Counterman

Litens Aftermarket introduced its new “System Reset” campaign, aiming to bring awareness to the importance of proper drive-belt system maintenance. In an effort to educate professional vehicle service technicians, Litens details what a system reset entails, its significance and the potential repercussions of neglecting this essential maintenance step when replacing a drive belt. For a belt-drive system to perform optimally, the system’s components must be properly maintained and in tune with each other throughout the lifespan of the vehicle. When it’s time to replace the drive belt, it’s also time to replace the drive-belt system’s tensioners and pulleys. The system is properly reset when all components of the belt-drive system, including the tensioner, idler pulley(s) and the belt, are all replaced at the same time. “As vehicle belt-drive systems become more complex, we’re aiming to equip technicians with both education and solutions,” said Scott Howat, national sales manager, Litens Aftermarket. “Properly resetting the belt-drive system enables the technician to reset the vehicle to its optimal OE level of performance.” Benefits of a system reset – replacing the tensioner and idler pulley(s) along with the belt – include enhancing the system’s reliability and longevity, as well as reducing the risk of component failure and subsequent breakdowns. Resetting all of the belt-drive system components together promotes optimal power transmission, minimizing slippage and improving overall efficiency, which can contribute to enhanced fuel economy and performance. Failing to fully reset the system can lead to imbalanced stress distribution, reduced overall system efficiency and premature wear of both the newly replaced parts and the remaining older components. This could result in increased friction, potential belt slippage and an elevated risk of component failure, ultimately compromising the entire belt-drive system’s reliability and performance. Litens designs OE belt-drive systems and components to last for a designated period of time. While that number also depends on miles driven and the number of vehicle starts/stops, the belt-drive system typically runs for 100,000 miles before needing maintenance. As all of the system’s components are designed to work together, when the belt is due for replacement, it’s highly likely that the rest of the components in the system are also due. For more information, visit https://www.litensaftermarket.com/. The post Litens Campaign Emphasizes Proper Belt-Drive Maintenance appeared first on Counterman Magazine. View the full article

Stabilizer bars. You may know them as sway bars or anti-sway bars. You may know them as roll bars or anti-roll bars. They’re all the same thing, and it’s generally understood they improve handling … but how? Any time a vehicle is turning, the forces that act upon it cause the body to roll, sway or tip away from the turn. It’s the laws of physics at work. In extreme situations, these forces can cause a vehicle to tip over, though that’s generally only the case with taller trucks and vans, and rare at that. You really have to be moving for that to occur. The real factor is how they negatively affect handling and how a stabilizer bar can prevent it from happening. Picturing this “tipping” affect helps us understand how a stabilizer bar works. When driving in a straight line, the weight of the vehicle is evenly distributed between left and right. In a turn, as the vehicle body leans, it shifts the weight to the tires on the outside of the turn, compressing the suspension on the outside in the process. This shift in weight causes a loss of traction on the inside, resulting in poor handling and potentially the loss of control. A stabilizer bar connects one side of the suspension to the other. They can be located in the front, rear or both. They’re mounted to the frame or body with brackets and bushings, and connect to the suspension at the control arms or struts. The connection at the suspension can be a bracket and bushing or a link, which is the most common today. When any suspension movement occurs, that movement is transferred into the stabilizer bar, which then is transferred through it to the suspension on the other side. This balances the compression of the suspension on both sides, eliminating body roll, balancing the weight distribution of the vehicle and providing optimum traction and handling. You’ve likely heard the terms oversteer and understeer. Understanding and controlling them is one of the most important aspects of performance driving, and it’s an important aspect of new-car design. They’re relevant in this context because both are affected directly by the action of the stabilizer bar. For this reason, adding or changing stabilizer bars is a common practice for those who look to improve the handling performance of their car. If you increase the stiffness of the rear stabilizer bar or decrease the stiffness of the front, you reduce understeer. If you increase the stiffness of the front stabilizer bar or decrease the stiffness of the rear, you reduce oversteer. Someone who is building their car for performance or racing will spend hours on stabilizer-bar adjustments alone until they “tune” the handling of their car. For many years, sway bars were just an option, or only located in the front. But due to the improvement in handling they provide, most of today’s cars and trucks have them. Stabilizer bars are just a piece of metal. Some are a solid bar, some are hollow. Each one offers different performance aspects in how much they twist versus how much force it can transfer to the other side of the suspension. In addition, performance stabilizer bars and/or their connecting links often are adjustable at each end to provide an additional range of tuning. One drawback associated with stabilizer bars is they can affect the overall ride quality of a vehicle. The stiffer the sway bar, the better a vehicle may handle – but the worse it will ride. In trucks and SUVs, the sway bar limits suspension travel, which is a drawback to those who use them for off-roading. Leave it up to technology to take it one step further with active and electronically disconnecting stabilizer bars. Active stabilizer bars are found on some luxury performance cars. They work by using an electric motor and gears to vary the stiffness of the stabilizer bar when needed for cornering. The ability of these systems to make instant corrections is nothing short of impressive with the outstanding handling characteristics they make possible. Electronically disconnecting stabilizer bars – popular on some new trucks and SUVs – use gearing similar to that in a manual transmission to physically disconnect the two halves of a stabilizer bar to allow maximum suspension movement. They will reconnect only once the vehicle is on level ground. Stabilizer bars are a fundamental part of suspension design and operation, and technology has made them even better. That’s something we all can “handle.” The post A Closer Look at Stabilizer Bars appeared first on Counterman Magazine. View the full article

Fisher Auto Parts has acquired longtime Federated Auto Parts member Berrodin Parts Warehouse, the company announced. “We are very excited that Berrodin Parts Warehouse has joined the Fisher family,” said Herb Godschalk, president of Fisher Auto Parts. “The Berrodin family has done an incredible job growing their business from one small store in the Philadelphia area to nine warehouses covering the mid-Atlantic states. We plan to build on their great success and continue the goodwill they have developed with their broad customer base.” With headquarters in Drexel Hill, Pennsylvania, Berrodin Parts Warehouse employs more than 400 people and has nine warehouse locations throughout Southeastern Pennsylvania and Northern Delaware. The family-owned business was founded in 1905 during the infancy of the automotive aftermarket. Today, Berrodin Parts Warehouse is a full-line distributor of major, name-brand aftermarket auto parts, providing OEM-quality and express delivery as well as training, marketing and signage programs for its independent installer customers. As part of the transition, John Berrodin will stay on and lead as regional manager for Fisher Auto Parts, while Jim Berrodin will serve as a store support manager and Lou Berrodin as operations manager. Frank Berrodin Jr. will return to retirement at the conclusion of the acquisition. The post Fisher Auto Parts Acquires Berrodin Parts Warehouse appeared first on Counterman Magazine. View the full article

This year, DMA is celebrating not only its anniversary but also a record sales year that has allowed the company to take its new OE MasterSeries line “to new heights of innovation.” MasterSeries encompasses the new RideMaster line, featuring top-quality coil springs, air-suspension components, control arms and light chassis, as well as the new BrakeMaster line, which includes precision brake rotors and advanced brake-wear sensors. DMA will showcase the additions to its product lineup at AAPEX 2023 in Las Vegas. The company’s 20-by-40-foot booth will highlight DMA’s: Sensen shocks and struts Speedy Strut complete strut assemblies RideMaster coil springs, air shocks, electronic suspension, control arms and small chassis BrakeMaster brake rotors and brake-wear sensors Bulldog HD heavy-duty shocks, steering dampers and cab shocks “We’re thrilled to connect with our loyal customers who’ve been an integral part of our journey and equally excited to forge new relationships within the industry while presenting our new MasterSeries line and product,” said John Treece, DMA president and CEO. The post DMA Announces New MasterSeries Brand appeared first on Counterman Magazine. View the full article

