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AutoZone recognized 16 of its top suppliers at its June 7 Vendor Summit. The awards honor companies that provided exceptional performance and demonstrated a strong commitment to customer satisfaction during the past year. AutoZone named BBB its 2023 Vendor of the Year, the company’s most significant vendor recognition. A leading sustainable manufacturer of automotive aftermarket parts, BBB was recognized for its dedication to supporting major AutoZone initiatives to increase sales, reduce inventory and improve the customer experience. “As an AutoZone partner, BBB also provided best-in-class catalog content, increased first-to-market parts availability and offered training support to ensure AutoZoners provided trustworthy advice to customers,” AutoZone explained in a news release. “BBB demonstrated a relentless focus on providing the products and support needed to achieve mutual growth and success in a constantly evolving retail environment.” Six vendors were selected for the AutoZone Extra Miler award: APEX Tool Group Cloyes ITW Old World Sunsong UPOL The Extra Miler award honors those vendors who are “unfazed by obstacles, go above and beyond the call of duty, exceed expectations and consistently do more than expected.” Bosch was honored with the International Vendor of Excellence Award for its continued support, leadership and best-in-class category management around the globe. Eight vendors received AutoZone WITTDTJR (“What It Takes to Do the Job Right”) awards: Energizer Gold Phoenix PLZ Prestone Products Reach Cooling Standard Motor Parts Sylvania and XMY Auto Parts These vendors partnered with AutoZone to consistently meet the needs of AutoZone’s DIY customers and professional technicians. “Our 2023 Vendor of the Year, BBB, and all of our Vendor Summit award winners exemplified our pledge and values. They were collaborative, innovative and actively contributed to AutoZone’s success,” said Bill Hackney, senior vice president, merchandising. “In an ever-changing environment of rapid growth and increased demand, these vendors executed at the highest levels.” The post AutoZone Recognizes Contributions of Top Suppliers appeared first on Counterman Magazine. View the full article

Photo caption, left to right: Russell McCaffery, dean of Transportation Programs at Broward College; Jim DeChant, major gift officer; Rashunn Humphrey, Broward College student; Elisabeth Eisleben, president of Advance Auto Parts Foundation; and Anthea Pennant, associate vice president of advancement services at Broward College Advance Auto Parts Foundation, the philanthropic arm of Advance Auto Parts, announced a $300,000 gift to Broward College aimed at increasing participation in the school’s automotive technology program, as well as providing needed tools and equipment to support student learning. Starting this fall, the Advance Auto Parts Foundation’s gift will help 10 students enrolling in the automotive technology program over the next two years by funding $5,000 scholarships for each student to offset educational expenses. The scholarships will be supplemented by a separate stipend for each selected scholarship recipient, which will help cover the costs of tools and toolboxes needed to complete their coursework. The Advance Auto Parts Foundation gift also will support a dedicated, part-time recruiter at Broward College to help build enrollment for automotive technology programs and the purchase of general-use vehicles, equipment and supplies needed to support student studies. “The Advance Auto Parts Foundation is committed to raising awareness, attracting talent and enabling career opportunities in the automotive technology field,” said Elisabeth Eisleben, president, Advance Auto Parts Foundation. “By providing resources and support to Broward College, we hope to inspire students from all backgrounds and experiences to explore careers in automotive service and repair, which will help address the technician shortage and benefit our industry and society as a whole.” The partnership comes at a critical time as the United States currently faces a worsening shortage of automotive technicians. In fact, according to TechForce, the nation could see a shortage of 642,000 technicians by 2024, if trends continue. “Advance Auto Parts Foundation’s generous gift of $300,000 will uplift our students in our automotive technology program, providing them with incredible opportunities,” said Gregory Adam Haile, Broward College president. “A donation like this changes lives. With access to scholarships and resources we are empowering our students and preparing them for success by positioning them in careers that fuel our economy.” Automotive-technician jobs offer competitive pay and the satisfaction of helping customers get their vehicles back on the road safely. The Broward College gift stands as the Advance Auto Parts Foundation’s second gift to a community college to support the expansion of automotive-technology degree programs. “This donation will enable us to grow our program by recruiting more students, as well as provide our students with more financial aid, tools and vehicles for our hands-on learning model,” said Russell McCaffery, dean, Broward College Transportation Programs. “Upon graduation, our alumni are ready for employment. South Florida offers a competitive starting salary in the industry with room for growth and there is a great need to fill automotive technician positions.” Broward College offers an associate of applied science (AAS) in automotive technology degree program and a master technical program for current ASE-certified technicians who can apply their work experience toward an AAS degree. The automotive technology program provides a highly technical, interactive approach to learning that prepares students for the rapidly changing automotive services industry. It is designed to help students train to be qualified automotive technicians, prepare for immediate employment upon graduation and receive the necessary coursework to pursue automotive service management positions in the future. In the past five years, more than 200 students have graduated from the program. For more information, visit www.broward.edu. The post Advance Foundation Gifts $300K to Broward College appeared first on Counterman Magazine. View the full article

Carter has won the 2023 Catalog Excellence Award from the Automotive Content Professionals Network (ACPN) for its brand-new Carter water pump catalog. The Catalog Excellence Award acknowledges organizations that provide industry-leading product catalogs, evaluating criteria such as catalog quality, resourcefulness, creativity, content, effectiveness and overall excellence. The award recognized Carter’s dedication to producing exceptional catalogs that educate its audience and support continuous product innovation for its growing water pump lines. “Carter is committed to enhancing the ease of our customer’s job by providing support for quick and accurate access to product applications, resulting in improved repair processes,” the company said in a news release. “Engineered to move fluids efficiently and reliably, Carter water pumps are specifically designed to meet the evolving technologies and high-temperature environments of modern engines. With an emphasis on quality, performance, and warranty, Carter engineered water pumps provide peace of mind.” For more information, visit carterengineered.com. The post ACPN Recognizes Carter for Water Pump Catalog appeared first on Counterman Magazine. View the full article

MEMA, the Vehicle Suppliers Association, has launched a mentorship program for MEMA employees. The program is designed to help build professional skills to positively impact their role at MEMA and careers in the automotive industry. The new program, called “MentorME,” will kick off with five members of the senior leadership team serving as mentors. The six-month program will include one-on-one mentoring sessions as well as professional-development courses for both mentors and mentees. Focus areas include managing up, presentation skills and the art of networking. “MEMA is able to provide solid value to our members because of the talent we invest in internally,” says Ann Wilson, senior vice president, government affairs, MEMA, and one of the inaugural MentorME mentors. “MentorME will guide participants toward professional development that will help them in their current career and beyond.” The 2023 MEMA MentorME mentors are: John Chalifoux – Chief sustainability officer, MEMA, and COO, MEMA Aftermarket Suppliers Julie Fream – President and CEO, MEMA Original Equipment Suppliers Paul McCarthy – President and CEO, MEMA Aftermarket Suppliers Collin Shaw – Chief commercial vehicle officer, MEMA and COO, MEMA Original Equipment Suppliers Ann Wilson – senior vice president, government affairs, MEMA To learn more about working at MEMA, visit the MEMA website. The post MEMA Launches Mentorship Program for its Employees appeared first on Counterman Magazine. View the full article

