Counterman

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

There are many ways that a vehicle tries to tell you when there’s something wrong – some of them subtle, some of them not so subtle. A “Check Engine” light or other malfunction indicator light is a clear signal that there’s an issue that needs to be addressed. However, other clues – such as an unusual sound, smell or vibration – can be much harder to interpret, depending on the owner’s knowledge and understanding of automotive systems and diagnostics. For many drivers, it’s tempting to ignore these clues and hope the issue goes away – or pray that the vehicle will remain drivable until they have the time (or money) to take it to a repair shop. When an engine overheats, hoping and praying go out the window. An overheated engine is a blatant indication that something is seriously wrong. At the risk of being melodramatic, it’s a cry for help from the engine – often the result of cues (such as that puddle of coolant in the driveway) that were missed or ignored. That cry for help usually comes in the form of steam emanating from under the hood; the temperature gauge indicating that the engine is running hot; and/or a noticeable smell coming from the engine. As for the causes of an overheated engine, let’s round up some of the usual suspects. Coolant Leak As the name implies, coolant helps maintain a consistent temperature that won’t overheat components such as the cylinder head. According to Prestone, coolant touches 17 essential parts of an engine. Not surprisingly, a coolant leak is a primary cause of engine overheating. A bad head gasket can result in coolant leaking into the combustion chamber or onto the ground. A cracked or corroded radiator can allow coolant to seep or stream out if the leak gets bad enough. As rubber coolant hoses get old, they can get hard and brittle, creating small cracks that let coolant escape. Coolant leaks also can occur at the water-pump-shaft seal, coolant reservoir or heater core. Restricted coolant flow is another potential culprit. Buildup of mineral deposits and other debris in the radiator can dramatically reduce the ability of the cooling system to do its job. Likewise, buildup in the hoses can slow the flow of coolant, leading to reduced cooling and even clogs in the system from loose corrosion. When coolant flow is restricted, it’s a recipe for overheating. What can you do to help prevent these situations? Make sure you’re encouraging your customers to follow the vehicle’s recommended flush-and-fill schedule, and to always use the coolant specified by the vehicle manufacturer. Bad Thermostat The thermostat regulates the coolant temperature to keep it consistent for efficient engine operation. A conventional thermostat reacts to changes in the coolant temperature based on the status of the wax inside it. When the wax melts, a spring pushes the valve open and coolant flows. When the coolant drops in temperature, the wax solidifies, and the valve closes. If the thermostat gets stuck in the closed position, coolant won’t pass through the radiator, and the engine becomes overheated. Conversely, when the thermostat is stuck in the open position, the continuous circulation of coolant can lead to a condition known as overcooling. Both scenarios are bad news for an engine. Water Pump Since water pumps move such a vast amount of coolant through the cooling system (something like seven gallons of coolant during a driven mile), it stands to reason that a failed water pump will cause the engine to overheat. Without a properly functioning water pump, the cooling system can’t maintain the pressure needed to push coolant to vital engine parts. One of the biggest causes of water-pump failure is the result of leaks, either around the shaft or from a worn bearing or seal. Debris can enter the system and score the shaft seal, creating a leak path. Cavitation – tiny bubbles of super-heated vapor inside the water pump – also can cause damage and leaks. Worn belts or tensioners are another potential culprit. A loose belt might not allow the pump to rotate as fast as it should, which then causes the engine to overheat. Parting Thoughts Cooling systems in modern vehicles are evolving. We’re seeing new twists on traditional concepts – electronically controlled thermostats, for example – and we’re seeing entirely new components, such as active grille shutters. Still, the basic premise hasn’t changed. Cooling systems manage the heat produced by the engine. If the system can’t maintain the pressure needed to circulate coolant, the engine will overheat. The post Why Do Engines Overheat? appeared first on Counterman Magazine. View the full article