Once hated and touted as “power robbers,” we’ve learned over the years how emission-control systems not only protect our environment, but also how they contribute to the overall performance, economy and longevity of today’s engines as an integral part of the combustion process. Emission-control components are high on the list of parts you sell, because they affect vehicle operation, and if they’re not working properly, they result in the dreaded “Check Engine” light. There are many ways that the various emission systems on a vehicle tie together, but a look at the main players can help you develop a base understanding of how the overall system works. Positive Crankcase Ventilation Any internal-combustion engine produces blowby gasses, which are gasses from the combustion process that are forced past the piston rings into the crankcase. These gasses must be vented to prevent pressure buildup, which would cause oil to be forced past gaskets and seals. These gasses also combine with the oil vapors in the crankcase to form sludge and dilute the oil with unburned fuel. From the early days, we knew that blowby gasses had to go, so we got rid of them – right into the atmosphere. At least that’s what we did until the 1960s (hello smog). To reduce air pollution, auto manufacturers began to utilize positive-crankcase-ventilation (PCV) systems. PCV was a simple system to draw the vapors out of the crankcase using engine vacuum. The vapors and unburned fuel were then drawn back into the cylinders and burned, eliminating them as a source of air pollution. But there was another benefit to it. Normal system operation pulled fresh air through the crankcase, which removed moisture – extending oil life and reducing sludge. Since PCV is more or less a controlled vacuum leak, the flow rate is important, and even on older vehicles, the fuel systems are calibrated to work in conjunction with it. PCV systems still are utilized on modern engines, and engine-management systems are able to monitor their operation by checking the flow rate. The efficiency of modern PCV systems not only reduces emissions but also drastically extends oil life. PCV components range from the simple valves on an older vehicle to more complex integrated PCV orifices/oil separators found on or as part of the valve cover on many new engines. Other PCV-related components include crankcase-ventilation filters and breather hoses. Don’t forget that these components are designed and calibrated to each engine and fuel system, even on older vehicles. Just because it fits doesn’t mean it’s correct, and also beware of aftermarket “catch cans.” Many people think this is a performance upgrade that traps oil vapor and contaminants before they’re drawn into the intake. This is true on some older vehicles, but on most modern engines the PCV system is so refined that it cannot be improved upon. Installing a “catch can” on these engines will most likely only result in a drivability issue. Exhaust-Gas Recirculation Exhaust-gas recirculation (EGR) is an emission-control technique designed specifically to reduce the formation of nitrogen oxide (NOx), a very unhealthy and dangerous gas that’s formed during the high temperature and pressure of combustion. It works by recirculating exhaust gas back into the cylinders and cooling the combustion process. In reality, it doesn’t actually “cool” the combustion process, but by displacing oxygen, it prevents the air/fuel mixture from burning hot enough to form NOx. EGR can offer advantages to the combustion process, and modern engine-management systems are designed to maximize this, with the efficiency of gasoline engines often improved as a result. Not only is it illegal, but disabling any type of EGR control also will result in a loss of performance. On diesel engines, EGR is again an effective emission-control device, but becomes considerably more complicated. Since diesel fuel ignites with the heat of compression, higher temperatures promote efficiency … but unfortunately also the formation of NOx. To combat this, many modern diesel engines have EGR coolers that allow a larger mass of recirculated exhaust gas into the intake. But, this reduces the efficiency of the combustion process, which creates excessive soot. To combat this, a diesel-particulate filter (DPF) is installed in the exhaust to capture and store the soot, which must be burned off periodically to regenerate the filter. Since EGR systems are critical for emissions and performance, they’re closely monitored and controlled by the powertrain control module. Common EGR components include everything from the common EGR valve to pressure sensors, EGR tubes, EGR coolers, control solenoids and pressure sensors. Exhaust and Catalytic Converters Catalytic converters need no introduction. Since the 1970s, they’ve been the major emission component that chemically converts the harmful pollutants in the exhaust into harmless gasses. On todays’ vehicles, they work in conjunction with oxygen and/or air/fuel ratio sensors, also well-known emission-control components. Before the converters (pre-cat), the oxygen sensors report the air/fuel ratio to the engine control module so it can adjust the fuel mixture based on operating conditions and ensure that an improper mixture will not damage the converter itself. After the converter, a post-cat sensor again sends a signal to the engine control module, from which it determines the efficiency of the converter. The diesel side again can seem more complicated. They too have what appears as a catalytic converter, but on a diesel, they contain not only a catalyst but also the DPF. They’re sometimes referred to as aftertreatment devices, and overall design can differ between vehicle makes. The process that occurs is referred to as selective catalytic reduction (SCR), during which the catalyst works in conjunction with injected diesel-exhaust fluid (DEF) to convert NOx into nitrogen, carbon dioxide and water vapor. The DPF traps the soot, which is burned off through passive or active regeneration, and in some situations the process must be performed by a service technician. NOx sensors monitor the entire SCR process. In addition to catalytic converters, exhaust-related emission components include oxygen, air/fuel ratio and NOx sensors; DEF and DEF-related components; and diesel aftertreatment devices. Evaporative Emissions Evaporative emissions refer to anything that helps keep fuel vapors in the tank and out of the atmosphere. This requires very strict monitoring of the pressure in the tank, and when venting is required, filtering of the fumes. EVAP canisters – sometimes referred to as charcoal canisters – store fuel vapors to prevent them from reaching the atmosphere until they can be drawn in by the engine. The entire process of evaporative emissions requires multiple components, including the EVAP canister, hoses, lines, canister-purge solenoids, canister-purge valves, canister-vent solenoids and leak-detection pumps. The design of these systems often differs between manufacturer, so it can take some time to get used to all the different components. The post Understanding the Emission-Control System appeared first on Counterman Magazine. View the full article