BendPak has opened a new 90,000-square-foot building on its Alabama campus, nearly doubling the size of its East Coast logistics and distribution center. The expansion has enabled the company to dramatically increase its inventory capacity and call-center staffing to provide faster order processing and shorter lead times for customers in the eastern half of the United States, according to Santa Paula, California-based BendPak. Shortly after establishing its original 100,000-square-foot Alabama facility in early 2020, BendPak bought the adjoining property and began work on the new building. The state-of-the-art facility features warehouse space, multiple docks, covered flatbed staging and loading areas, administrative offices and a call center. “Opening this new facility is part of our ongoing efforts to maximize product availability while minimizing time-in-transit to customers across the United States,” said Rudy Diaz, BendPak chief operating officer. “It’s fully stocked with the most popular lifts and shop equipment from across our brand lineup, including BendPak, Ranger, QuickJack, Cool Boss and Dannmar, all supported by a dedicated team of local employees.” The distribution center is strategically located in the heart of one of America’s largest logistic hubs in Mobile County, Alabama. With easy access to three major interstates and five Class I railroads, it offers next-day or two-day delivery to a large portion of BendPak’s customer base in the eastern United States. BendPak’s California operation handles shipping and order fulfillment services for some 15 western states. The post BendPak Opens New Distribution Center on Alabama Campus appeared first on Counterman Magazine. View the full article

Older vehicles with carburetors and distributors didn’t need to know the position of the crankshaft or the camshaft. Timing was fixed, and the timing could easily be set, as long as the technician could line up top-dead-center on cylinder No. 1 and line up the mark on the crankshaft pulley. But this was back before fuel injection was standard, and today’s engines are a lot more advanced than those older carbureted engines. Today, the engine control unit (ECU) needs to monitor the exact position of the crankshaft and the camshaft (or camshafts) at all times. This is accomplished through the use of camshaft position sensors and crankshaft position sensors. The ECU uses the information from these sensors to adjust the timing of the valves, fuel injectors and ignition coils. Put simply, the ECU cannot accurately calculate ignition timing and VVT parameters without knowing precisely where the crankshaft and camshaft both are at any given moment. These sensors are critical to ensuring maximum efficiency, power and torque during all operating conditions. But what happens when these sensors start to fail, or fail completely? Individual experiences may vary, but you can expect to see symptoms such as: • Rough or erratic idle • Crank/no-start • Loss of power • Illuminated “Check Engine” light A faulty crankshaft position sensor can cause the engine to crank but not start, also known as a “crank/no-start.” The engine may be able to run without a signal from the camshaft position sensor, but it may trigger a reduced-power or “limp-home” mode. If your customer checks the ECU for DTCs and they find P0011 (camshaft position bank 1) or P0021 (camshaft position bank 2), their first step should be to check the engine oil. That’s right, check the engine-oil level, and top off as needed. Dirty oil, or a low oil level, can wreak havoc with the VVT components and cause these DTCs to set. In fact, the most common cause for VVT-system issues seems to stem from a lack of basic maintenance. Old, dirty oil can carry sludge and debris that can plug up the tiny passageways for the VVT actuators and other components. The relationship between the camshaft and crankshaft is critical in today’s VVT systems. If the camshaft sensor or crankshaft sensor starts to produce a faulty signal, the VVT-system performance will suffer. Of course, a loose or stretched timing chain or timing belt, or a worn timing guide or tensioner, also can negatively affect the VVT system. What causes a crankshaft or camshaft sensor to fail? While every electronic component under the hood will fail eventually, camshaft sensors and crankshaft sensors can fail prematurely if they’re subjected to extreme temperatures (i.e. engine overheating) and/or contamination (metal shavings or debris carried by the oil, or contamination from an outside source under the hood). So, now we know a bit more about the relationship between the camshaft position sensors and crankshaft position sensors and modern-day engine management. These days it’s safe to say that every vehicle system is sharing data, so they all depend on one another to operate at their best. In this case, data from the crankshaft sensor and camshaft sensor allows the ECU to optimize the timing of the valves, fuel injectors and the ignition coils. This continuous optimization enables modern engines to run with far greater efficiency than ever before. The post Camshaft and Crankshaft Sensors appeared first on Counterman Magazine. View the full article

