and condenser fins (which by the way CAN affect engine temperature and A/C performance). You’d be surprised how much dirt comes out of these. With the bulk of the debris removed, it’s time for degreaser. The first step here is to cover any electrical components that will be affected by water, such as the alternator and distributor, if equipped, as well as the intake duct for the air cleaner, or any exposed air filter. I use plastic disposable grocery store bags for this. Keep in mind two things here. One, most things are sealed up, and it’s not uncommon to have water splash up when you drive in the rain. Cars are built to handle this. But two, this is just incidental water splashing and nothing is meant to have pressurized water sprayed at it, sealed or not, so as long as you cover electrical components, and don’t spray directly at any of them, you won’t have a problem. Just be careful with high-pressure power washers. Now it gets simple. I put cardboard under the car to collect the drippings that are about to occur, then spray the engine, as well as surrounding components with degreaser, and let it soak. It’s always a good idea to read the instructions for the degreaser to beware of any damage it could cause to anything such as the vehicle paint. After the degreaser has had time to soak, I use a cleaning brush to scrub the excessively dirty areas, and, in some cases, a scraper may be required when there’s a lot of buildup. I tend to use a second application of degreaser, and let it soak, then scrub some more before rinsing it off. Then, I remove the cardboard and put a large plastic tub underneath to catch the big clumps of grease that may wash off. When rinsing things, I use light spray around electrical components, and limit the full force of the hose nozzle to the block, heads and intake, or anywhere there’s serious grease removal. A final trick I use is to hook up the hose to hot water, when possible. If you have a utility sink, you can get adapters that allow you to do this. Hot water makes a huge difference in cutting through the grease, but you’ll use a lot of it, so if you’re at home, I never start the job just before someone needs a shower, or you might end up in a different type of hot water. With everything cleaned up, remove all the protective plastic coverings, blow off any excess water that’s puddled up anywhere, reinstall any covers you removed, and you’ve just done your car a favor. Why wait for the occasional customer who asks about cleaning their engine? Spring cleaning is good under the hood, too. Latex gloves, dust masks, safety glasses, engine degreaser, cleaning brushes, a blow gun, hose nozzle, plastic tub, absorbent mats and shop rags are all great supplies you likely have in stock. Finish it off with some microfiber towels and a spray detailer to wipe any surround paint surfaces, just in case any solvents splash out. The post How To Properly Clean An Engine appeared first on Counterman Magazine. View the full article

Like many product lines in our inventories, brake pads are often dual or even triple lined. To service a wide variety of vehicles and customer types in a dynamic market, it has become a necessity to offer various price points on one of the most critical safety items we offer. Price is only one of the criteria we should be using to determine the most appropriate product for the customers’ needs, but it is the one that seems to get the most attention. Too often, price is quoted as shorthand for quality, and we present a good/better/best option based on their price points. Rather than presenting the features and benefits of each product, we often gloss over the “how and why” in favor of the “how much.” When we present items in this manner, we commoditize them, leading the customer to believe there is very little difference between the products, aside from the amount of money they are going to spend today. Often, the value derived from improved performance and longer lifespan of the better-quality product exceeds the difference in price between it and the lesser-priced equivalent. For brake pads, the composition of the friction material is the first area where quality really counts. Beyond the basic “semi-metallic” vs. “ceramic” terminology lies a complex chemistry of elements that created a slab of material that is expected to provide excellent stopping power in all driving conditions without squealing or leaving dusty residue on your customers’ wheels. Premium brake friction material is often designed with specific applications and usage in mind. The friction formulation of a “ceramic” pad intended for a commuter sedan will be different than a ceramic pad intended for a police pursuit vehicle, or even a full-size truck that is used commercially. The entry-level pad manufacturer may take a more “universal” approach, with the friction material providing average performance across a wide range of appli-cations, but underperforming in critical areas where a premium pad would give better longevity and quality of service. Beyond the friction material, the backing plate is another area where you get what you pay for. Galvanized, E-coated or powder-coated backing plates have better corrosion resistance than those plates treated with a simple coat of paint. When corrosion creeps between the pad material and the backing plate, a phenomenon known as rust-jacking can weaken the bond between materials, leading to pad delamination. Premium pads also are more likely to feature an attached shim, which can help reduce the vibrations that cause squealing. NVH complaints are also commonly caused by reusing existing pad retaining hardware, or eliminating it altogether. Unfortunately, I have seen more than a few instances of poorly-stamped or thickly painted backing plates preventing the pad and hardware all fitting correctly into the caliper bracket. Some folks resort to grinding or filing away the edge of the backing plate, creating another path for corrosion down the road. Worse yet, others entirely omit the stainless hardware clips, resulting in a clunk or rattle with every pedal application. It continues to baffle me that some entry-level (and even mid-grade) pad pack-ages still do not include hardware, even though they are a critical part of a complete disc brake job. Electronic brake pad wear sensors are an increasingly common design feature, either molded directly into the friction material, or clipped into the backing plate of one or more pads. In my own opinion, the ideal premium brake pad set should include friction material purpose-built for the intended application, a good quality shimmed and coated backing plate, the necessary installation hardware, electronic wear sensor (if equipped), and any included warranty should be commensurate with the intended service life of the pads. When it comes to premium products, it is often these “extras” that people don’t consider when comparing them to lesser brands. Application-matched friction materials, manufacturing and design features that ensure a long and trouble-free service life, as well as the convenience of having all the necessary components collected into one package, saves the customer time and labor initially, and over the (longer) life of the product, actually provides more value per mile than lesser competitive products. The post The Hidden Expense of Inexpensive Brake Pads appeared first on Counterman Magazine. View the full article