If a customer mentions that they’re seeing fluid trickling from a suspension bushing, their eyes aren’t playing tricks on them. That bushing could be hydraulic. Hydraulic suspension bushings were developed in response to customer demands for smoother, quieter and better-handling vehicles. To achieve this, sophisticated suspension components are needed. Modern suspension systems look a lot different than they used to, with multiple links used to maintain suspension geometry. A non-hydraulic suspension bushing typically will feature a number of empty voids inside them. These voids are a product of clever engineering, and they allow for deflection/compression in a specific direction when placed under load. Hydraulic bushings fill those empty voids with a fluid. This fluid works like a hydraulic damper, while still allowing for deflection/compression when under load. The word “hydraulic” might imply that hydraulic fluid or oil is used inside these bushings, but they typically use a glycol mixture instead. Oil or hydraulic fluid would break down the rubber inside the bushing and cause it to fail prematurely. If you’ve ever seen a radiator hose that got coated in engine oil, you know what we’re talking about. These bushings are engineered with a certain tire and wheel combination in mind. This means increasing the tire and/or wheel sizes can throw this off, and the suspension may need to be repaired more frequently. Hydraulic bushings are able to isolate noise, vibration and harshness (NVH) from entering the vehicle cabin more effectively than standard bushings. Hydraulic bushings can be firmer without compromising passenger comfort, leading to crisp steering response and road feel. They will deflect less under load, such as braking or hard cornering, and this means better vehicle stability. But, all bushings eventually will wear out and need to be replaced. Hydraulic bushings may crack, rip or tear, just the same as non-hydraulic bushings will. The big giveaway is the hydraulic fluid leaking from the bushing. Failing hydraulic bushings typically exhibit one or more of the following symptoms: Clunking or knocking noises while braking or turning Evidence of fluid leaks coming from the bushings Unwanted suspension movement Tire wear (from excessive suspension movement) Increased NVH transferring into the vehicle cabin Replacement Tips Hydraulic bushings likely will be more expensive to replace than standard bushings. Here are a few tips and tricks to share with your customers. Let’s start with the most important tip: Always check the OE service information. Even if your customer has performed this type of repair in the past, it’s still a good idea to check the service information to see if anything has been updated recently. They should road-test the vehicle before and after the repair. If your customer is pressing a hydraulic bushing into or out of a suspension arm, they should be careful not to apply force directly against the rubber part of the bushing. Doing this will most likely rupture the rubber bushing, causing the hydraulic fluid to spill all over the floor. Once this happens, the bushing is ruined and must be replaced. Be sure to only apply force against the outer race or sleeve. Modern bushings likely will feature some sort of locating mark, notch or indicator. Reference the OE service information to learn how to correctly align the bushing to the suspension arm. Doing this will allow the suspension to articulate properly. Failure to do this may cause the suspension to bind up during movement, and/or cause the bushing to wear out or fail prematurely. It’s strongly recommended to wait to torque the fasteners down to specification until the suspension has been set to normal ride height. If the fasteners are tightened down with the vehicle in the air, the bushing will be forced to twist when the vehicle is lowered onto the ground. This means that the bushing will always be twisting at normal ride height, and this will surely lead to premature wear, tearing and/or failure. Finally, your customer should perform a four-wheel alignment if the service information calls for it. Some suspension components may not require an alignment after service; it depends on the make, model and application. The post Hydraulic Suspension Bushings appeared first on Counterman Magazine. View the full article