This always has been one of my favorite jobs. I’m not sure why, but it just always seems fun. The notion of replacing a head gasket can make a lot of people nervous, but it’s a rewarding job that really isn’t too difficult, and it’s the perfect type of entry-level engine work for a DIYer. The important part is preparing for the job and going into it with the right mindset. First of all, it takes time. I’ve heard the stories of “the guy” who was replacing head gaskets in two hours. Is this possible? Probably. There are a few vehicles from the past that have been so simple in design, I can see removing the cylinder head in an hour. But I can’t see too much cleaning going on in between, so I’d have to question the ultimate quality of the job. Take those stories for what they are and prepare yourself for a more realistic investment in time. As a professional technician, the “easier” ones usually can be done in five to six hours. I’ve also had plenty where it took an entire eight-hour day just to get the cylinder head back on, and the next morning to finish reassembly. And then there are some that can absorb a few days. Take into consideration this is all happening in a shop, with all the right tools and many years of experience. The point is this is a job you don’t want to rush. Many people are out to prove some type of super-human mechanical speed, or perhaps they watched too many online videos about how fast someone else did it. Most likely, you’re dealing with a fishing story. Don’t get hooked by the bait. Relax, prepare, take your time, and you can brag about how good of a job you did – not how fast you did it. Preparation One of the most important parts of preparation is the work area, and by “area” I’m referring to the amount of space you have to keep parts organized as you remove them. It’s often surprising how many things you must remove, and the worst thing you can do is lay them all in a pile. You should have ample workbench space, or a multiple-tier cart works well too. Preparation also begins by researching the job. Your main objective is to determine if you’ll need any special tools (don’t forget many head bolts themselves require special sockets), and also make a list of the parts you’ll need. You’re almost always going to run into something extra, but it’s nice to have the main parts on hand. In addition to the head gasket, you may end up replacing hoses and possibly the timing belt or chain. You’ll need coolant and oil, filters, a valve-cover gasket and maybe you want to do spark plugs while you’re in there. Not only does the research give you a big picture of what you’re getting into, but it also could make you realize you’re going to be in over your head, and that’s something that’s better to figure out before you begin. A big part of preparation is knowing why the head gasket went bad in the first place and being ready to solve that problem as part of the job. It’s possible that the head gasket failed simply due to high mileage, but just as possible that it was caused by overheating. What’s the overall condition of the cooling system? Do you know when the thermostat was replaced last? If not, now’s the time. Any leaks should be fixed, and correct cooling-fan operation confirmed. It’s important that any cooling-system issues are resolved before starting the engine with your new head gasket. One of the biggest questions is with the timing belt(s) or chain(s). Do you replace them? On some engines, cylinder-head removal doesn’t involve either, so naturally it’s not a factor on these. But the majority of engines today are overhead-cam engines, and the belt or chain must be removed in order to remove the cylinder head. It’s a major consideration because if they’re worn, they may fail, and in the worst-case scenario cause major engine damage, but it’s also a general mechanical way of thought. Even though it’s extra work to remove the remaining pulleys and timing covers to replace the belt or chains, since you’re already halfway there, “now’s the time to do it” is a technician’s way of thinking. This part of the job can often make or break someone’s decision to do it. Some timing procedures are simple and quick. Others require special tools and can be very difficult to perform. Service information is the last piece of preparation. You’re going to need torque specifications and sequences, as well as engine timing and other information depending on the vehicle. Many people think they’ll just take some photos or a video with their cellphone first, rather than an organized disassembly. This is fine, and it’s certainly not bad to have these as a reference – but it’s an approach that never works for me. For one, I didn’t learn that way. Cellphones didn’t exist. And it always seems like no matter how many pictures you take, the one you really need is the one that you somehow didn’t take. This is where your work area pays off. Doing the Job Overall, it’s a “simple” process of taking everything apart, cleaning, then putting it back together. But the disassembly is key. It’s easiest to start with the air cleaner and engine covers, or any large assemblies that need to be removed. You can get them out of the way quickly. Next, I move on to disconnecting the exhaust, in which the manifolds generally stay on the cylinder head, and you just have to unbolt the downpipe(s) or converter(s). With inline engines, the intake manifold usually will remain installed as well. You may want to replace intake and exhaust manifold gaskets while you’re doing the job, but since both are often backed up to the firewall, it’s much, much easier to do on the bench. Then, it’s on to everything else, which of course varies depending on the engine. This is where all the hoses, wiring connectors, brackets, accessories, valve covers, timing covers and fuel lines are removed or disconnected. The key here is to utilize the space you have, and as you remove one component, place it on the bench with all of the related fasteners, such as the screws, bolts, nuts or clamps. Do this every step of the way – lining things up as you remove them – and when it comes to reassembly, you won’t have to question or figure out what goes where. You’ll basically work in reverse order. It’s a great system and you won’t regret it. The Cylinder Head After you’ve removed everything and are ready to unbolt the head, stop. Step back, take a break and look things over one more time to make sure everything is disconnected. Use wire ties or bungees to hold pesky hoses and lines out of the way. No cylinder head is light – especially with the manifolds on – and the worst thing is to lift a cylinder head off and get it halfway out only to find there’s still a hose attached or to get hung up on things that are in the way. The final step before removal is to check the service manual and follow the proper sequence for loosening the head bolts. Even though the head is a thick chunk of metal, and you can’t see it happen, it will deform as the head bolts are loosened or tightened. An incorrect sequence either way can cause the head to warp or crack. After removing the head bolts, it’s time to remove the head, and it’s good to have someone help. Sometimes the heads may seem stuck, but gentle prying should easily pop them loose. If not, you may have missed a head bolt. Be sure and double-check the service manual. With the head removed, it’s time for cleaning. Cleaning The first step is to clean the cylinder-head mating surface because you’ll need to inspect it for cracks or warpage. It’s possible to have a bad head gasket and a cylinder head that’s OK, but generally speaking, you’re going to have some warpage and it probably has high mileage, so you might already be planning on having it reconditioned at a machine shop. If this is the case, you won’t have to worry about cleaning – just removing the manifolds and they’ll do the rest. This is an advantage because they’re also better-equipped to inspect for cracks you may not see. Either way, you’re going to have to clean the block mating surface, and whether you’re doing just this or both the block and head, it’s going to take time and a gentle approach. Brake/parts cleaner works well to soften up remaining gasket material, and knife-edge scrapers will easily remove the larger pieces of gasket material. You can use razor scrapers as well, but be cautious of gouging the metal. After removing the bulk of the old gasket, a fine scouring pad soaked with brake/parts cleaner works well to remove the remaining gasket material. Don’t use anything too aggressive, and don’t push too hard. Just gently work at it until the surface is clean. The most common mistake is using an air-powered angle grinder with a surface-conditioning disc. They work great and they work fast, but the problem is they remove material, and it happens fast. This is the worst thing you can do for any sealing surface. Admittedly, we’ve all done it. When these first became popular, they were great, and they still are, but in the case of cylinder heads and blocks, we’ve realized the damage that’s actually caused. After cleaning, you’ll want to use a straight edge to check the flatness of both the cylinder head and the block. Check the service manual for the specification of maximum allowable warpage. It usually isn’t much, and reassembling with a warped head or block is just a waste of time. It’s rare to see a warped block, but it does happen, so always check. The final step of cleaning is to clean the bolt holes. A round wire brush works well for this along with parts cleaner and compressed air, but above all, the most important thing is to make sure the holes are clean and dry. This is important for torque, but it’s critical that no oil or coolant gets trapped in the bolt holes. When this happens and you torque the bolts, the hydraulic pressure can crack the block. Installation With everything clean and ready to reassemble, confirm the correct head-gasket position using the service manual or information that came with the gasket. Most gaskets are marked to indicate which side goes up. This is critical for cooling, and for oil supply to the head. When installing the head, it’s even more important to have someone help. Again, due to the ease of installation, in many cases you’ll have the manifolds installed and it’s really easy to knick or damage the head gasket, especially with the exhaust manifold. Having a helper ensures that you clear the gasket and place the cylinder head straight down onto the block. It’s a good idea to have a head bolt ready to thread into one hole and hold the head in place. Before you install the rest, check the service manual for the exact procedure. Some require lubrication, some do not; some require it in specific locations. Be sure to follow the procedures exactly, as well as the torque sequence and specifications. Wrapping it Up Once the cylinder head is torqued down, you’re home free to reassemble, and if you performed an organized disassembly, you’ll have things back together in no time. Be sure to change the engine oil and filter because some coolant usually finds its way into the crankcase – no matter how well you’ve drained it. Before firing it up, double-check the cooling-system bleeding procedure and have the right amount of coolant on hand. Overall, it’s just a fun, rewarding job. Enjoy! The post Replacing a Head Gasket appeared first on Counterman Magazine. View the full article

The U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) announced a notice of proposed rulemaking that would require automatic emergency braking (AEB) and pedestrian AEB systems on passenger cars and light trucks. The proposed rule is expected to dramatically reduce crashes associated with pedestrians and rear-end crashes, according to the agency. NHTSA projects that the proposed rule, if finalized, would save at least 360 lives a year and reduce injuries by at least 24,000 annually. In addition, the AEB systems would result in significant reductions in property damage caused by rear-end crashes, according to NHTSA. Many crashes would be avoided altogether, while others would be less destructive. “Today, we take an important step forward to save lives and make our roadways safer for all Americans,” U.S. Transportation Secretary Pete Buttigieg said on May 31. “Just as lifesaving innovations from previous generations like seatbelts and air bags have helped improve safety, requiring automatic emergency braking on cars and trucks would keep all of us safer on our roads.” The proposed rule is a key component of the department’s National Roadway Safety Strategy (NRSS), which was launched in January 2022 to address the national crisis in traffic fatalities and serious injuries. The NRSS adopts the safe-system approach and builds multiple layers of protection with safer roads, safer people, safer vehicles, safer speeds and better post-crash care, according to the agency. As part of the safe system approach, the proposed rule highlights safer vehicles and the DOT’s effort to expand vehicle systems and features that help to prevent crashes. An AEB system uses various sensor technologies and sub-systems that work together to detect when the vehicle is close to crashing, and then automatically applies the vehicle brakes if the driver has not done so, or applies more braking force to supplement the driver’s braking as necessary to avoid or mitigate the severity of the crash. “We’ve seen the benefits of the AEB system in some passenger vehicles already even at lower speeds, and we want to expand the use of the technology to save even more lives,” NHTSA Chief Counsel Ann Carlson said. “That’s why our proposed rule would require all cars to be able to stop and avoid contact with a vehicle in front of them up to 62 miles per hour. And the proposal would require pedestrian AEB, including requiring that AEB recognize and avoid pedestrians at night,” “This proposed rule is a major safety advancement.” If adopted as proposed, nearly all U.S. light vehicles (gross vehicle weight rating of 10,000 pounds or less) would be required to have AEB technology three years after the publication of a final rule. This notice is a direct response to a provision in the Bipartisan Infrastructure Law to create a rule to establish minimum performance standards requiring that all passenger vehicles manufactured for sale in the United States be equipped with an AEB system. A preliminary regulatory impact analysis that presents the benefits and costs associated with the proposed rule also accompanies the NPRM. The post Proposed Rule Would Require AEB Systems on Light-Duty Vehicles appeared first on Counterman Magazine. View the full article