Bleeding the brakes is a procedure that’s performed to remove air from the system when a component is replaced, and one that’s performed strictly from a maintenance standpoint of flushing or changing the brake fluid. The telltale symptom of air in a brake system is a soft or “spongy” pedal, along with poor brake performance. The idea and basic process is generally understood: You must get all the air out for the brakes to work properly. Air compresses and fluid does not, so even the tiniest amount will affect brake operation. Bleeder screws at each wheel allow the air to be forced through and out. If the idea sounds simple, it is, but it’s not without the occasional headache. The key is that not every system responds the same, and you may need to bleed one differently than another. There are a few different methods you can use, and while it often comes down to preference, it pays to be familiar with them all. The most important thing, however, is your mindset. Don’t think about brake work and bleeding as two different things. Instead, when performing any brake work, think ahead about bleeding and prepare for it. It always should be a part of brake work, as opposed to leaving it as an afterthought. At minimum, brake fluid should be replaced/flushed every two years. The older it gets, the more moisture it absorbs, the worse it performs and the more corrosive it gets – slowly eating away at the expensive internal components of a brake system. When replacing brake pads, the caliper pistons must be pushed back into the caliper. The most common practice is simply to push them back with whatever tool you have at your disposal and remove any excess fluid from the master-cylinder reservoir, but this isn’t the best way to do it. The proper way is to open the bleeder screw prior to pushing the piston back in and let the old fluid be pushed out. When you force it back into the master cylinder, you’re forcing contaminants and particles back past the master-cylinder seals, which can potentially damage the seals and lead to premature failure. In short, if you’re working on the brakes, get that old fluid out of there! Bleeder Screws First The first thing I always do with any type of brake work is check all the bleeder screws and make sure they open. If they’re stuck, regardless of what needs to be done to loosen them – be it heat, penetrating oil or another form of persuasion – now is the time to do it. If you ultimately have one that breaks, you can plan to replace that component as part of the job, instead of waiting until the end only to have one break when you’re almost done. Once you’ve opened the bleeder screws, take the additional step of removing and cleaning them. Spray brake cleaner into one end to make sure they aren’t plugged up with dirt or rust. Be sure to wear safety glasses – it often sprays back in your face if they are. Brake fluid should also drip out of the caliper or wheel cylinder, so be prepared with a drain pan underneath. It may not be a lot, but you should see at least a little fluid. It’s not so important at this step that a lot of fluid comes out, but make a mental note of it. If no fluid comes out, there may be blockage in the caliper or wheel cylinder. It’s not uncommon for rust to form in the bleeder port and keep anything from coming out, even with a clean bleeder screw. If you run across this, it’s a problem that’s easily remedied using a small pick to poke through the rust. Once you’ve confirmed that all bleeders open and fluid can flow, you’ve set the stage for a successful bleed of the system – but make sure you haven’t overlooked any bleeder screws. Most vehicles have four (one at each wheel). Some four-piston calipers have two bleeder screws each – one on the inboard side and one on the outboard. They both need to open. Occasionally you may run across a vehicle with a load-sensing proportioning valve in the rear (usually on trucks) that has an additional bleeder screw on top. This can really throw you for a loop because they’re often out of sight. If you don’t bleed the air at this location, you’ll never get a good pedal. The bottom line is to locate all bleeder screws, and make sure they all open and flow freely. Bleeder screws are located at the high point of a brake caliper, but it’s possible to install some calipers on the wrong side. This is a very common mistake and when it happens, the bleeder screws will be on the bottom. It’s impossible to bleed the system like this, so if you run across it, you’ll have to remedy the situation beforehand. The ‘Standard’ “Pump it up and hold it!” For most of us, our experience bleeding brakes began as a helper. You pump the brake pedal a few times and hold it. Then the person doing the work opens a bleeder screw. When the pedal reaches the floor, you report “on the floor.” The bleeder screw is then closed, and the process repeated until all air is forced from the system, and you report a good solid pedal. To properly perform the procedure, you start at the bleeder located furthest from the master cylinder, then finish with the bleeder closest – in other words RR, LR, RF then LF. This method, often referred to as “manual” bleeding, has been the standard procedure for many years, and most likely always will be. It works well most of the time and requires no special equipment. The drawbacks are that it can be time-consuming and requires a helper, which we don’t always have. You also must make sure you don’t run out of fluid in the process, or you’ll be starting all over again. The Master Cylinder Brake master cylinders must be “bench”-bled prior to installing them. Most master cylinders come with a kit of hoses and fittings to connect to the outlet ports. The hoses are then run back to the filled reservoir. With the master cylinder secured in a vise, you can access the piston and use a tool to push it in to fully depress it, which forces the air out and up into the reservoir. There are many reasons to do this. For one, many master cylinders are mounted at angles that can trap air and make bleeding on the car extremely difficult. Secured level in a vise eliminates this problem. It’s also much quicker. Usually, it only takes five to 10 short strokes to get the air out. When the cylinder is mounted in the car, it takes the full travel of the brake pedal for the same short stroke. It also saves fluid by recirculating it back into the reservoir. The most important thing to remember is that air can still get trapped in the master cylinder during installation. Usually, it’s forced through the lines and out, but not always. If you’ve bled the brakes and still have a low or soft pedal, you may have air in the master cylinder. At this point, it’s easy to get out. With an assistant holding pressure on the pedal, crack the line fittings at the master cylinder. You’ll hear the sound of the air as it’s forced out. Some master cylinders have bleeder screws for this purpose. Gravity Bleeding Gravity bleeding is often overlooked, since the “standard” method over the years has a stronghold on the perception of brake bleeding. Gravity bleeding is simple: Fill the reservoir and open the bleeder screws. Sit back and relax. Gravity will pull the fluid through the system, and the air will travel along with it and out. When fluid continuously drips from the bleeders, your job is done. Theoretically speaking, gravity bleeding should always work, and it usually does. Truth be told, I rarely use any other method. The problem with gravity bleeding is it can be slow. I usually let gravity do its thing as I clean up from the job. After I get fluid from each bleeder, I close them, pump the pedal a few times to seat the brakes, then open them one more time to release any remaining air. It’s almost foolproof. Pressure Bleeding Pressure bleeding is popular among professional technicians due to the speed of it, and the fact that you don’t need an assistant. The drawback is the equipment can be expensive, so you must use it all the time for it to pay for itself. A pressure bleeder utilizes an adapter that attaches to the master cylinder, then forces fluid into and through the system. The main advantage to pressure bleeding is that it’s quick, but sometimes it’s also necessary. This is especially true on some newer vehicles with antilock braking systems (ABS). Air can get trapped in the ABS valving, and in some situations, pressure bleeding is the only method that will work. The high pressure compresses the air bubbles to the point where they’re carried through with the fluid, instead of hanging up in a crevice while the fluid flows by. If you work on newer vehicles, at some point you will need a pressure bleeder. A final advantage to pressure bleeding is this equipment stores a volume of fluid, so you don’t have to worry about running out mid-process. Vacuum Bleeding A vacuum bleeder attaches at each bleeder screw and draws the fluid through the system. It’s just another way of doing it with the advantage of speed when compared to manual bleeding. Vacuum bleeding also is one of the cleaner ways to do it because you’re drawing the fluid through the system directly into a container. You don’t have to worry about catching the fluid that’s pushed out of the bleeder using other methods. Auto-Refill Kits It’s easy to run out of fluid when bleeding brakes. We’ve all done it. A popular option for manual, gravity or vacuum bleeding is a refill kit that connects to the master cylinder and feeds fluid into it through gravity. They usually have a large enough capacity for bleeding or changing the fluid. Are they necessary? No, just a convenience. Final Tips Some newer vehicles with ABS have the option to bleed the ABS modulator and valve assemblies with a scan tool. This uses the ABS pump to force fluid through the system. The advantage is getting air out of the modulator. This often is the quickest and most efficient way to do it, but generally it’s not mandatory if you don’t have the scan tool to do it. The same result can be had with a pressure bleeder. There are two things that are frequently confused – a soft pedal and a low pedal – and it takes experience to recognize the difference. A soft pedal is caused by air in the system, and a low pedal is commonly caused by misadjusted drum brakes, so just be aware of this and don’t confuse the two. With the proper preparation and a little bit of patience, brake bleeding always should be the most routine part of the job. The post Bleeding the Brakes appeared first on Counterman Magazine. View the full article

The Auto Care Association is helping to drive the adoption of U.S. automotive aftermarket data standards in Colombia, with Mercado Libre and Imotriz recently announcing their successful adoption of the association’s data standards for their Colombian marketplaces. Mercado Libre is the largest marketplace in Latin America, and Imotriz is an auto parts marketplace with coverage in Colombia, Ecuador, Costa Rica and Mexico. “This is a significant step forward for the adoption of data standards in Colombia and throughout Latin America,” the Auto Care Association said in a news release. The announcement was made during a data-standards seminar organized by the Auto Care Association, Mercado Libre, Asopartes and Imotriz on Sept. 5 in Bogota The seminar was part of the Auto Care Association’s trade-promotion initiatives, made possible by the Market Development Cooperator (MDCP) award from the U.S. Department of Commerce, International Trade Administration. More than 120 industry stakeholders attended the seminar, which focused on the adoption and benefits of ACES (Aftermarket Catalog Exchange Standard) and PIES (Product Information Exchange Standard) developed by the Auto Care Association. “We are pleased to see that Mercado Libre and Imotriz have adopted our data standards for their Colombian marketplaces,” said Jonathan Larsen, vice president, standards and digital products, Auto Care Association. “Our standards are driving innovation and competitiveness in the region. This is a significant step forward for the adoption of data standards in Colombia and throughout Latin America.” “Standardized product data benefits all players in the supply chain, from manufacturers to online marketplaces like us,” said Mariano Vainstein, marketplace director, LATAM, Mercado Libre. “We’re thrilled to implement data standards that enhance communication and efficiency in the industry.” “We believe that data standards are essential for the growth and success of the Colombian automotive aftermarket industry,” said Jorge Mario Ortiz, CEO of Imotriz. “By adopting the Auto Care Association’s data standards, we are making it easier for our customers to find the products they need and for our suppliers to reach a wider audience.” The Auto Care Association continues to promote the adoption of data standards to improve the efficiency and accuracy of product-data communication in the automotive aftermarket and will host similar data standards adoption seminars in other key Latin American markets over the coming months. For more information on the Auto Care Association’s data standards, visit autocare.org/standards. The post Auto Care Data Standards Gain Momentum in Columbia appeared first on Counterman Magazine. View the full article

Members of the House Energy and Commerce Subcommittee on Innovation, Data and Commerce discussed the REPAIR Act (HR 906) Wednesday on Capitol Hill. The bipartisan Right to Equitable and Professional Auto Industry Repair (REPAIR) Act would provide consumers with expanded repair options by ensuring that vehicle owners can access repair data and tools needed to repair their vehicles. U.S. Rep. Neal Dunn, a Florida Republican, introduced the REPAIR Act on Feb. 9. Since then, the bill has picked up co-sponsors from both sides of the aisle. During the hearing, subcommittee ranking member Jan Schakowsky, an Illinois Democrat, said she has heard from many of her constituents about the issue of Right to Repair, and that the owners and repairers should have access to the vehicle data needed to make repairs. During her opening testimony, Schakowsky also said she is “very much supportive” of the REPAIR Act. Dunn emphasized that when consumers buy a vehicle, they should own that vehicle, including the right to have it repaired. “When I buy a product, a house, a motorcycle, an airplane, it belongs to me,” Dunn said during the hearing. “When consumers buy vehicles, the options to repair or service those vehicles [are] being increasingly restricted. … As vehicle data becomes more important to make repairs, it’s unacceptable for the vehicle manufacturers to exclude independent repair shops from accessing that data, especially if they’re the owner.” He added: “I think forcing auto owners back into dealerships for repairs not only leaves a huge existing industry behind, but it [also] veers toward vertical integration and monopolistic behavior. The REPAIR Act fixes this, just like the hard-working mechanics who fix our cars.” According to a recent YouGov Survey of 1,000 vehicle owners conducted this summer, a sizable majority of Americans support a federal vehicle right-to-repair law that would prevent automakers from restricting vehicle owners’ repair options. Americans believe they should be able to decide where and by whom they have their vehicle repaired as well as who has access to their vehicle’s data. They also showed a strong preference for independent repair shops over dealerships. Key results included: 94% want to choose where their vehicle is repaired 93% want to choose who repairs their vehicle 79% are willing to share their vehicle data with independent repair shops 75% support legislation preventing auto manufacturers from restricting consumer access to vehicle data 74% believe vehicle owners should have access to their vehicle data 63% would take their vehicle to an independent repair shop “Momentum continues to grow for the bipartisan REPAIR Act,” CAR Coalition Executive Director Justin Rzepka said. “Lawmakers on both sides of the aisle understand that when it comes to repairing their vehicles, consumers deserve and expect choices. That’s why the REPAIR Act is so critical. Access to vehicle data is essential to both vehicle owners and the independent repair shops who serve them. We thank the members of the subcommittee for bringing attention to the REPAIR Act today. Swift action on the REPAIR and SMART Acts is needed to protect access to affordable car repairs and promote freedom of choice.” The CAR Coalition, a growing group of companies, associations and insurers involved in the independent automotive aftermarket, praised the subcommittee for putting the REPAIR Act on its agenda. In written testimony, Auto Care Association member Kathleen Callahan, owner of Xpertech Auto Repair in Englewood, Florida, expressed her support for the legislation. “The REPAIR Act will guarantee that our shops can access the data we need to safely diagnose and repair vehicles today and in the future in a manner consistent with the wishes of the vehicle owner,” Callahan wrote. “The REPAIR Act allows the free market to work by prohibiting competition-busting barriers vehicle manufacturers use to protect their competitive advantage. If the vehicle owner prefers the service shop at their dealership, that is their right, but should they choose to have repairs done at my shop, they should also have that right guaranteed. It’s your car. It should be your data.” The post House Subcommittee Examines Potential Impact of REPAIR Act appeared first on Counterman Magazine. View the full article