MAHLE Aftermarket announced the winner of the second segment of the “Powered by MAHLE” Engine Giveaway. The lucky winner, who is based in Missouri, has been awarded a vintage Chevrolet small-block engine (1967-2002) built by Baldwin Racing Engines of Friedheim, Missouri. The engine features all applicable premium MAHLE components. The next segment of the “Powered by MAHLE” sweepstakes officially kicked off on Sept. 1 for the chance to win a Ford 302 engine with 315 horsepower and 330 foot-pounds of torque built by Jasper Engines & Transmissions. “The response from customers and fans continues to be extremely positive and our next giveaway – a Ford 302 – is certain to be a premium prize for your vehicle,” said Jon Douglas, president, MAHLE Aftermarket North America. “Participants still have several weeks to enter our third round of the program so there’s still ample time to get in on the action for a chance to win this awesome engine.” Non-winning entries for a segment will roll into the subsequent entry segments; but participants are encouraged to enter the sweepstakes on both Facebook and Instagram with a unique photo for each entry segment. The final engine-giveaway segment in this four-part promotion, will begin on Oct. 1 In addition to the engine, winners will be provided a one-night hotel stay and entry to the Performance Racing Industry show in Indianapolis in December along with the opportunity to have dinner with “Team MAHLE” – the likes of which may include members of Kalitta Motorsports, John Force Racing, Tony Stewart Racing and others. For the latest “Powered by MAHLE” updates, including exclusive details on the remaining two segments of the program and how to enter, visit MAHLE USA on Facebook and Instagram or visit MAHLE Aftermarket’s website. No purchase is necessary. Rules are available on the contest website. The post MAHLE Selects Second Winner of Engine Giveaway appeared first on Counterman Magazine. View the full article

Litens Aftermarket recently introduced its latest OE improvement, the 999420A belt tensioner. This new tensioner boasts improvements to the OE design, enabling an efficient belt-tensioner replacement process by a single technician, according to Litens. “This tensioner was engineered to improve upon the OE design by addressing the challenges technicians encounter during the installation of belt tensioners, particularly in the confined spaces of engine compartments,” Litens explained in a news release. “Focusing on ease of installation, Litens integrated a design advancement to simplify the installation process significantly.” The design upgrade is the lift feature, strategically placed in an offset position between the mounting bolts that secure the tensioner – adding an extra inch under the lip for a technician, providing greater ease of access. Typically, a tensioner is located at the side of the engine compartment where there’s very little room for working hands to get a wrench on the tensioner to loosen the belt during installation. The configuration in the Litens tensioner facilitates easy access for technicians to position their wrench when loosening the belt, streamlining the installation process even in the tightest engine compartments, according to the company. Additionally, the lift feature is designed for a 14-millimeter hex wrench consistent with OE design, rather than using a 15-millimeter hex wrench traditionally used on aftermarket tensioners. Consequently, Litens says, the technician has one less tool to keep track of throughout the replacement process. “As an engineering company that manufactures parts, we recognize the struggles that come with installing these parts in tight space,” said Randy Wolters, product manager, belt-tensioning products, Litens Aftermarket. “With these design improvements we’re able to give the tech an extra set of hands and save them from the bloody knuckles you get when working in such a tight space.” The new tensioner is available for all Mazda applications between the years 2006 through 2017, covering a total of 30,000 vehicles in operation. The post Litens Belt Tensioner Boasts Improvements to OE Design appeared first on Counterman Magazine. View the full article

Raybestos has announced their sponsorship of Sally McNulty and Team Infamous (driver Derek Madison) for the 2023 race season. These teams race in the endurance and drift racing circuits. “As a leading brake manufacturer, Raybestos is dedicated to innovation, precision and excellence,” the company said in a news release. “With over 60 years of experience in the racing world, Raybestos has a long heritage of excellence and recognition. Raybestos professional racing brake pads are engineered specifically for extreme performance conditions to get racers across the finish line.” Check out and follow the Raybestos racers this season on their social media platforms. Sally McNulty https://www.facebook.com/SaltyMcNulty https://www.instagram.com/teamsallyracing/?hl=en https://www.youtube.com/@teamsallyracing https://www.tiktok.com/@teamsallyracing Team Infamous https://www.facebook.com/people/Derek-Madison/100048134629777/ https://www.instagram.com/derek_madison/?hl=en https://www.youtube.com/channel/UCZOTNRhp70d0HRaUOsgcapg https://www.tiktok.com/@derekmadison27 Raybestos is part of the First Brands Group. The post Raybestos Announces 2023 Racing Sponsorships appeared first on Counterman Magazine. View the full article