The federal judge presiding over automakers’ lawsuit against the state of Massachusetts has denied their request for a temporary restraining order aiming to block the state attorney general from enforcing an expanded Right to Repair law. Ballot Question 1, which passed with 75% of the vote in November 2020, requires automakers to equip vehicles sold in Massachusetts with a standardized data platform that enables motorists to access their vehicles’ telematics data through a mobile app. While the law mandated that the changes were to take effect starting with the 2022 model year, the Alliance for Automotive Innovation – a lobbying group for the major automakers – has kept the law tied in up federal court to block its implementation. In March, however, Massachusetts Attorney General Andrea Joy Campbell announced that she was prepared to begin enforcing the new law on June 1. “The people of Massachusetts deserve the benefit of the law they approved more than two years ago,” Campbell said in March. “Consumers and independent repair shops deserve to know whether they will receive access to vehicle repair data in the manner provided by the law. Auto manufacturers and dealers need to understand their obligations under the law and take action to achieve compliance.” U.S. District Judge Douglas Woodlock, who has repeatedly delayed ruling on the OEMs’ lawsuit, said the automakers still could pursue a preliminary injunction to thwart enforcement of the law, according to a report in the Boston Globe. “The next step will be for the attorney general to issue the telematics system notice required by the data-access law on June 1,” Auto Care Association CEO Bill Hanvey said. “Unfortunately, the court refused to provide an estimate of when he may issue a final decision in the case but indicated that a decision is not imminent.” Still, Hanvey said the association is “encouraged that the judge denied the Alliance’s request for an injunction and that the attorney general’s office will move forward by issuing the notice specified in the law on June 1.” Hanvey added: “Without choice and independence guaranteed by the data-access law, there will be harmful effects on the motoring public, including being forced to pay more for repairs. We continue to encourage the court to make a final decision.” The post Judge Denies 11th-Hour Bid to Thwart Mass. Right to Repair Law appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) announced the release of 222 new part numbers in its May new-number announcement. The release provides new coverage in 69 different product categories, and more than 60 part numbers for 2022 and 2023 model-year vehicles. New additions to Standard’s collision repair and ADAS programs include radiator active grille shutter actuators for 6.3 million Ford vehicles, including the 2022-2018 Expedition, 2020-2015 F-150 and 2019-2016 Explorer. A total of 18 new park-assist cameras have been added for many popular vehicles, including the 2021-2016 Lexus IS300 and 2019-2017 Ford Super Duty. Newly added cruise-control distance sensors offer coverage for the 2019-2016 Ford Explorer and Police Interceptor Utility, as well as the 2018-2015 Edge. Additionally, park-assist sensors are available for popular Ford SUVs including the 2019-2015 Explorer. Standard and Four Seasons continue to expand their coverage for electric and hybrid vehicles. A blower-motor resistor connector for the 2016 Chevrolet Spark EV has been added, as well as a center stoplight connector for the 2022-2021 Ford Mustang Mach-E. Added hybrid coverage includes direct-injection high-pressure fuel pumps for the 2019-2016 Hyundai Sonata and 2019-2017 Kia Optima hybrids. New Four Seasons products also have been added for popular hybrid vehicles, like cooling-fan assemblies for the 2022-2020 Ford Interceptor Utility and Lincoln Aviator, and hose assemblies for the 2019-2012 Toyota Prius C and 2020-2013 Ford Fusion Hybrid. The expansion continues with new part numbers in several key powertrain-neutral categories. New ABS sensors have been added for 4.2 million vehicles including the 2022-2020 Chevrolet 2500 HD and 3500HD, 2022-2017 Jeep Compass and 2019-2014 Cadillac CTS. Also included in the release are battery-current/volt sensors, steering-angle sensors, windshield-washer-level sensors, power door-lock actuators, trunk-lock actuator motors and more. “We are proud to share our May new-number announcement, providing our distribution partners and loyal service providers with the parts needed to cover over 250 million repair opportunities across multiple powertrains,” said Jack Ramsey, senior vice president of sales and marketing, SMP. Four Seasons has added 27 new part numbers to its product line. New part numbers include 18 new hose assemblies for more than 4.9 million domestic and import vehicles, including the 2020-2018 Honda Accord and 2022-2019 Toyota Corolla. New compressors have been added for the 2021-2020 Chevrolet Silverado and 2020 GMC Sierra, and cooling-fan assemblies have been introduced for popular applications such as the 2022-2018 Nissan Kicks. All new applications are listed in the catalogs found at StandardBrand.com and 4S.com, and in electronic-catalog providers. The post SMP Releases 222 New Part Numbers in May appeared first on Counterman Magazine. View the full article

Every single component in a vehicle has a purpose – otherwise, it wouldn’t be there at all. As our vehicles have grown more and more complex, they’ve become more dependent on electrical systems to operate all of the creature comforts to which we’ve grown accustomed. There are hundreds if not thousands of feet of wiring inside today’s vehicles, with dozens of connections throughout. These electrical circuits, as well as the components that draw power from them, need to be protected in the event of a short circuit or excessive current flow. That’s where fuses come in: They’re the first line of defense for electrical circuits. Fuses are the best (or at least the cheapest) protection we have for electrical circuits. Fuses and Their Ratings Fuses are designed to open an electrical circuit if current flow exceeds a given amperage. Inside the fuse is a small wire element that burns away if current flow rises above the rated maximum level. When the element burns away, the circuit is opened, protecting the wires and/or components from literally melting themselves. The current-flow rating of a fuse is determined by the amount of amperage required to blow the fuse and open the circuit. This rating should be indicated on the fuse body, including a number to indicate the rated amperage followed by the letter “A” for amps. Fuses can easily be replaced, but if there’s an electrical short in the circuit, it will need to be repaired or the replacement fuse will immediately “pop” again. Whenever replacing a fuse, you always should use the same amperage rating as the one you’re replacing. You never should “upgrade” to a 10A fuse just because the 5A fuse that was there before blew out. Doing so could damage wiring or connectors in the circuit that aren’t designed to handle that level of current flow. Finding Your Way Around There are a lot of fuses in today’s vehicles, so how do you figure out which one protects the circuit you’re working on? It’s usually a very simple matter of opening up the fuse box and reading the guide on the inside of the lid. Most of the time you’ll also find some sort of plastic fuse-removal tool that can be stored underneath the cover. Of course, needle-nose pliers will work in a pinch as long as you work carefully and don’t squeeze too hard. The automakers all do a pretty good job of numbering all of the fuses and relays, and printing guides or tables underneath the fuse-box covers or lids. However, if you’re working on a vehicle built by the Ford Motor Co., you’ll need to work a bit harder to get the information you want. Ford tends to number its fuse panels, but the actual circuit descriptions are provided in the owner’s manual. If the manual is no longer present inside the vehicle, then you’ll need to reference the OE service information or a comparable repair manual to get the information you need. If you need a quick and easy way to test for blown fuses, all you need is a test light. With the ignition key set to “OFF,” touch the test light to the small, exposed conductors on top of each fuse. The test light will light up if power is present, and should light up on both sides of the fuse. Then, repeat this test again with the ignition key turned to the “ON” position, engine “OFF.” Some circuits will only power on when the ignition is turned to the “ON” position. The post Getting Familiar with the Fuse Box appeared first on Counterman Magazine. View the full article