Standard Motor Products, Inc. (SMP) has released 272 new part numbers in its September new-number announcement. This most recent release provides new coverage in 89 distinct product categories, and 115 part numbers for 2022, 2023 and 2024 model-year vehicles. Standard and Four Seasons continue the expansion of coverage for hybrid and electric vehicles. Standard introduced new offerings in this category with steering-angle sensors for vehicles such as the 2023-2011 Nissan Leaf, and park-assist cameras for the 2017-2016 Chevrolet Volt. Additionally, ABS sensors are now available for the 2023-2021 Volvo XC40 Recharge and cruise-control switches have been added for the 2023-2022 Chevrolet Bolt EUV. Four Seasons has introduced four new blower motors with coverage for more than 1.2 million late-model hybrid vehicles including the 2022-2019 BMW 330e, and air-door actuators for the 2022-2021 Ford Mustang Mach-E. Standard’s ADAS and collision repair programs continue to grow. Blind-spot detection sensors are now available for 1.3 million General Motors SUVs, and park-assist cameras have been introduced for 1.8 million vehicles including the 2022-2020 Toyota Highlander and the 2016-2015 Honda CR-V. Ford vehicles see the introduction of new active grille shutter actuators for the 2022-2019 Transit Connect. Center high-mount stop-light assemblies have been released for Subaru vehicles, and airbag clock springs are new for Chevrolet, Toyota and Scion vehicles. “This latest announcement introduces numbers in multiple categories, and over 100 parts for 2022 and later vehicles, demonstrating our commitment to providing our distribution partners with the industry’s best late-model coverage,” said Jack Ramsey, senior vice president of sales and marketing, SMP. Four Seasons has introduced 59 new part numbers, including new compressors for Ford vehicles such as the 2022-2020 F-250 and the 2022-2020 Transit Series. Eight new air-door actuators offer new coverage for more than 6.9 million import and domestic vehicles, including the 2023-2018 Chevrolet Equinox and 2021-2016 Honda Civic. Additionally, Four Seasons has added hose assemblies for popular vehicles such as the 2019-2017 Subaru Legacy and Outback, the 2022-2015 Mercedes-Benz C300 and the 2018-2016 Chevrolet Malibu. All new applications are listed in the catalogs found at StandardBrand.com and 4S.com, and in electronic catalog providers. The post Standard Motor Products Releases 272 New Part Numbers appeared first on Counterman Magazine. View the full article

Continental has expanded the company’s line of aftermarket ATE electronic parking brake calipers for easy installation on some of the most popular European makes. The 10 newly released parts provide coverage for more than 5 million VIO including models from BMW, Volkswagen, Audi, and Volvo from 2016 through 2021, according to the company. The new ATE electronic parking brake (EPB) calipers are direct OE replacement parts designed to the manufacturers’ OE specifications. They’re all new parts, not remanufactured, Continental noted. “Continental helped make EPB calipers popular with OEMs,” notes Dan Caciolo, head of product management at Continental. “Now we’re seeing rising demand for the electronic parking brake calipers in the aftermarket. We will continue to expand our coverage to meet growing product demand.” Application coverage on the ATE EPB calipers includes Audi A3 Quattro, Q3; BMW 228i Gran Coupe, 228i xDrive, i3, i3s, X1 and X2; Mini Cooper, Clubman and Countryman; Volkswagen Arteon, Atlas and Tiguan; and the Volvo XC90. ATE EPB calipers are provided as complete units that include a loaded caliper and the servo motor that provides the parking-brake function. Depending on the model, the new ATE EPB brake calipers are available in matte black, tornado red and ultramarine blue. The post Continental Adds Electronic Parking Brake Calipers appeared first on Counterman Magazine. View the full article

When it comes to the continuously variable transmission, or CVT, it seems drivers either love it or hate it. I belong to the former camp. My last two vehicles have had a CVT, and I can’t imagine going back to a traditional automatic transmission. I’m reminded of my affinity for the CVT whenever I drive a rental car. After years of everyday driving with a CVT, the hard shifts of a conventional transmission feel crude, jarring and ungainly to me. With that said, I realize I might be in the minority here. There seem to be legions of CVT haters out there, perhaps for some legitimate reasons. Purists say the CVT lacks soul and personality – that it creates a disconnected driving experience – while other critics lament that the CVT is unresponsive and noisy. Some complaints stem from the fact that the CVT gearbox has a reputation for being failure-prone and expensive to repair. Also, it’s been reported that CVTs only last about half as long as traditional transmissions (yikes). If any of that is true, it begs the question: Why CVT? It’s at least a two-part answer, and the first part requires a quick review of how CVTs work. A traditional transmission consists of a fixed set of physical gears in a planetary-style arrangement, with each gear providing a specific fixed gear ratio. By contrast, a continuously variable transmission has no gears. Instead, a CVT employs a steel belt or chain connected to a pair of variable-diameter pulleys to vary its gear ratios. By adjusting the diameter of the two pulleys, a CVT can make on-the-fly adjustments through an unlimited range of ratios to match the speed and power demands of the current driving situation. A computer-controlled, hydraulically actuated system changes the CVT’s ratios during driving. “When a gear-ratio change is needed, one set of pulley faces is pushed together, and the other is drawn apart,” Honda explains on its website. What does all this mean for drivers? Well, the CVT is a smooth operator. With “stepless” gear ratios, the CVT eliminates the shift shock of a conventional automatic transmission – delivering a smooth progression through the range of speeds and (for me, at least) a more enjoyable driving experience. In a 2004 New York Times article, Don Sherman compares the absence of noticeable gear shifts in a CVT to “riding an escalator instead of climbing the stairs.” Because of the CVT’s inherent ability to quickly shift into the correct gear ratio based on the demands of the moment, automakers claim that CVTs deliver improved acceleration and responsiveness compared to conventional automatics. I’ve also read (and experienced firsthand) that a CVT performs better in uphill driving than a traditional automatic. While a conventional automatic might struggle to find the right gear ratio during an ascent, a CVT can find the precise ratio with relative ease – maintaining seamless acceleration without the herky-jerky shifting that can add to the anxiety of driving uphill. Smooth acceleration and a pleasant driving experience are all well and good, but there’s one other benefit of CVTs that I think the automakers love most: better fuel economy. While traditional transmissions use fixed gear ratios that force the engine to run at specific rpm, CVTs continuously adjust the ratio to match the engine’s power output to the vehicle’s speed and load. This allows the engine to work in its sweet spot, resulting in reduced fuel consumption. “The range of drive ratios available is infinite, allowing optimal engine tuning for efficiency,” as Honda puts it. At the end of the day, I think automakers view the CVT as a viable strategy to squeeze more power and efficiency out of smaller engines. I know that’s of little solace to the CVT haters out there. For purists who love the sound and feel of upshifting and downshifting, the CVT is anathema. But, as long as CVTs help automakers meet their overall fuel-economy targets, I don’t see them going away anytime soon. The post Are You Down with CVT? appeared first on Counterman Magazine. View the full article