PRT announced the launch of 59 new complete strut assemblies for the North American market. The launch includes application coverage for Nissan Frontier, Toyota Highlander and Mercedes E-Class models, in addition to brand-new applications, such as the Dodge Durango 2022, the Ram ProMaster City 2022, and the Mazda CX-9 2022, among others, according to PRT. “As an OE supplier, our company is always committed to premium quality, top performance and innovation, so we are continually launching new applications for the Aftermarket. These new items are in stock and ready to ship!” said Bruno Bello, director of global marketing. For more information, call 1-770-238-1611, visit www.prtautoparts.com or follow @prtautoparts. The post PRT Launches 59 New Complete Strut Assemblies appeared first on Counterman Magazine. View the full article

Standard Motor Products, Inc. (SMP) announced the release of its 2023 Corporate Sustainability Report that it said highlights SMP’s commitment to being a good corporate citizen with a focus on increasing its sustainability profile. The report provides insight into SMP’s initiatives, future goals and achievements in relation to its business, employees, communities and other stakeholders, according to the latest press information. Eric Sills, Chairman and CEO of SMP, commented, “On behalf of our entire SMP family, I am pleased to share with you our 2023 Sustainability Report. SMP continues to enhance our sustainability efforts, and we remain committed to our initiatives to ensure positive sustainability change within our organization and all the communities in which we operate.” Highlights of this report include: The development of additional powertrain-neutral safety and electrical products for the vehicles of today and tomorrow, including battery electric and hybrid electric vehicles Enhancement to its social programs including an additional focus on employee training and development initiatives Alignment of SMP’s commitment to standardized sustainability reporting with global applicable laws and regulations Reductions in Scope 1 and Scope 2 greenhouse gas (“GHG”) emissions working towards SMP’s stated goal of achieving carbon neutrality by 2050 The post SMP Releases 2023 Corporate Sustainability Report appeared first on Counterman Magazine. View the full article

Westar Distribution LLC, a leading aftermarket supplier of engine & transmission mounts and air suspension components announces the release of 40 new Air Suspension Components, Engine & Transmission Mounts, Torque Strut Mounts, and Center Support Bushings servicing in excess of 35,000,000 vehicles in operation today in the US & Canada covering Acura, BMW, Dodge Truck, Ford Sport Utility, GMC Trucks, Honda, Hyundai, Jeep, Lexus, and Toyota vehicles. These newly released items are all in stock and ready for immediate shipment. For more information contact [email protected] or visit the company online. The post Westar Releases New Mounts, Suspension Components appeared first on Counterman Magazine. View the full article

Mevotech announced the addition of 188 new part numbers, expanding its TTX, Supreme and Original Grade product catalogues. Extending up to the 2023 vehicle model year, this release covers domestic and import passenger vehicles, pickup trucks, vans, SUVs and EVs. The new part numbers include control arms for newer 2023-2021 Ford F-150 and F-150 Lightning models from Mevotech’s flagship TTX and Supreme lines. “These components are designed with exclusive features for improved part service life and increased overall durability,” Mevotech said. The company also announced the introduction of TTX steering idler and pitman arms, featuring three new part numbers applicable to a wide range of popular 2023-1999 GM light- and medium-duty pickup trucks, vans and SUVs. “These parts are engineered with patented technology and designed as enhanced alternatives for vehicles often used in a working role,” added Mevotech. The post Mevotech Expands Coverage with 188 New Part Numbers appeared first on Counterman Magazine. View the full article