Eastern Catalytic recently announced nine new 46-state/federal EPA part numbers covering more than 2 million vehicles in operation (VIO). For more information on products, applications, catalogs and tech tips, visit the Eastern Catalytic website or contact the sales department at 800-277-2787. Part No. 30651 2017-2020 Ford Fusion 1.5L – Rear 2017-2020 Ford Fusion 2.0L – Turbocharged – Rear 2017-2020 Ford Fusion 2.5L – Rear 2017-2020 Lincoln MKZ 2.0L – Turbocharged – Rear Gaskets: Inlet VIO: 786,315 Part No. 30661 2017-2019 Ford Escape 2.0L Turbo – Front 2017-2019 Lincoln MKC 2.0L Turbo – Front VIO: 356,524 Gaskets: Inlet/Outlet Part No. 30817 2011-2015 Ford F53 Commercial Chassis 6.8L – Rear – Cutaway/Stripped Chassis 2011-2015 Ford F59 Commercial Chassis 6.8L – Rear – Cutaway/Stripped Chassis VIO: 52,755 Gaskets: Inlet Part No. 41343 2017-2019 Honda CR-V 2.4L – Rear VIO: 189,750 Gaskets: Inlet/outlet Part No. 41364 2019-2021 Nissan Altima 2.5L – FWD – Rear VIO: 376,148 Gaskets: Inlet/outlet Part No. 50562 2009-2010 Hummer H3 3.7L Front 2009-2010 Hummer H3T 3.7L Front VIO: 9,918 Gaskets: Inlet/outlet Part No. 50605 2016-2017 Chevrolet Camaro 3.6L – Left 2016-2017 Cadillac ATS 3.6L – Left – RWD 2016-2017 Cadillac CTS 3.6L – Left – RWD VIO: 56,645 Gaskets: Inlet/Outlet Part No. 50606 2016-2017 Chevrolet Camaro 3.6L – Right 2016-2017 Cadillac ATS 3.6L – Right – RWD 2016-2017 Cadillac CTS 3.6L – Right – RWD VIO: 56,645 Gaskets: Inlet Part No. 50609 2016-2022 Chevrolet Spark 1.4L – Front VIO: 187,372 Gaskets: Outlet The post Eastern Catalytic Announces New Part Numbers for May appeared first on Counterman Magazine. View the full article

Known for its premium-quality motor oils and additives, LIQUI MOLY recently introduced an AC-system cleaner. The powerful cleaning solution is designed to improve the efficiency and lifespan of HVAC systems as well as create a healthier environment inside the vehicle, according to the company. Over time, a vehicle’s air-conditioning system accumulates dirt, bacteria and mold, which reduces its effectiveness and increases the risk of malfunctions. LIQUI MOLY’s AC-system cleaner solution is specially formulated to remove bacteria, mold and other contaminants from the evaporator and its casing. The AC unit’s ducting is cleaned as well, which is important for removing foul odors. Keeping the AC system clean also restores the system to optimal performance, extends the life of the AC components and reduces energy consumption. “The AC-system cleaner is an essential tool to properly maintain a vehicle’s HVAC system,” said Eva Tran, LIQUI MOLY USA’s director of marketing. “Our customers trust us to provide high-quality products that deliver real results and our AC-system cleaner is no exception. It’s easy to use, affordable and keeps your vehicle’s interior air healthy and smelling fresh.” The LIQUI MOLY AC-cleaning system is available from LIQUI MOLY’s network of distributors and authorized dealers. To purchase the cleaning fluid, ask for part No. 20001 (U.S.) or part No. 22088 (Canada). You also will need the applicator tool, which is part No. 4090. The post LIQUI MOLY Offers AC-System Cleaner appeared first on Counterman Magazine. View the full article

rack: noun 1. The linear component of a rack and pinion gearset. 2. The short name given to a rack and pinion steering assembly for an automobile. This is one of those times when the same word is used over and over to describe two things that are related but different. When I first learned about rack-and-pinion steering, it was anything but new. Nonetheless, in my world, I was used to traditional. I was among the guilty who shunned things that in no way could ever be better than a carburetor, points, condenser and crank windows. When it came to steering, if it didn’t have a steering box, pitman arm, idler arm and a center link, it probably wasn’t a real car. You laugh, but now, so do I. Automotive technology always has changed for the better, and rack-and-pinion steering just made sense. It was simple, less expensive, lighter-weight and simple to maintain. The term “rack and pinion” describes a type of gearset that transfers rotational motion into linear motion. In the case of an automotive application, the rack-and-pinion gearset is housed in a unit that we simply refer to as the steering rack, or rack for short. So, a steering rack transfers the rotational motion of the steering wheel into the linear motion required to move the tie rods left or right for steering. They initially became commonplace on small economy cars and were additionally well-suited for front-wheel-drive applications due to the limited space they require. Now, almost every new car, SUV and light truck on the market has rack-and-pinion steering. A simple design and low maintenance are benefits of a steering rack, but that doesn’t mean they haven’t caused a headache or two over the years – and there are many questions you’ll still field about these systems. While they’re too difficult to describe, the service aspect is where you’ll get most of the questions, and this is where your customers will benefit from your knowledge. After all, as a counter professional, you’re in the business of answering questions. Many early steering racks on small cars were simple manual racks with no hydraulic assist. These were my favorite. They rarely developed any problems and, in many cases, would last the life of the vehicle. Then, cars got heavier, people got softer and hydraulic power steering for the most part became standard. Today, electric power steering is taking over, and in many ways with the lack of a hydraulic pump, hoses, lines and leaks, it has brought back the simplicity of the original manual rack. Although many aspects are the same regardless of the type of assist, in this article I’m going to focus on hydraulic power-steering racks. They’re still going to be around for some time, and service considerations are where you’ll get most of your questions. Making sure the job is done right is important for not only safety and efficiency, but it also helps prevent unnecessary warranty hassles. First and foremost is power-steering fluid. It’s commonly overlooked and neglected. The valving and seals inside a hydraulic power-steering rack rely on clean fluid for proper operation, and just like any other fluid service, ignoring this can shorten the life of the steering rack. When replacing a rack, fluid should be drained and flushed as best as possible, and it’s a good idea – as well as a good upsell – to install an inline filter. Most of these types of filters work with a magnetic mesh that’s especially beneficial to trap small metal particles. One of the most common problems to arise is a torn rack boot. These rubber bellows-style boots expand and collapse every time you turn the wheels, and it’s just unavoidable that they eventually wear out. There are two immediate problems with this. One, the inner tie-rod ends will collect dirt in the grease that lubricates them, and two, dirt and debris will be drawn into the rack seals every time you turn, eventually causing damage and leaks. Torn boots should be replaced as soon as possible when they’re discovered, and the vast majority of them require the removal of the outer tie-rod end. An alignment is required afterward – no ifs, ands or buts. Worn inner tie rods are another common problem, and while “technically” not part of the steering rack, service procedures can affect the integrity of the rack. Many new racks come with new inner tie rods and boots pre-installed to prevent damage from incorrect installation, so the boots keep everything sealed up from the start. Most of the time, replacing the inner tie rods requires a special tool, kind of like a deep socket on steroids – deep enough to reach over the length of the tie rod and access the inner end where it bolts to the rack. On the end of the tool is a half-inch square drive. The factor to be aware of is that by-the-book service procedures call for holding the rack (the actual internal component) in a soft jaw vise when removing or installing the inner tie rod, so you don’t twist it and risk damaging the pinion gear. The problem is in practice, this is rarely done because there’s no way to do it with the entire assembly installed in the car. There’s simply no access to get any type of holding fixture onto the actual rack. For fun, I looked up the top videos on the internet for installing inner tie-rod ends, and none of them mention holding the rack. Perhaps because they don’t want you to know they didn’t do it, or they don’t know the solution because there really isn’t a good one – at least not one I’ve learned of yet. You might be able to get locking pliers clamped onto the rack to hold it, but that would gouge the machine-finished surfaces and tear up the rack seal, so that’s out. So, how serious is the problem? Most inner tie rods don’t require very high torque, and many of them use a type of thread locker, a locking nut or a type of retainer to prevent loosening. The bottom line is, if you use hand tools to loosen and tighten the inner tie rod, and slowly torque it to the correct specification during installation, the pressure against the pinion is going to be minimal, and damage is unlikely. Whatever you do, use hand tools. Do not use an impact wrench on the end of the inner tie-rod tool. This will transfer a series of blows directly into the pinion and the valve assembly inside the unit, and you could be asking for trouble. As mentioned before, any time the rack or a tie-rod end is replaced, an alignment will need to be performed. But, just as important is any time the rack is being replaced, the steering shaft will be disconnected. Always make sure the steering wheel isn’t allowed to spin free, or the airbag clock spring will be damaged. Also, make sure the rack is in its centered position before initially disconnecting the steering shaft and before reinstalling it. Quite possibly the most useful tip for new steering-rack installation involves cleaning the splined steering-shaft connection. It’s a precision fit. In other words, both sets of splines need to be perfectly clean. If they are, they’ll slide right together. If not, you’ll fight it forever. Many new (or remanufactured) racks are painted, and it’s not uncommon for overspray to get on the splines. This may seem inconsequential, but the thickness of the paint is enough to cause a nightmare. There are many opportunities for upsells with steering racks and related services. Outer tie-rod ends are often replaced one at a time and, in many cases, this is all that’s needed. Still, it’s a good reminder to check the rack boots and other ends closely. Since an alignment will be required, it’ll save money in the long run to take care of any pending issues now. If you’re replacing an inner tie rod, you’ll already have the outer and the boot off. It’s often much easier to replace them too. Brake/parts cleaner is a good solvent for cleaning out reservoirs and lines, but make sure they’re allowed to completely dry before sealing the system up. I like to use clean power-steering fluid as a final flush to make sure any trace of solvent is gone, so selling a little extra is a good idea. Tool upsells can include the inner tie-rod tool, an outer tie-rod separator and a grease gun if grease fittings are included on any of the front-end components. The crowning touch is service information for torque specifications and bleeding procedures. Everyone should have a manual, and you’ve got them on the shelf, right? This is the perfect job to recommend one. The post A Closer Look at Rack-and-Pinion Steering appeared first on Counterman Magazine. View the full article