The Auto Care Association recognized industry leaders who have demonstrated their commitment to the betterment of the automotive aftermarket during its Leadership Days and Legislative Summit hosted in Washington, D.C., from Sept. 20-22. Bill Hanvey, president of the Auto Care Association, presented the awards to those who are going above and beyond to make a difference. Hanvey first honored the recipients of the Auto Care Association Impact Award: Four for the Future, which recognizes four people under the age of 40 who have made substantial contributions within the auto care industry. These individuals have achieved success within their organizations through professionalism, hard work, dedication and the ability to elevate their companies. Award recipients included: Joe DeLorme; director of sales and product management for Dorman Products Shawn Senior, president at Eastern Warehouse Distributors Chelsea Scally, associate director of global mobility for S&P Global and Cindy Talamantes, marketing and communications manager for Global Parts Distributors The association also presented the Auto Care Education Award, or ACE Award, which recognizes companies dedicated to excellence and education by investing in the growth of knowledge and skills within their organization or throughout the industry. Award recipients included: ACE Large Company Award: The Auto-Wares Group of Companies, headquartered in Grand Rapids, Michigan ACE Medium Company Award: ABC Auto Parts with locations in East Texas and the Shreveport, Louisiana, area ACE Small Company Award: .dott, a business and consulting practice dedicated to automotive and commercial vehicle aftermarket leaders with a focus on diversity focus Lastly, Hanvey honored Fred Bunting Sr., chairman of the board of the Auto-Wares Group of Companies, with the Mort Schwartz Excellent in Education Award, created to honor Mort Schwartz, a longtime automotive aftermarket business owner, entrepreneur and now industry consultant “Congratulations to all of our award winners,” Hanvey said. “You exemplify what our industry is about.” The post Auto Care Association Recognizes Industry Leaders appeared first on Counterman Magazine. View the full article

Gaskets and seals can be found anywhere two components are joined together and there’s a fluid (or gas) to be contained. As a rule, a “gasket” is used to create a leakproof seal between non-moving (static) parts. What we think of as a “seal” (pinion seal, front pump seal, wheel seal, etc.) is used when one of the components is in motion (usually a rotating shaft). These also are referred to as “dynamic” seals. O-rings are classified as gaskets, even though they’re commonly referred to as “seals” in certain applications. Whatever your customer chooses to call them, all we really need to know is that they have a leak somewhere that needs sealed! Gaskets are catalogued by their application (valve-cover gasket, exhaust gasket, oil-pan gasket, etc.) but the materials used to manufacture each type of gasket can be diverse. Advances in sealing-material technology over the years have resulted in an ever-changing landscape of paper, rubber, plastic and metal gasket materials used in various assemblies. Cork and paper were the materials of choice for most engine and drivetrain components, apart from cylinder-head gaskets and exhaust gaskets, which require a metallic material composition due to high combustion pressures and temperatures. Elastomeric rubber and silicone materials have slowly replaced cork and paper gaskets, but their lack of rigidity required that these soft, injection-molded gaskets be “captured” in grooves or recesses machined into the flanges they’re sealing. Many modern gaskets feature elastomer sealing surfaces bonded to plastic or metal carriers, providing rigidity and resulting in reliable sealing between flat-milled surfaces. The rigid “backbone” found in many rubber valve-cover, transmission-pan and differential gaskets not only provides support, but also acts as a “compression stop” to prevent over-torquing and crushing the gasket. Metallic gaskets have been used in exhaust systems for many years, but many current flanged pipe and manifold gaskets are of a multi-layer steel (MLS) design. Like MLS head gaskets, these are very thin, and require smooth-machined surfaces to seal properly. Composite metal-graphite exhaust gaskets are thicker and more compressible to help seal imperfect flange surfaces. Compression also is desirable for some single-use metal gaskets that often are overlooked during routine maintenance: crush washers. Crush washers are found on spark plugs and drain plugs, as well as banjo fittings found on some brake hoses and fuel lines. Crush washers most often are made of copper or aluminum, but some manufacturers use steel crush washers on their drain plugs. These are single-use fasteners, and should be recommended if they’re not included with the filter or hose. In some instances, cut or pre-formed gaskets have been eliminated in favor of a chemical sealer. RTV gasket maker and anaerobic sealants are the most common categories, although there are specialized compounds for a few specific applications. Conventional gaskets rely on compression or deformation to create a leakproof seal between components, but chemical sealants create a bond between the pieces and well as filling in the tiny voids and imperfections in the mating surfaces. Known as “formed-in-place” gaskets, these chemical sealants require thorough cleaning of the mating surfaces prior to application, and their strong adhesion can sometimes make later disassembly more difficult. Pre-formed gaskets and chemical sealers rarely are used together. A well-designed gasket is meant to be installed “dry,” except for a small dab of RTV at the joints between multi-piece gaskets. Paper and cork-based gaskets can benefit from the light application of a tacky adhesive sealer to help hold them in position during assembly, although some gasket manufacturers offer gaskets with adhesive backing already applied. Occasionally, you may run across a gasket that’s not catalogued anywhere in your system. While some newer gaskets truly are “dealer-only” items, it may just be that the gasket doesn’t actually exist! I’m often asked for exhaust-manifold-to-pipe “donut” gaskets and oil/transmission-pan gaskets that can’t be found anywhere. In the case of the exhaust manifold, these often are tapered “metal-to-metal” joints, with no gasket between the components. As for the pan gaskets, the OEM very likely used an RTV “form-in-place” gasket maker in place of a pre-made gasket. Selecting an appropriate RTV from your own inventory can salvage the sale, and save your customer the time spent searching elsewhere. On those occasions when a particular cork or paper-type gasket isn’t available from your supplier, you might offer a sheet of gasket material of the appropriate thickness and type so the customer can create a custom gasket to seal in whatever fluid or lubricant they’re presently leaking! The post The ‘Other’ Gaskets appeared first on Counterman Magazine. View the full article

SEG Automotive is bringing its “renowned manufacturing competence and OE quality” to the automotive aftermarket in North America with comprehensive coverage, the company announced. In Jan. 18, 2018, SEG Automotive announced the acquisition of BOSCH’s starter and alternator OEM factories worldwide. It represents more than 100 years of tradition of innovations in rotating electrical products, and SEG Automotive continues its heritage as a leading OEM supplier of new starters and alternators. These innovations also include the first start/stop system, and highly flexible solutions for hybrid vehicles and high voltage e-drives, according to the company. Now the company continues to expand its aftermarket business in North America. “We are excited to announce that our current aftermarket portfolio for starters and alternators is reaching 1,300 SKUs, and this just this month we launched an additional 180 new SKUs to our that existing portfolio that include the highest OEM Tier 1 quality with unassailable reliability,” said David Manor, the director of sales for SEG Automotive North America. “In fact, our aftermarket products are manufactured on our OE lines with the exact same quality standards and components.” SEG’s product offering is supported by a dedicated business unit with localized production in Lerma, Mexico, and distribution warehouses in Mexico and the United States that provide best-in-class customer service, logistics, quality and coverage for the North American aftermarket, according to the company. “We will continue to invest in expanding our portfolio in 12-volt, 24-volt and 48-volt applications to further strengthen our market coverage and to become one of the most relevant aftermarket suppliers in the USA, Canada, and Mexico,” said Roberto Weiler, president of SEG Automotive the Americas. “Our organization has made a commitment to be the last man standing for starters and alternators both for the OEM business and the aftermarket. This guaranteed product and application coverage for today and the future adds another dimension to our role as a reliable partner for our aftermarket customers.” Most people have an SEG Automotive product in their car or commercial vehicle and don’t even know it. The global supplier of starter motors, alternators and components for electrification powers more than 300 million vehicles on the road today. Almost all automotive OEMs worldwide, including major U.S. brands, rely on SEG Automotive’s global production network – with more than 7,000 employees on six continents. The supplier’s portfolio covers a variety of product segments, from passenger cars and light trucks, commercial vehicles and farm and agricultural vehicles to construction and industrial applications. The post SEG Automotive Expands Coverage to Independent Aftermarket appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) announced that it completed its strategic partnership selection for an upcoming comprehensive website redesign and Umbraco rebuild. SMP has selected Scandia, a digital marketing and web development agency that it says has a strong focus and history of working with the Umbraco platform. Umbraco is an open-source content-management system. The new websites for smpcorp.com, and its brand-specific properties, aim to redefine the customer experience in the digital space, enhancing navigation, functionality and overall user engagement across the company’s diverse divisions, Standard Motor Products said. With an intuitive UI/UX interface, the revamped smpcorp.com will feature streamlined content, simplified navigation and enriched multimedia functionalities, ensuring users can access all the vital information within a few clicks, according to SMP. “Investors who need up-to-date financial performance data will be able to start their user journey quickly and find what they are looking for through intuitive and readily available tools, while customers looking for detailed product information will swiftly be redirected to the newly designed brand websites,” SMP said. “In addition to aesthetic upgrades, these websites will be rebuilt on the latest release of the Umbraco content management system (CMS). This cutting-edge platform allows for better scalability, security and ease of use for both end-users and the marketing team.” “We look forward to Scandia transforming our vision into reality, as their expertise in web design and Umbraco is why we selected them for this project,” added Jay Eckstein, director of marketing at Standard Motor Products. “We anticipate a corporate site and new brand websites that not only look beautiful but also offer a seamless user experience that will allow our customers, partners, and investors to find what they need, when they need it.” Rebuilding on the Umbraco CMS is a strategic move aimed at future-proofing smpcorp.com, the company said. Umbraco is a fully featured open-source CMS with the flexibility to integrate various third-party applications, enabling businesses to reach beyond the limitations of a traditional CMS and truly craft a digital-experience platform. It’s known for its robustness and user-friendly admin interface, allowing for effortless content updates and website management. The post SMP Announces Comprehensive Website Redesign appeared first on Counterman Magazine. View the full article