In the case of cordless lights, there is a lot more, starting with more light! The light comes from Light Emitting Diode, or LED, technology. When they were first invented, LEDs were a revolutionary development of electrical science, affecting virtually every aspect of our lives. Now LED lights are everywhere, and we’re all familiar with them, even in our homes, but the automotive industry has reaped the benefits as much as, if not more than, any other industry. Just like a diode, LEDs allow current flow in only one direction. When current, or electron flow occurs, photons are released. Photons are tiny particles of electromagnetic radiation that are released as the electrons jump between atoms, and they’re emitted in the form of electromagnetic waves. This is where the visible light comes from. Certain wavelengths are visible to the human eye, which we perceive as light. Specifically, these wavelengths are those between 400 and 700 nanometers, and it’s in this range that LEDs emit photons. Different wavelengths are seen by us as different colors. To control and obtain the different wavelengths that appear to us as different colors, LED output is controlled by altering the semiconductor material inside, which controls the energy of electron flow, the wavelength, and, ultimately, the color. Early on, LEDs in automobiles were a type of LED called a through-hole LED, referring to the fact that their connectors went through holes in a circuit board for mounting. These were primarily used for warning indicators, such as an oil warning light or alarm indicator since they weren’t powerful enough for anything else. Over time, as technology was able to produce brighter white light, they began to see use in cordless lights. Through-hole LED were used for many years in lights, and worked well, but the most significant advance was the development of surface mount devices (SMDs) and chip on board (COB) technology. SMDs were smaller with a much thinner profile, had as many as three LEDs on one chip and could be soldered directly to a circuit board. These made compact designs possible with multiple LEDs for extremely bright work lights. Then came COB technology which could fit nine or more LEDs on one chip, offering the highest light-to-energy ratio. Both types are very effective with light output, and both still commonly used. For an auto technician, cordless lights have replaced the traditional “trouble” light, and in addition to the advantages of an LED light, there are many other technology-based features we can take advantage of. If headlamps are your game, there’s a new technology of adaptive light beams that automatically adjusts intensity and focus to provide the necessary light output for the job at hand. Who thought that word was just for cruise control? White light is what we use the most, but since LED technology produces different colors, there’s a couple that are useful to us and are included in many lights. Ultraviolet light is used for leak detection, so it’s a useful option to have. Ultraviolet is unique because it’s a photon wave that’s just outside the visible light spectrum, but it’s easy to think of it as a color because it does give off a visible purple hue. Red is the second color that’s becoming more popular, especially in headlamps. Why? Red has always been known to preserve night vision, and we all know there are never enough hours in the day! Here’s a feature I really like: The device finder. It’s just like when you lose your TV remote, only better. Nobody likes to lose tools, but especially not a light. You’ve got extra 10mm sockets and you expect those to disappear in the occasional black hole, but losing your light can ruin your day. I’d rather hit a button before pulling a car out, just to know my light is under a pile of tools versus under the hood. Have you ever heard of CRI? It stands for Color Rendering Index, and it’s a measurement of the ability of a light source to reveal the color of objects in contrast to natural light. In other words, do they appear the same as they would under natural sunlight? Light sources have a huge effect on how we perceive colors, and while we don’t care so much what color brake pads really are, it’s a unique feature for body and paint technicians. CRI is measured from 0-100, and anything under 80 is considered poor; over 90 is considered good. So, a high CRI in a shop light is valuable when comparing colors. A common use is for comparing paint chips to a body panel, but it’s very much a “thing” in home refinishing, too. If you’re trying to decide on that perfect color for your addition or match one when you can’t remember the color, a high CRI light will show you the true colors. Here’s another term that may strike you as unusual: Ingress Protection. If you’ve never heard of it, you’ve seen it for sure. It’s the IP rating that’s called out on most lights. The IP code is an international code which classifies the degree of protection against dust and liquids for electrical equipment. The rating consists of two numbers, e.g., IP65 (a common rating.) The first number indicates ingress protection against solid objects, ranging from 0-6, and is basically related to the physical object size, including things like hands, all the way to small dust particles. Zero is no protection, six is the highest level available meaning it is dust tight. The second number indicates resistance to liquids and includes classifications from dripping water all the way up to immersion and high-pressure jets. This ranges from 0-9, nine being the highest rating. This is an important rating to look for when shopping for a light, since we all know when you’re under a car, dripping liquid automatically seeks out the most inconvenient places to drip, such as your eyes, your mouth or your work light. Cordless lights are the way to go. Cordless lights plus today’s technology equals some of the most useful tools you’ll own. The post Less Is More With Cordless Work Lights appeared first on Counterman Magazine. View the full article