Counterman’s “Guess the Car” contest challenges our readers to solve an automotive riddle, for a chance to win $100. And each month, we receive hundreds of responses from aftermarket professionals trying to guess the model of the vehicle depicted. The correct answer for the April/May contest is the Dodge Hornet. The winner is Miles Cross, a commercial parts pro at Advance Auto Parts in Colonial Heights, Virginia. Now, let’s get to know the “Guess the Car” champion. CM: How long have you been working in the auto parts business? MC: I’ve been with Advance for 28 years full-time. CM: What do you like most about your job? MC: I like helping the customers find the parts they need. … I live in the same town that I grew up in, so everybody that I deal with I grew up with. Now that the younger kids are starting to take over their parents’ businesses, it’s pretty interesting to see the different styles of how they lead their business and how some of it’s the same as their parents. CM: What’s the strangest question a customer has asked you? MC: I’ve had a lot of them over the years. The most recent one was an older gentlemen who came in and asked how much tire shine was. I told him it was $9.99 for the can that he had. He said, “Can I just spray my tires with it and bring it back to you?” CM: What’s the coolest car you’ve ever owned or worked on? MC: I had a ’77 [Ford] LTD. I brough it from a guy who worked with my dad when I was in high school, and it needed an engine. We were into the big cars in my area that I’m from, so we put about $9,000 worth of engine and transmission under the hood, and rear gears. It was one of the fastest cars in town for a long time, and all my friends still talk about it. CM: Do you have any interesting hobbies? What do you do for fun? MC: Me and my wife like to go to different places and enjoy the different areas. We drive to Williamsburg a lot and take the ferry that goes across the James River. CM: What’s your dream car? MC: I can’t fit into it, but I would love to have a Ford GT. The post Meet the ‘Guess the Car’ Champ: Miles Cross appeared first on Counterman Magazine. View the full article

AutoZone reported net sales of $4.1 billion for its fiscal third quarter, a 5.8% year-over-year increase. The quarter ended May 6. Domestic same-store sales, or sales for stores open at least one year, increased 1.9% for the quarter. “I would like to congratulate and thank our entire organization for delivering solid earnings in our third fiscal quarter,” AutoZone CEO Bill Rhodes said. “The hard work of our AutoZoners and their dedication to providing superior customer service, again drove our quarterly performance. While weaker-than-expected sales for the month of March meaningfully affected our results this quarter, we are excited about our initiatives and believe we are well-positioned for future growth.” Operating profit increased 9.3% to $858.5 million. AutoZone said its inventory increased 7.4% over the same period last year, driven by inflation and its growth initiatives. During the quarter, AutoZone opened 22 new stores in the United States, six in Mexico and two in Brazil. As of May 6, the company had 6,248 stores in the United States, 713 in Mexico and 83 in Brazil for a total store count of 7,044. The post AutoZone Fiscal Q3 Sales Jump 6% appeared first on Counterman Magazine. View the full article