Dana Incorporated has introduced the new Ultimate Dana 80 bracketless crate axles that are designed for easy installation on virtually any application. Featuring Dana-engineered Dana 80 housing and a full-float design, the axles contain ultra-strong 4-inch tubes with 5/8-inch wall thickness and Spicer 40 spline nickel chromoly steel axle shafts. “Ultimate Dana 80 bracketless crate axles are designed for the toughest applications and provide unrivaled durability for custom builds,” said Bill Nunnery, senior director, sales and marketing, global aftermarket for Dana. “Enthusiasts can be assured that Ultimate Dana 80 bracketless axles provide a higher torque load, deliver peak protection from environmental contaminants, and perform well even in the most extreme off-road conditions.” Manufactured in Lugoff, South Carolina, Ultimate Dana 80 bracketless crate axles include Spicer performance ring and pinion gears in ratio 3.73 through 5.38. These crate axles provide maximum strength and durability for vehicles with larger tires, according to the company. Featuring a Dana-engineered carrier with ribbed housing design, the Ultimate Dana 80 bracketless crate axles also include an ARB Air Locker, heavy-duty wheel bolt pattern (8 x 6.5 inches), Spicer 1410 strap-style/half-round end yokes and a 69-inch-width wheel-mount surface to wheel-mount surface. To learn more about the new Ultimate Dana 80 bracketless crate axles and Dana products, contact a Dana sales representative or visit DanaAftermarket.com. The post Dana Introduces Bracketless Crate Axles appeared first on Counterman Magazine. View the full article

O’Reilly Automotive recently introduced a new line of private-label brake pads and rotors. Designed for newer-model domestic vehicles, BrakeBest Select Pro brake pads and rotors are “engineered with input from professional technicians to offer a quiet stop, easy break-in and complete corrosion resistance,” according to the company. “Our BrakeBest Select Pro lineup is carefully designed to meet the highest standards,” said David Wilbanks, O’Reilly senior vice president of merchandise. “We worked with our world-class, ISO-certified factory partners to design and deliver a solution that professional technicians will be confident to use every day on domestic vehicles.” The pads contain five layers of noise-canceling shims, ensuring quiet, safe stops. “The rotors are precision machined and balanced to a higher tolerance than others and will perform longer due to the corrosion-resistant coating that covers the entire surface,” O’Reilly added. The signature blue break-in coating not only reduces break-in time, but it also prevents future pulsation or vibration, according to the company. BrakeBest Select Pro pads and rotors are available online and in O’Reilly Auto Parts stores nationwide, including Puerto Rico. The post O’Reilly Unveils BrakeBest Select Pro Pads and Rotors appeared first on Counterman Magazine. View the full article

FCS Automotive recently announced the release of 73 new part numbers. In the new-product release are 19 complete strut assemblies; 11 shock absorber and coil spring assemblies; 11 shock absorber assembly kits; eight fleet gas shocks; and 24 bare struts and shocks. All units are in stock and ready to ship. The new numbers cover some of the most popular applications on the road today, including the BMW 3 Series, Chevrolet Express, Ford F-250 Super Duty, Ford Transit, Hyundai Santa Fe, Jeep Cherokee, Kenworth, Lexus ES 350, Mack, Peterbilt, Volvo XC-60 and Winnebago. FCS, a global supplier in more than 40 countries, emphasizes that its parts are produced to meet strict OE quality processes backed by extensive in-house testing and IATF 16949 and ISO 14001 certifications. The post FCS Adds 73 New Part Numbers appeared first on Counterman Magazine. View the full article

Steady. Adaptable. Resilient. Recession-proof. These are a few of the superlatives that association leaders and members of the trade press (guilty as charged!) often use to describe the automotive aftermarket. Sure, we may be biased. But we’re not the only ones drinking the proverbial Kool-Aid. Many of the same qualities that make the aftermarket a great place to do business also make it a tantalizing investment space for private equity. In recent years, PE firms have been consummating deals at a steady clip. A few notable examples include Kohlberg & Co.’s majority-stake investment in Parts Authority in 2020; Hidden Harbor Capital Partners’ acquisition of Dayco in 2022; MidOcean Partners’ acquisition of Cloyes in 2022; and more recently, Kinderhook Industries’ acquisition of Auto-Wares in March. When MidOcean acquired Cloyes (from Hidden Harbor) in February 2022, it was MidOcean’s third investment in the automotive aftermarket in a span of 15 months. At the time, MidOcean Managing Director Daniel Penn said the firm “continue[s] to see significant tailwinds” in the aftermarket. One could argue that those tailwinds are stronger than ever today. One of the most frequently cited tailwinds is the growing and aging light-vehicle parc. In 2022, the average age of light vehicles in the United States hit an all-time high of 12.2 years, even as the vehicle parc climbed to 283 million passenger cars and light trucks, according to S&P Global Mobility. Meanwhile, the number of eight- to 11-year-old vehicles – the so-called “sweet spot” for the aftermarket – is expected to increase incrementally through 2026, according to the 2023 Mergers & Acquisitions Outlook Report from Stifel and MEMA Aftermarket Suppliers. One lingering impact of the pandemic – the semiconductor shortage – has provided another boost to the aftermarket. Surging demand for consumer electronics at the height of the pandemic triggered (or some might say exacerbated) a global chip shortage. The supply crunch has taken its toll on new-vehicle production, making it harder for dealers to get their hands on new inventory. The scarcity of new vehicles has goosed prices for new and used cars, trucks and SUVs. As a result, many motorists have had little choice but to hold on to their existing vehicles as long as they can. It all supports the narrative that the automotive aftermarket is a safe haven for investment – in good times and bad. “A lot of private-equity investors like it when there’s a stable, steady market,” explains Rick Schwartz, co-founder and managing partner of Schwartz Advisors. “Many people who haven’t dealt with private-equity firms misunderstand how PEs work. Most PEs that we deal with are interested in building businesses and creating jobs. When there’s a slow, steady, stable market, the question is, ‘Hey, if we buy a company – or even if we buy a collection of companies and roll them into one – can we somehow outpace the historical growth?’ Because if they can, that can make for a very attractive investment.” Lightbulb Moment Joe Sparacino, managing director, head of automotive aftermarket for Stifel, points to the Great Recession as a watershed moment when “lightbulbs went off in investors’ heads” that the automotive aftermarket was a great place to deploy their cash. The Great Recession lasted from December 2007 to June 2009, according to the Federal Reserve, making it the longest – and deepest – recession since World War II. During the Great Recession, the unemployment rate more than doubled, and U.S. gross domestic product plummeted 4.3% from peak to trough. Still, even with the economy in a tailspin, publicly traded parts retailers seemed to be doing just fine. O’Reilly Automotive, for example, reported a 42% year-over-year increase in full-year 2008 sales (and even scooped up specialty retailer CSK in a tough credit market). Full-year diluted earnings per share for AutoZone jumped nearly 18%, and the company announced several share buybacks in 2008. Those examples of growth even in the most challenging economic conditions are among the reasons that the automotive aftermarket – hitherto lumped in with the rest of the auto industry – emerged as an attractive investment target for private equity. “Consumers deferred purchasing new vehicles and therefore put more money into the vehicles they already had,” Sparacino says of the recession. “[Parts retailers] weren’t immune fully from the effects of the recession, but they did show stability through that period. And as the credit markets eased on the backside of the recession, private equity really took notice of the space, and you saw investments picking up a lot at that time.” Checking All the Boxes While the performance of the publicly traded parts retailers may have served as a proxy for the overall health of the aftermarket, investors discovered there was a lot to like when they peeled back the curtain. One of the fundamental factors that PE investors consider is the total addressable market, or TAM. With a TAM pushing 300 million light-duty vehicles – and an aging one at that – the $1.8 trillion global aftermarket checks off an important box, says Schwartz. “There may be some industries where a private-equity investor may get excited about a specific business, but it’s not a really big market. How much can you grow it? The big VIO and the aging VIO make [the aftermarket] an attractive space.” The aftermarket’s unique business landscape – its preponderance of small independents and mom-and-pop shops – only added to the allure. Mix in a long, favorable stretch of low interest rates, and it’s been a tantalizing cocktail for PE investors. “You have a lot of family-owned businesses or privately held businesses where there isn’t necessarily a next generation,” Schwartz says. “That presents a good opportunity for the business owners to exit. There’s also an opportunity [for investors] to consolidate and get some scale and reduce some of the operating expenses.” Sparacino adds: “It’s a very fragmented industry and there are clear benefits to scale. This dynamic has drawn private-equity investments in companies that can serve as platforms for consolidation.” Collision Course If any segment epitomizes the aftermarket’s favorable dynamics for PE investment, it’s collision repair. Collision repair has been a bull market for consolidation, with a handful of players – Caliber Collision, Boyd Group and Service King – leading the initial charge. “During the beginning years, the initial consolidators were working on designing and creating the modeling that we’ve watched evolve into what it is today: a large platform of corporate-owned collision centers offering nationwide service,” Laura Gay explains in an article for BodyShop Business. She adds: “Independent shops – both single and small multi-shop owners (MSOs) – sell right and left for many reasons, including COVID, financials, stress, staffing challenges, remaining profitable in the face of inflation and natural attrition.” The M&A frenzy in collision repair has taken some dramatic twists and turns in recent years. Service King, for example, was on the brink of bankruptcy before Clearlake Capital Group acquired the company in 2022 and simultaneously merged it with Crash Champions, creating an auto body conglomerate that boasts more than 550 locations in 35 states and the District of Columbia. In 2019, Hellman & Friedman acquired Caliber Collision and merged it with ABRA (which the PE firm had owned since 2014), creating the largest auto body MSO in the industry. The consolidation is expected to continue, and some newer PE-backed players are emerging. For example, since New Mountain Capital acquired Classic Collision in 2020, the Atlanta-based MSO has expanded from 34 locations to more than 200 today. Meanwhile, TSG Consumer Partners acquired Joe Hudson’s Collision Centers in 2019, and the auto body chain has grown from 110 to 157 locations since the deal, according to the 2023 Mergers & Acquisitions Outlook Report. “M&A activity from these [newer] platforms is expected to continue, and mergers among two or more of these entities is possible,” the report concludes. Private equity has taken quite a shine to the carwash segment as well. Some recent deals include Atlantic Street Capital’s acquisition of Express Zips Car Wash in 2020; Golden Gate Capital’s acquisition of Tidal Wave Auto Spa in 2021; and Percheron Capital’s acquisition of Caliber Car Wash in late 2021. “High fragmentation, strong cash flows, acquisition-multiple arbitrage and advancements in automation are among the many characteristics that make private-equity investment in the carwash sector increasingly attractive,” the Stifel/MEMA report explains. “Since the beginning of 2020, over a dozen private-equity-backed platforms have emerged, with every platform nearly doubling or tripling total site count since initial investment.” Looking Ahead With so many tailwinds and so many favorable dynamics, the automotive aftermarket likely will continue to be a compelling investment target for private equity. Sparacino and Schwartz expect segments such as collision repair, carwash and general repair/service – especially tire – to stay hot. Schwartz also believes that the heavy-duty market is starting to percolate. The steady stream of PE investment certainly is a testament to the health and vitality of the automotive aftermarket. But it’s fair to ask: Is private equity a good thing for the aftermarket? Sparacino and Schwartz believe it is. “The private-equity investors leading consolidations are growth-oriented,” Sparacino says. “They’re looking to back high-quality businesses in partnership with proven management teams to build even better companies.” When PE firms partner with strong businesses and leverage their financial resources and strategic expertise, The post Why Private Equity Loves the Automotive Aftermarket appeared first on Counterman Magazine. View the full article