The inaugural class of the National Institute for Automotive Service Excellence (ASE) President’s Club will feature six of the most accomplished automotive service professionals in the transportation industry. “We want to congratulate the first class of the ASE President’s Club,” said Tim Zilke, ASE president. “These outstanding individuals have earned distinction by receiving ASE certifications in over 50 areas as well as having successful careers as service professionals. These six are the best of the best and we are honored to induct them into the ASE President’s Club.” The ASE President’s Club selections will be made each year, with any changes in status determined at that time. The current requirements include passing 51 ASE certification tests. The military test series and all OEM-specific tests are excluded from the ASE President’s Club requirements. The following is the inaugural class of the 2023 ASE President’s Club: David M. Burns – Hewlett Packard Enterprise Services (Eads, Tennessee) Daniel J. Fuller – Connecticut State Community College, Gateway Campus (Southbury, Connecticut) Robert S. Macas – AutoTime (Oak Lawn, Illinois) Glenn D. Markley – Cox Automotive (North Providence, Rhode Island) Zachary A. Merrill – The Car Whispers, LLC (Greenville, South Carolina) William J. Woods – First Vehicle Services (Delta, Pennsylvania) Established in 1972 as a non-profit organization, ASE is a driving force in the transportation industry. As an independent third party, ASE upholds and promotes high standards of service and repair through the assessment, certification and credentialing of current and future industry professionals, and the prestigious ASE Blue Seal logo identifies professionals who possess the essential knowledge and skills to perform with excellence. Today, there are approximately 220,000 ASE-certified professionals at work in dealerships, independent shops, collision repair shops, auto parts stores, fleets, schools and colleges throughout the country. The post ASE Congratulates Inaugural President’s Club Honorees appeared first on Counterman Magazine. View the full article

PRT recently added 15 new products to its portfolio of complete strut assemblies for passenger cars, SUVs and pickup trucks. The new products, which extend the PRT portfolio in the North American aftermarket, represent more than 5 million vehicles in new coverage. The product launch covers models such as the Subaru Impreza, Ford Escape and Volvo XC60, in addition to brand-new applications such as the 2021 Lexus NX300, 2022 Chevrolet Malibu and 2022 Honda CR-V, among others. PRT is a brand of the ADD USA group, one of the largest manufacturers of complete strut assemblies in the world. “Our company is globally certified and recognized for producing high-performance products,” said Bruno Bello, director of global marketing at PRT. “We are committed to providing innovative solutions to our U.S. clients by launching new items in the aftermarket that feature the same quality components used in the OE market.” For more information about PRT products, call 770-238-1611 or visit the PRT website. The post PRT Adds 15 Complete Strut Assemblies to Aftermarket Portfolio appeared first on Counterman Magazine. View the full article

Arnold Motor Supply, in collaboration with several channel partners in the automotive aftermarket, raised $75,000 for the nonprofit Tori’s Angels. The company celebrated the fundraising achievement during its annual golf and leisure event. Tori’s Angels is a nonprofit organization dedicated to assisting children with life-threatening medical challenges. “Tori’s Angels makes a profound difference in the lives of children and families in Iowa,” said Eric Johnson, president and managing partner at Arnold Motor Supply. “With the support of our valued channel partners, we’re thrilled to have made a meaningful difference for approximately 20 more families in need.” Tori’s Angels covers all medical and travel expenses not covered by insurance, providing support from acceptance into the program until a child’s 19th birthday. The foundation always is looking for more children to help. Tori’s Angels CEO, Kirby Klinge, encourages Iowa families to reach out to the foundation for more information. Channel Partners Recognized Arnold Motor Supply also took the opportunity to recognize outstanding contributions from key channel partners during the event. The company recognized PPG Industries as Vendor of the Year for PPG’s exceptional partnership and commitment through training, shop certification programs and inventory optimization. East Penn’s Mark Hoffman, Kevin Irlocker and Ben Clark were named Reps of the Year for their customer-loyalty programs and field support. Arnold Motor presented the Agency Partner of the Year award to Greg Nevins and Jeff Ridley of N.A. Williams, acknowledging their substantial contributions during product changeovers, fieldwork and wrap-around program support. “Arnold Motor Supply and their channel partners remain dedicated to community support, improving the lives of those in need and reinforcing their collaborative efforts for the future,” the company said. The company would like to recognize the major sponsors that helped to nearly double the donation over last year’s fundraising efforts: Valvoline, BBB Industries, 3M, Delphi, Dorman Products, Dayton Parts, East Penn, First Brands Group, Growmark, Motorcar Parts of America, Akzo Nobel, AP Emissions, Denso, Gates Corp., Northland Oil, Mevotech, Bosch, C-Aire Compressors and Highline Warren. The post Arnold Motor Celebrates Fundraising, Key Channel Partners appeared first on Counterman Magazine. View the full article