The more time I spent behind the counter, the more I noticed the diversity of customers coming into the store from one day to the next. My theory is that cars are a uniting force in our world. Put simply, they may be the one thing we all share in common. To some of us, cars are simply a way to “get from point A to point B.” Then there are the enthusiasts who look at their car not only as transportation, but also as an extension of their passions, and sometimes, their personalities. I’d say that I fall into the second category. I love cars for a number of reasons. The snarling sound of a European V-8 compared to the rumble of an American V-8 – both are music to my ears! I also tend to make at least some sort of modification to every vehicle I own. It may not be a big upgrade, but something to either add a bit of my own style, or a touch of added convenience. I’m not the type of person who is only interested in horsepower, but I know when a car feels like it’s lacking in that department. However, there are customers out there who want to boost horsepower as much as possible, and they’re willing to shell out some serious cash to make it happen! It’s probably safe to say that you’ve had at least one experience with a customer who is looking to boost their car’s horsepower, even just a little bit. Let’s take a look at what sort of parts this type of customer could be interested in, and what you can do to make the sale. Air Intake High-flow performance filters are a common upgrade. These filters come in a variety of colors. The color is from a dyed oil that’s soaked into the element. The elements typically are a cotton weave, held in place by a wire mesh. The weave is looser than a standard paper air filter, which allows a greater volume of air to pass through. Since the loose weave can’t filter out the smaller particles, it’s soaked in oil, and the particles will, in turn, stick to the oil. Dye is used in the oil so there’s an easily noticeable contrast between the oil and the element, allowing you to ensure that all areas are saturated. These types of filters can flow more air, and drivers may be able to feel a small change in performance. But they do require regular cleaning and re-oiling to maintain their level of performance. You can be confident about selling them and touting the increased flow, but I do warn people that when they clean and oil them, be sure to heed the instructions, and don’t over-oil them. There always have been “rumors” of these types of filters damaging mass airflow sensors, but they’re largely unfounded, and over-oiling them is the only thing that could possibly contribute to this. At the higher end, the customer may choose to install a new intake system. An intake system swaps out the factory air box for a heat shield, or a redesigned air box for better air flow. Power-Adders This next category steps things up a notch. Power-adders are upgrades that are designed to add horsepower, or possibly free up ponies that are being lost along the way. Thanks to the widespread use of turbocharging in modern-day engines, there are plenty of tuning possibilities with these forced-induction engines. Bigger, more efficient intercoolers will help to keep those intake-air temps low. Cooler intake air is denser air, and this means better power and efficiency. There are plenty of opportunities to maximize airflow and efficiency in a turbocharged application. Small gains can be seen by upgrading the charge pipes that carry the charge air from the turbocharger to the intercooler, then from the intercooler to the intake manifold. The small, restrictive stock turbo inlet pipe can be swapped out for an upgraded cast aluminum for better air flow. These may be small gains, but they will start to add up. For the best possible power gains, they may want to consider having the ECU tuned by an aftermarket tuner. High-End Upgrades or Retrofits Our final category comes in at the highest price point, but some of them can bring tremendous power gains. The exhaust system is responsible for carrying away exhaust gases after combustion. The real problem – at least in a car enthusiast’s eyes – is that stock exhausts are quiet. An upgraded downpipe can make a huge sound difference on a turbocharged engine. Aftermarket headers can have a similar effect on naturally aspirated engines. And a cat-back exhaust system (from the catalytic converter back) can benefit any vehicle with a livelier exhaust note. But it’s wise to urge your customers to always adhere to local ordinances and emissions regulations. We already talked about modern engines that are turbocharged from the factory, but what if their vehicle isn’t turbocharged? Well, it’s possible, of course, to retrofit a turbocharger or supercharger onto a naturally aspirated engine, but that brings a whole new level of complication and cost. And let’s not forget our customers with supercharged engines, such as the Pontiac Grand Prix GTP, Audi S4 and Mercedes-Benz E55 AMG. There are a number of vehicles out there with supercharged engines. One of the easiest ways to gain power in these applications would be by installing a new supercharger pulley. This smaller-diameter pulley causes the supercharger to spin faster, increasing the amount of boost it can generate. After this, the crankshaft pulley can be replaced with a larger one, increasing the amount of overdrive to the supercharger. Speaking from experience, with both of these pulleys and the required ECU tune on a 2013 Audi S4, the difference is night and day! The car went from being quick to snapping your head back into the headrest. These are just a few examples of upgrades that can be used to boost horsepower. I would urge you to spend some time looking through your catalogs and familiarizing yourself with the offerings inside. Chances are you’ll have an opportunity to sell upgraded parts to a customer soon! The post Aftermarket Upgrades for More Horsepower appeared first on Counterman Magazine. View the full article

KYB has announced a newly updated video training series. The 2023 Service Professional Video Training Series provides technicians, shop owners and service providers detailed information to help increase shock sales and better maintain their customers’ vehicles. “In our efforts to provide service professionals with the best training in the aftermarket, we are excited to announce the release our new service professional online training course,” KYB National Training Manager Erick Kinnunen said. “This course is designed to show the value in maintaining shocks and struts, and the importance of restoring or improving a vehicle’s original-designed handling and control by using the correct KYB part.” The KYB Service Professional Video Training Series consists of six short videos, each being followed by a short quiz. Professionals will learn the importance of including shocks and struts in regular vehicle maintenance, how shocks work and wear, identifying worn shocks, making the proper recommendations and installing the correct part. Each user who completes the video training series will receive a newly designed KYB Training short-sleeved t-shirt. Service professionals who completed the original version of the KYB Video Training Series are still eligible, can use their previous sign-in and receive the new T-shirt as well. The interactive, self-paced KYB Video Training Series can be found at www.kyb.com/training. The post KYB Announces Updated Video Training Series appeared first on Counterman Magazine. View the full article

More than 2.5 million vehicles that have been tagged with “Do Not Drive” or “Park Outside” safety recalls remain unrepaired as of May 1, CARFAX data shows. Ten states have more than 70,000 of these vehicles driving on their roads, with California leading the way. California: 245,000 Texas: 242,000 Florida: 237,000 New York: 118,000 Pennsylvania: 106,000 Ohio: 101,000 Georgia: 96,000 Illinois: 92,000 North Carolina: 85,000 Arizona: 71,000 “Despite efforts by state and federal governments – and the auto industry itself – too many consumers are driving in vehicles that have been deemed too dangerous to drive, or that shouldn’t be parked in or near a home for fear of a fire,” said Faisal Hasan, general manager for Data at CARFAX. “Officials and communities need to break through consumer recall notice fatigue and drive home the message: We can save lives today by getting these recalls fixed.” “Do Not Drive” and “Park Outside” notifications are recalls issued by automakers and federal safety officials. A “Do Not Drive” recall advises drivers not to operate their vehicles because a serious safety issue could lead to an accident or physical harm. A “Park Outside” recall is issued for vehicles with a high risk of causing a fire, and owners are advised to park these vehicles outside of garages and parking structures, and away from buildings. These recalls are rarely issued. There are about 200 separate models from various automakers, over multiple model years, for which “Do Not Drive” or “Park Outside” safety recalls have been issued. See that list here. Consumers can check – for free – to see if their car has any open recall at Carfax.com/recall. The post CARFAX: Number of Cars with Recalls ‘Alarmingly High’ appeared first on Counterman Magazine. View the full article

The AAM Group presented awards to eight supplier partners at its recent annual membership meeting held May 9-11 in Frisco, Texas. Highlighted by the Partnership and Group Impact Awards, the categories also included Data Quality, Fastest Growing, Manpower Excellence, Marketing Excellence, Product Innovation, Profit Generator and Shipping Excellence. Supplier Partner Winners For the second-consecutive year, Lippert accepted the Partnership Award, which honors the supplier that demonstrated outstanding overall performance across all the award categories. AAM brands under the Lippert umbrella include ARIES, CURT, LUVERNE, Ranch Hand and UWS. The Group Impact Award went to the Warn Industries family of brands for its contributions to the success and growth of AAM headquarters, members and resellers. AAM brands under the Warn Industries umbrella include Fab Fours, Fabtech, Factor 55 and WARN. Presented with the Data Quality Award, BedRug earned special recognition for the quality and completeness of its product data. DECKED took home the Fastest Growing and Marketing Excellence Awards for achieving the largest sales growth as measured as a percentage over the previous year and for exceptional marketing concepts and execution, respectively. Retrax accepted the Manpower Excellence Award for fielding the most robust outside sales presence, including actively maintaining strong relationships with retailers and warehouses. Go Rhino won the Product Innovation Award for its E1 Electric Running Boards. The Profit Generator Award, presented to BAK Industries, recognized the supplier partner that generated the greatest opportunity for profit across distribution and retail. The Shipping Excellence Award went to ARC Lighting, which demonstrated the best overall purchase order fulfillment rate. ARC repeated as a winner in this category. Ambassador Award Winners AAM also named three recipients of the Ambassador Award, given to key individuals who provided unique and extraordinary support of member distributors over the last year. Patrick Cripe (Lippert) Chris Greer (RealTruck, Inc.) Matt McShane (Fab Fours) The post AAM Group Honors Top Suppliers, Contributors at Annual Meeting appeared first on Counterman Magazine. View the full article