The ASE Education Foundation recently convened a workshop to review the tasks and tools used by ASE-accredited collision repair and refinish programs in high schools and colleges nationwide. The review committee consisted of individuals representing vehicle manufacturers, collision repair and refinish shop owners and technicians, instructors and industry trainers and equipment and parts suppliers. “We want to thank the committee members for working diligently to review and enhance our standards for collision repair and refinish program accreditation,” said Mike Coley, president of the ASE Education Foundation. “The updates reflect what is happening in the industry with new technologies like EVs and ADAS and will help collision repair and refinish students be better prepared to enter the workforce.” One of the major outcomes was the creation of a new area of accreditation entitled “Collision Repair and Refinish Fundamentals.” This new area includes 121 distinct skills/tasks and requires a minimum of 300 hours of combined classroom/lab instruction. It draws from the existing areas of accreditation but focuses on five core skill areas highly valued by employers: damaged vehicle disassembly, reassembly, small-dent repair, plastic repair and prep for refinish. The new option gives schools and local businesses another path to prepare students for success in entry-level positions with skills that are in high demand, according to ASE. The updated collision repair and refinish standards include new hybrid and electric vehicle safety tasks that are required for all students in ASE-accredited collision repair and refinish programs. Two new task sections in mechanical and electrical components also were also added for advanced driver-assistance systems (ADAS) and hybrid and electric vehicle service procedures. The post ASE Education Foundation Updates Collision Repair Standards appeared first on Counterman Magazine. View the full article

Sealed-beam headlights were simple and easy. For years, that’s all there was. A headlight was held into its bucket by a round or rectangular stainless-steel trim piece, with either three or four screws. Sometimes you had to remove a decorative trim piece first, but still always just a few screws. Then it got even easier throughout the 1980s as the industry transitioned from the traditional sealed beam to composite headlights with replaceable halogen bulbs. There wasn’t anything wrong with the sealed-beam design; they worked great. But there were only a few options, which limited automotive design. With composite headlights, automakers were designing cars with the look and aerodynamics that were previously restricted by one simple part. The best thing was, you simply opened the hood, and you could see the rear of the headlamps with the connector for the bulb protruding out the back. You unplugged the bulb, removed a retaining ring and out it came. It was that easy, and many still are that way. There’s not much to it. Sticker Shock However, all good things come to an end, and we’re seeing more and more cars where the aerodynamics, the shape of the front end and the tight, space-restricted engine compartments make it impossible to get to (or in many cases even see) the rear of the headlamp. Often, you must completely remove the headlamp to access the bulb. Sometimes you have to remove fender liners, or in worst-case scenarios, even the bumper cover or grille. There are times when it may take 45 minutes or longer to replace a headlight bulb. It’s uncommon – but it happens, nonetheless. Replacing headlight bulbs typically has been so simple for so long that most consumers have been programmed to think it’s a quick and easy job. You could literally replace one in less than a minute, and many shops – especially for regular customers – got in the habit of replacing them for only the cost of the bulb. That’s become a thing of the past as they get harder and harder to get to. Imagine the consumer’s shock to tell them it’s going to be $50 to $70 in labor just to replace a headlight bulb. That’s when a lot of people decide they can do it themselves. How hard can it be after all? Either way, getting access to the bulb is Step 1. You’re home free after that, but there are a few particulars to pay attention to, which hold true for any headlight-bulb replacement. Don’t Touch the Bulb First and foremost: Don’t touch the bulb. Many people ask why. The natural oils on your skin will transfer to the surface of the bulb. As the bulb heats up, it expands. If there’s oil on it, that spot will get much hotter than the rest, expand at a different rate and cause it to crack or shatter. The best advice is to leave the bulb in its packaging until after you’ve removed the original and are ready to reinstall the new one. Then carefully remove it, holding it by the electrical connector. Compare it to make sure it’s the same, then install it in the housing. If it does get oil on it or you accidentally touch it, you can simply wipe it down with rubbing alcohol and a clean rag. Inspect the Wiring Connector When the bulb is disconnected, it’s important to look closely at the wiring connector. It’s very common for them to be melted and burned. This often is the root cause of the headlight light not working as opposed to a bad bulb. It happens because headlight bulbs get very hot, and they go through continuous heat and cooling cycles. This constant expansion and contraction eventually weakens the tension on the electrical terminals, creating high resistance. With resistance comes additional heat, and some aftermarket bulbs may draw a higher amperage than OE bulbs, compounding the problem. Since this problem is so common, most of the common wiring-harness connectors are readily available as a pigtail (connector with wires installed), and just have to be spliced onto the original harness. Some of them feature design improvements to handle higher heat and a higher current too. If you’re replacing a sealed-beam headlight, it’s still a good idea to closely inspect the wiring connector. These often look OK, but don’t provide a good connection. They frequently go bad too due to corrosion and age, primarily because they aren’t sealed. These connectors are still available, as well as a pigtail harness. The adjusters on sealed-beam headlights also break a lot simply due to age, but these are generally available too, so they’re a good upsell, and usually an easy one. Most cars with sealed-beam lights are classics, which people are willing to invest time and money in. With composite lights, this is the perfect time to sell a headlight polishing kit to bring clarity back to old lenses. So, changing headlight bulbs? It’s usually easy, but it can be hard, and there’s always an opportunity to help your customer make the most of the job. The post How to Change a Headlight Bulb appeared first on Counterman Magazine. View the full article