It used to be common for mechanics to rebuild certain components in the shop, including brake calipers, wheel cylinders, starters and alternators. There used to be a time when economically it made sense. The small components needed for a rebuild were inexpensive, and it ultimately didn’t take too long. Plus, all you could get was the rebuild parts, or go with new. But the repair industry shifted away from rebuilding. Now, professional technicians rarely toy with the idea. But what about brake calipers? Does it make sense to rebuild them instead of replacing? Most of the parts are readily available. If the professionals don’t do it, why not? And, can it save money for a DIYer? The knee-jerk answer for many is no. The main reason is time versus cost. Let’s face it: Remanufactured calipers are very reasonable in price. Companies that do this benefit from volume. Every part of the process from cleaning to inspection, machining and reassembly happens in volume, so they’re able to keep the costs low, yet produce a quality product. It’s difficult to justify the amount of time it would take, especially when you consider the cost of your labor. Is it difficult to do? Not by any means. A brake caliper is possibly one of the easiest things to rebuild – even rear calipers with built-in parking brake mechanisms. It’s the same basic process (just a few more parts), so you just need to pay closer attention to how they come apart. But, there are a few questions to ask. Do you have the means to clean and refinish it? Do you have the tooling to properly hone the piston bore? And then you need the seal kit and possibly a new piston. To match what you get with most reman calipers, add new slide pins, boots, pad shims, a new bleeder valve and new brake-hose sealing washers into the mix. When you consider the time and effort involved, suddenly it starts to sound a little better to go with a reman or new, and the best part is, new calipers aren’t much more expensive than reman. Why Rebuild? With all that said, why would someone rebuild a caliper? Rebuilding can be fun and it’s a rewarding feeling. Even though it’s not cost-effective from a professional standpoint, for a DIYer it can save a lot of money. If it’s a project car and time is not of the essence, saving money is usually the name of the game. Remanufactured calipers are always refinished, but maybe there’s a specific color you want the calipers to be. High-heat caliper paint is readily available in many colors, and if you’re going to paint them, the proper time to do it is when they’re disassembled. In some cases, on older cars, reman or new calipers may not be available. There aren’t any cores to rebuild, and it’s cost-prohibitive to produce new ones, so you may have no choice on some restorations. There also are cases where a specific type of caliper – whether it be the design or specific casting marks – may affect the originality of a car, and this also is an important part of the restoration. There are plenty of reasons to rebuild a caliper, and there’s certainly nothing wrong with doing it. But, it’s safe to say that most are going to go with reman or new options unless the circumstance calls for using the original. The post Brake Calipers: Rebuild or Replace? appeared first on Counterman Magazine. View the full article