AAPEX Education Online is back for another year. This time it’s been expanded to provide attendees with even more critical information that directly affects them and the entire global automotive aftermarket, AAPEX said. Join AAPEX every month from May until October for this free series. This month, attendees hear from a panel of shop owners on what they want from their suppliers and how the industry can offer support. Plus, you can participate in the live Q&A. What the Automotive Aftermarket Supply Chain Can Learn From Shops, and How the Industry Can Provide Shops what they Need to Succeed Thursday, May The post AAPEX Web Training Series Set to Begin This Month appeared first on Counterman Magazine. View the full article

Bumper to Bumper member Crow-Burlingame announces the appointment of Richard Webster as vice president of company stores. With a journey spanning nearly three decades within the company, Webster’s advancement from a dedicated store manager to district manager, then regional manager, and now vice president is a testament to Crow-Burlingame’s commitment to fostering internal talent and promoting professional growth, the company said. “I am pleased to announce that Richard Webster is stepping into the Vice President of Company Stores role,” said Fletcher Lord III, Crow-Burlingame’s CEO. “Webster’s wealth of experience in automotive industry and store operations will be a tremendous asset to Crow-Burlingame.” In his new capacity, Webster will be at the helm of overseeing all facets of Crow-Burlingame’s company-owned stores, “ensuring operational efficiency, and steering the stores through evolving market challenges, while upholding the company’s core values and customer-centric approach,” the company said. Webster’s promotion comes at a time of strategic realignment with Crow-Burlingame, as Tom Singleton, the vice president of store operations, transitions to vice president of strategic initiatives. Singleton’s wealth of knowledge and guidance will continue to be invaluable, further leading the charge on strategic initiatives for the company, Crow-Burlingame said. “We are extremely fortunate to have Tom Singleton remain with us as he takes on the VP of Strategic Initiatives role,” Lord added. “His depth of experience and insights will be instrumental in driving strategic vision with our company-owned stores.” Singleton expressed excitement about the transition and his allegiance to Crow-Burlingame’s 100-plus years of success. “While my role may change, my dedication to Crow-Burlingame remains in my heart, I look forward to working closely with Richard and the team to drive our stores forward.” Webster echoed Singleton’s statements, expressing his gratitude for the opportunity and excitement for the future. “I am honored to take on this new role and lead our company stores into the next chapter,” Webster said. “With Tom’s guidance and the support of our dedicated team, I am confident that we will continue to care for our customers’ everyday needs.” The post Crow-Burlingame Names Richard Webster VP of Company Stores appeared first on Counterman Magazine. View the full article

HELLA has introduced the all-new HELLA BLADE LED 6” Series Auxiliary Lights, now available exclusively to the US and Canadian markets. Designed to meet the toughest demands of the most challenging off-road conditions, the HELLA BLADE Series combines powerful illumination with innovative features for the ultimate driving experience. HELLA BLADE’s innovative LED position light produces an intense 8,500 lumens driven by six powerful, 6000k LED modules ensuring exceptional visibility and off-road performance. The unique design and versatility of the LED position light, equipped with white and amber option modes and razor-sharp contours, elevates the HELLA BLADE Series to a whole, new level above the competition. Key Features and Benefits: High-quality, robust construction: featuring an aluminum housing and robust, fiberglass fastening brackets to ensure durability and reliability after install. Multi-voltage compatibility: 12 V and 24 V makes the HELLA BLADE suitable for a wide range of vehicles. Electromagnetic compatibility (ECE R10 EMC): Ensures seamless integration and operation. Flexible installation options: The 19.6-inch-long cable facilitates easy mounting on various vehicle locations, including bodywork, roof, roof bars, radiator grille, or bumper. HELLA BLADE Stone Shield Caps: designed specifically for use with HELLA BLADE 6” driving lamps, emit a translucent light pattern highlighting the HELLA logo, adding a touch of elegance to your vehicle. Winner of the AAPEX New Product Showcase 2023: Reaffirming HELLA’s status as a legendary innovator in automotive lighting and design. Learn more about the HELLA Blade 6” Series or other products available from HELLA. The post Hella Blade 6˝ Series Illuminates Off-Road Adventures appeared first on Counterman Magazine. View the full article