Photo caption: Philip Daniele III (left) will succeed Bill Rhodes, who will relinquish his positions as president and CEO in January. Over the past few months, AutoZone has announced multiple leadership changes at the company. In late June, AutoZone announced Bill Rhodes’ decision to relinquish his positions as president and CEO effective January 2024. Rhodes will become executive chairman of the board. The company has selected Philip Daniele III, currently executive vice president merchandising, marketing and supply chain, to succeed Rhodes as CEO in January 2024. Daniele, a 29-year AutoZoner, also will become a member of the board of directors. “On behalf of the board of directors, I want to thank Bill for his outstanding leadership during his more than 18 years as our CEO, and we are excited and grateful that he will remain actively involved as executive chairman and an officer of the company,” said Earl G. Graves Jr., lead director. “Bill, the executive committee and CEO team have led the company through unprecedented growth while continuing to nurture and evolve AutoZone’s unique and powerful culture. AutoZone is eternally grateful for his many contributions during his almost 30 years of service.” Rhodes has been president and CEO and on the board of directors since March 2005. In June 2007, he was named chairman of the board. During his tenure as president and CEO, the company has roughly doubled the number of stores; grown the number of AutoZoners to approximately 115,000; increased revenues by more than three times, this year surpassing $17 billion; and grown the stock price by more than 25 times. Rhodes also has served on numerous industry and community boards. “Being an AutoZoner and having the opportunity to help lead this amazing team has been one of the greatest honors of my life,” Rhodes said. “I’m incredibly excited that the board has elected Phil as CEO-Elect. Phil and I have worked together very closely for over 25 years. Phil knows this company as well as anybody and has a passion for this business that is arguably un-paralleled. More importantly, Phil understands AutoZone’s success has been driven by a deep, passionate set of leaders who support great AutoZoners across the globe. He embodies what our founder J.R. Hyde III’s father taught us when he said, ‘No individual builds a business … an individual builds the organization, and the organization builds the business.’” Newbern, Jackson Promoted On Sept. 18, AutoZone announced several additional leadership changes in the offing. AutoZone has promoted Tom Newbern, currently executive vice president, operations, sales and technology, to chief operating officer. Newbern has been with the company for 38 years. AutoZone has promoted, Jamere Jackson, currently chief financial officer and executive vice president, finance and store development, to chief financial officer. Jackson will continue to lead the finance and store development teams. Daniele is positioning Newbern and Jackson as equivalents and the senior-most leaders of his leadership team. Additionally, Bill Hackney, a 38-year AutoZoner, currently senior vice president, merchandising, has been promoted to executive vice president, merchandising, marketing and supply chain replacing Daniele, who previously held the role. “I’m very excited about these strategic moves, which position us well for continued growth,” Daniele said. “Jamere and Tom are exceptional leaders and having them at my side will be an enormous benefit. Also, Bill Hackney’s promotion to executive vice president reflects the deep strength of our leadership team. All are proven leaders and poised to serve our customers and lead our company for many years to come.” Finally, three of AutoZone’s other executive committee members will be retiring around the end of the calendar year, consistent with AutoZone’s long-standing succession plan. Retiring are Grant McGee, senior vice president, commercial; Charlie Pleas, senior vice president, finance and accounting; and Al Saltiel, senior vice president, marketing and e-commerce. AutoZone said the company will replace McGee and Saltiel, and will be restructuring Pleas’s role. The post AutoZone Announces Leadership Changes appeared first on Counterman Magazine. View the full article

AutoZone reported net sales of $5.7 billion for its fiscal-2023 fourth quarter, a 6.4% year-over-year increase. Domestic same-store sales for the fourth quarter, which ended Aug. 26, were up 1.7%. Operating profit increased 10.8% to $1.2 billion. Net income for the quarter increased 6.8% to $864.8 million, while diluted earnings per share increased 14.7% to $46.46, according to the company. “While we started this quarter slowly, we saw improvements in the back half of our quarter,” AutoZone CEO Bill Rhodes said in a news release. “Despite lower-than-expected growth in domestic commercial, we believe that the initiatives we have in place and are implementing will drive stronger growth in fiscal 2024. Additionally, we continued to be pleased with our international stores’ performance and we are excited about future growth prospects across both Mexico and Brazil.” Same-store sales in Mexico and Brazil were up 4.5% on a year-over-year basis. During the quarter, AutoZone opened 53 new stores and closed one in the United States, and opened 27 new stores in Mexico and 17 in Brazil for a total of 96 net new stores. For the fiscal year, the company opened 197 net new stores. As of Aug. 26, the company had 6,300 stores in the United States, 740 in Mexico and 100 in Brazil for a total store count of 7,140. The post AutoZone Reports 6% Increase in Fiscal Q4 Sales appeared first on Counterman Magazine. View the full article

Litens Aftermarket recently introduced its “Reset to OE” campaign messaging, as the market share for OAD pulleys continues to grow, and the need to educate technicians about this component increases. With virtually one-third of registered vehicles now equipped with a Litens OAD, and as those vehicles enter the aftermarket “sweet spot” for replacement, bringing awareness about how an OAD impacts a belt-drive system is imperative. Advancements to improve the performance and efficiency of alternators have lead Litens to the development of innovative technologies such as the OAD pulley. An OAD helps synchronize the belt-drive system via two design elements that mechanically separate it from a traditional solid pulley: An internal torsion spring that provides rotational flexibility, absorbing engine vibrations prior to reaching the alternator rotor, which could damage or negatively impact the performance of the accessory drive. A one-way clutch mechanism that allows the pulley to rotate freely in one direction (overrunning), while preventing reverse rotation when the engine decelerates or shuts down. When replacing an OE alternator that came equipped with a OAD, it’s critical to replace with an OAD equipped alternator in order to reduce stress on the alternator and other components, according to Litens. “As more vehicles come equipped with a Litens OAD on the alternator, rather than a traditional pulley, it becomes increasingly more important for technicans to understand what an OAD does, and how critical it is to the longevity of a vehicle’s belt drive system components,” said Scott Howat, national sales manager, Litens. “As our campaign says, OEMs use a Litens OAD for a reason, and substitution could cause damage to other drive components.” Technicians never should substitute an OAD with a solid pulley or a one-way clutch on vehicles that were built with an OAD, because OE belt-drive systems are specifically engineered to accommodate the functionality of an OAD. The OAD provides additional functionality from a simple one-way clutch pulley, and they‘re not interchangeable. An OAD contributes to the optimal performance of the alternator system by providing vibration damping, stable belt tension and protection against reverse rotation. Substituting an OAD with any other pulley compromises these critical functions and can lead to several adverse effects including increased friction, potential belt slippage and an elevated risk of component failure, ultimately compromising the entire belt-drive system’s reliability and performance, according to Litens. Litens’ OAD coverage for 2023 OE-equipped vehicles includes but is not limited to the Chrysler Pacifica; Ford F-250, F-650 and F-750; Toyota Tacoma, 4 Runner and Highlander; and Lexus. The post Litens Launches Education Campaign on OAD Pulleys appeared first on Counterman Magazine. View the full article

ZF Aftermarket expanded its parts offerings in August for vehicles in the United States and Canada, adding 74 new listings to its TRW and SACHS branded portfolios. The latest additions expand coverage to more than 18.7 million vehicles in operation, according to the company. New braking products include 22 different part numbers for TRW brake-pad sets for 9.7 million vehicles in operation, including the Cadillac Escalade, Mazda CX-30, Jeep Gladiator, Hyundai Sonata, Ford Bronco and Ford Ranger, among others. ZF Aftermarket also vastly expanded its offerings for TRW X-Tend powered lift supports, adding 49 new part numbers for more than 9 million more vehicles in operation This includes a range of vehicle brands, such as BMW, Honda, Hyundai, Land Rover, Mercedes-Benz, Volkswagen, Volvo and others. Additional products launched in August include SACHS clutch replacement parts for the Audi A4 Ultra Sport 2.0L and a clutch kit for the Smart Fortwo 2016-2017 Turbocharged. “ZF Aftermarket is picking up the pace of new-product introductions, making it easier for distributors, technicians and vehicle owners to get a broader variety of high-quality OE parts,” said Mark Cali, head of independent aftermarket, USC for ZF Aftermarket. “These products offer best-in-class value with guaranteed performance and durability that comes from a foundation in ZF’s OE product development and validation processes.” The post ZF Aftermarket Adds 74 New Listings to TRW, SACHS Brands appeared first on Counterman Magazine. View the full article