The University of the Aftermarket Foundation (UAF) has awarded 378 scholarships to students throughout the country, totaling $640,250 for the upcoming school year. A complete list of scholarship recipients can be found at AutomotiveScholarships.com/scholarship-alumni. Those awarded with scholarships will be attending a two-year or four-year college or university or an accredited automotive vocational program. While the majority of the students are studying to become mechanical, collision or heavy-duty repair professionals, others are pursuing degrees in such fields as business, engineering and IT/cybersecurity that will lead to a career in the automotive aftermarket. In addition, many named scholarships were awarded on behalf of a variety of individuals and organizations. To be considered, scholarship candidates applied at the foundation’s AutomotiveScholarships.com or HeavyDutyScholarships.com websites. Once the teams of volunteer scholarship reviewers evaluated completed applications, recipients and their corresponding schools were notified of the awards. “It’s wonderful to see so many students looking to the aftermarket as a career path and applying for scholarships to help get them there,” said Mike Buzzard, chairman of the UAF scholarship committee. “Awarding so many scholarships would not be possible without the generosity of those who donate their time and resources to UAF. Their support helps ensure that the aftermarket remains vibrant and strong through education.” To learn more about the University of the Aftermarket Foundation or make a donation, visit UofA-Foundation.org. To apply for a scholarship for the 2024-25 academic year, visit AutomotiveScholarships.com or HeavyDutyScholarships.com. The post UAF Awards Scholarships for 2023-2024 Academic Year appeared first on Counterman Magazine. View the full article

The ASE Education Foundation engaged noted automotive expert and ASE spokesperson Bogi Lateiner to deliver her presentation, “Revving up the Diversity: Shaping an Inclusive Future in Auto Repair High School and College Shop Programs” at the recent ASE Education Foundation Instructor Training Conference. Before a standing-room-only crowd, Lateiner gave a compelling speech that focused on how to develop new initiatives to create a culture of inclusiveness in schools and the workplace. “We want to thank Bogi for providing such an interesting and inspiring presentation,” said Mike Coley, president of the ASE Education Foundation. “Instructors have incredible influence on students. Helping instructors create an inclusive environment for both male and female students attracts more and better students which translates into more entry-level technicians.” Lateiner’s presentation started with a roleplay featuring two male instructors as an automotive instructor and female student. The female student was trying to talk her way into an automotive course while the instructor was trying to talk her out of it. Although humorous, it hit home on how hard it can be for female students to be accepted into an automotive, collision or truck program. Some of the key points Lateiner emphasized in working with both male and female students included: Treat them the same. Have the same expectations of work to be accomplished and knowledge to be gained. Do not “dumb-down” skills for female students because of perceived strength or knowledge differences. A set of brakes doesn’t care what gender is changing them. Do not compare. Don’t tell the male students that the female students are showing them up. Comments like that create more of a distance between male and female students and places unreasonable expectations on the female students. Create an inviting environment for everyone. A large part of Lateiner’s presentation was about the “automotive club.” As Lateiner explained it, “We are the club,” and then explained, “that nobody wants to be a part of it. That needs to change if we want to solve the technician shortage.” “Often viewed as being sensitive, the younger generation is not necessarily sensitive, but asks for what they want and need,” said Lateiner. “In this hiring environment, employees have more power. Asking to be treated with respect, to be trained and provided with a career path while working in a collaborative environment isn’t being sensitive. It’s what every employee should have. Change starts with the instructors. They have the power to create and set the expectation of a good work environment that their students can then take to the workplace.” The post Lateiner: Diversity, Inclusion Needed to Stem Tech Shortage appeared first on Counterman Magazine. View the full article

Photo caption: Dirk Damaschke (left) and Marc Siemssen After more than 28 years at the helm, MEYLE AG majority shareholder Karl Gaertner is stepping down from the company’s executive board. As of Sept. 1, board members Dirk Damaschke and Marc Siemssen are now managing the Hamburg, Germany-based parts manufacturer. Gaertner is leaving operational management entirely in the experienced hands of his former board colleagues, Damaschke and Siemssen, who have been involved in company management and members of the executive board for several years now. Gaertner will remain chairman of the executive board of the Wulf Gaertner Autoparts AG holding company, which is wholly owned by the family, and thus continue to support MEYLE with his expertise. The long-term transition is part of a generational change designed to prepare the company for the future. In addition, Gaertner’s daughter, Lisa Gaertner, has joined the holding company’s supervisory board as a family representative. “For nearly three decades, I’ve had the opportunity to work with many dedicated colleagues and help transform MEYLE into an internationally successful company that is well known among our customers worldwide for its innovation and quality. And now the time has come for me to pass on the torch,” Karl Gaertner said. “We, the owner family, plan to hand over MEYLE as a successful and internationally competitive company to the next generation. I’m delighted that Lisa Gaertner is assuming a new level of responsibility at the holding company and that we have found just the right team in Dirk Damaschke and Marc Siemssen to continue the brand’s success story.” Siemssen called Gaertner “a visionary entrepreneur who has transformed MEYLE into the innovative, global company and powerful brand that we are today.” “We’re assuming responsibility for the company in an exciting era of change that offers both challenges and opportunities for the entire automotive industry,” Siemssen asserted. Damaschke added: “We’re starting from a strong position and have a wonderful team behind us. We feel like we’re in the best position to advance key issues like electric mobility, sustainability and international growth with full force.” The post MEYLE Announces Management Changes appeared first on Counterman Magazine. View the full article

In the July 2023 issue of AMN/Counterman, we gave leaders from the major distribution groups and trade associations an opportunity to reflect on the most critical issues affecting the automotive aftermarket. For the second year in a row, we let distribution leaders “riff” on these topics in their own words. Here’s what Paul McCarthy, president and CEO of MEMA Aftermarket Suppliers, had to say about the ongoing battle to pass federal Right-to-Repair legislation. We are in a historic moment for our industry. The REPAIR Act is the most important piece of aftermarket federal legislation since Magnuson-Moss in 1975. If we don’t have the REPAIR Act, our research says that by 2035, $86 billion in consumer service choices will be thwarted by repair restrictions – and that number will grow quickly. Repairability isn’t just an automotive issue. It matters even more in the commercial-vehicle sector, where the information and access are needed to minimize downtime. Government advocacy plays a crucial role in strengthening the automotive aftermarket. It’s an important activity that we can all participate in whether you have an “inside-the-beltway” background or just are passionate about our industry. By using our collective voices to highlight the significance of issues such as the Right to Repair movement, we support a thriving aftermarket sector that benefits consumers, ensures safety and fosters innovation. And we have something that we can all believe in; the REPAIR Act is principle-based. We ask to continue what we’ve had – which is the ability to repair and maintain vehicles. What we advocate for is simple: the principles of consumer choice and free markets. One of our key values is a commitment to safety. Aftermarket suppliers believe in safety, cybersecurity, trust, intellectual-property protection, privacy and cross-industry cooperation. And our industry has the technology and governance institutions to achieve all of this and repairability for consumers. For example, the REPAIR act engages NHTSA to ensure repair safety and cybersecurity. As NHTSA pointed out in its vehicle cybersecurity guidelines, “ … Cybersecurity should not become a reason to justify limiting serviceability. Similarly, serviceability should not limit strong cybersecurity controls.” The REPAIR act ensures this. Building relationships with elected officials is another powerful strategy. This summer, several of our members are engaging one-on-one with representatives at their facilities. These essential interactions ensure the industry’s voices are heard and cultivate government champions who can drive positive change on the aftermarket’s behalf. I invite you to join MEMA’s and our industry’s advocacy efforts on repair access and other issues that are important to you. Your work and influence today will ensure a vibrant and prosperous aftermarket sector for years to come. MEMA Aftermarket Suppliers Founded: 1904 Headquarters: RTP, North Carolina (aftermarket); Washington, D.C. (government advocacy) Number of members: 375 aftermarket suppliers of the parts, tools, chemical and technologies that keep vehicles running safely and affordably across their lifecycle. Website: www.mema.org/membership/aftermarket-suppliers The post Paul McCarthy: This Is a Historic Moment for Consumer Choice appeared first on Counterman Magazine. View the full article