The National Institute for Automotive Service Excellence (ASE) recently introduced ProProctor, a remote testing option available for all ASE recertification tests, except for the L1 and L2 tests. ProProctor makes it more convenient for service professionals to take recertification tests without visiting a test center. All tests must be scheduled in advance, and test takers are continuously monitored by multiple live proctors during the testing process. ASE offers five helpful tips to make the ProProctor test-taking process easier and less stressful: Consider selecting a test date more than four days in the future to allow time to download and install the Chrome browser and ProProctor application, complete the system readiness check to confirm that your computer or laptop meets system and resolution requirements, and connect a movable web camera. Read the appointment confirmation email or registration ticket to confirm that the selected date, time including AM/PM, and test(s) are accurate and for important need-to-know information. Before the day of your scheduled appointment, select a room in your home or business that is well-lit with solid walls (no window walls or window doors) and a solid door that can be closed. Ensure the room and workstation are clutter-free. Read the remote testing rules to adjust the testing environment accordingly. Be sure that no person or pet is present in the testing environment or enters the room once testing has begun. Review the remote testing user guide before the day of your scheduled appointment. The guide link is included on the appointment confirmation email and registration ticket. Click here to view a fact sheet about remote testing and to learn more about the ASE remote testing option, visit ASE.com/proproctor. The post 5 Tips for ASE ProProctor Testing appeared first on Counterman Magazine. View the full article

Advance Auto Parts, official auto parts retailer of NASCAR and entitlement sponsor of the NASCAR Advance Auto Parts Weekly Series (NAAPWS), announced the five NASCAR short tracks moving into the final round of fan voting in the third-annual Advance My Track Challenge. The following tracks will be part of the final round of voting took place May 9-15. Each of these tracks received the most votes in their region during the first round of voting, which took place April 4 through May 5. The final round includes an additional track that received the next-highest number of votes among all regions. • West: Alaska Raceway Park (Palmer, Alaska) • Midwest: Adams County Speedway (Corning, Iowa) • Southeast: Florence Motor Speedway (Timmonsville, S.C.) • Northeast: Autodrome Granby (Granby, Quebec, Canada) • Fifth finalist: Fonda Speedway (Fonda, N.Y.) Each track finalist will receive $5,000 while the track with the most votes will win $50,000. Tracks can use their winnings to support facility enhancements or to establish local community-based programs. Fans can show their support and vote for their favorite track by visiting AdvanceMyTrack.com. “Since the Advance My Track Challenge first launched in 2021, we have seen the enthusiasm and passion race fans across North America have for their local tracks,” said Jason McDonell, Advance’s executive vice president of merchandising, marketing and eCommerce. “It’s clear that tracks can use their prize winnings to truly make a difference and improve the overall experience for race teams and fans. We’re proud to be part of a program that advances the sport of local racing, and we look forward to continuing our efforts by crowning this year’s winning track.” This year’s Advance My Track Challenge featured 25 NASCAR-sanctioned home tracks across the United States and Canada participating in the program’s first round of voting. Previous winners of the Advance My Track Challenge include Berlin Raceway (Grand Rapids, Michigan) and Jennerstown Speedway (Jennerstown, Pennsylvania). Berlin Raceway won the inaugural program in 2021 and used the $50,000 grand prize to build a new spectator deck and upgrade its main concession stand. Jennerstown Speedway was last year’s winner, and their winnings went toward the construction of a family friendly, ADA-compliant restroom facility. The post 5 Tracks Vie for $50K in ‘Advance My Track Challenge’ appeared first on Counterman Magazine. View the full article

FleetPride has acquired the assets of Zender’s Truck & Equipment, Parts & Service Inc., based in Bellingham, Washington. Zender’s has been providing parts and service to the heavy-duty trucking industry for more than 20 years. This acquisition is part of FleetPride’s strategy to continue expanding its presence in the heavy-duty aftermarket. “We’re delighted to welcome Bruce and the entire Zender’s team to the FleetPride family, with their wide-ranging expertise, outstanding service, and loyal customers,” said Mike Harris, FleetPride president of parts and service. “Zender’s Truck & Equipment has a strong culture, which is reflected in their talent and robust customer following that fits very well with our vision and values. We look forward to supporting the Zender’s team.” Bruce Zender, owner of Zender’s Truck & Equipment, Parts & Service, added, “Joining FleetPride is a tremendous opportunity for our team and customers. This move will help us to continue to provide superior customer service and support for our customers.” This acquisition gives customers in northwest Washington access to FleetPride’s advanced supply chain and provides future employees with career development opportunities, including FleetPride Tech University. In addition, it marks the company’s first service location on the West Coast. “Establishing a comprehensive parts and service national footprint maximizes our ability to support customers with technical expertise in local markets we serve,” added Harris. “It also enables large regional and national fleets to leverage our scale for greater uptime, and lets them access our broad assortment of products, and e-commerce solutions on FleetPride.com.” More information on joining the FleetPride network is available at FleetPride.com/acquisitions. The post FleetPride Acquires Zender’s Truck & Equipment appeared first on Counterman Magazine. View the full article

In August of last year, NGK Spark Plugs (U.S.A.), Inc. announced the intention to change the company name. On its face, a name change may seem pretty straightforward, but for this iconic global ignition and sensor specialist, this rebranding brings a whole host of new opportunities. The new name – Niterra North America, Inc. – which became effective on April 1, is a combination of the Latin words “Niteo,” for shine, and “Terra,” for planet Earth. The company said the new branding reflects its future vision and expanding portfolio of products and services. According to Tracy Neil, corporate communications manager, the new logo features a yellow dot signifying a torch shining on the earth, while the green color, uniquely named, “Earth Green” is a depiction of what the earth looks like from space. “Together it conveys our message that we will continue to contribute to society and the environment in the future,” Neil explained. While a new name and logo have been introduced in English, the Japanese language corporate name will not change, the company said. And, more importantly, the well-known NGK and NTK brand names and logos will still be utilized in the marketplace for spark plug- and ceramic-related products. “It is an exciting time in the long and storied history of NGK Spark Plug, LTD.,” said Michael Schwab, president and CEO, in making the initial announcement. “We are becoming an increasingly progressive corporation as we strive to meet our vision for the future. A future where we expand our core ceramic technologies, explore capabilities beyond our traditional areas, and challenge ourselves to develop solutions and services that use technologies to resolve social issues while contributing to a sustainable society.” That future includes quite a bit of change, explained Brian Norko, senior vice president – commercial business operations. “What it boiled down to in the conversations that have been taking place for several years now, was what was going on with internal combustion engines,” said Norko. “At the time, Mr. Odo, Representative Director Chairman of the Board, made an announcement to all the NGK/NTK employees worldwide – which is around 16,000 employees – that NGK Spark Plugs will create and transform their business portfolio to deliver new value in the face of an ever-changing future. So, they worked on a name change. And, the name change was really [intended] for investors, as we have these meetings upstream in terms of mergers and acquisitions, and downstream in terms of platforms and technologies that get us closer to the customer.” The name change also was intended to represent the numerous other opportunities the company is stepping into with the launch of the Niterra Group Venture Lab, which aims to nurture startups and develop competitive technologies in the mobility space as well as the medical and utilities segments – utilizing the company’s core competence in ceramic technologies as its foundation for growth. “We want to do things with Niterra that meet large-scale global environmental changes, while addressing society’s issues and challenges through our products and technology to contribute to a sustainable society,” said Norko. Four-Pillar Structure To that end, Niterra will do business under what Norko described as a “Four-Pillar Structure,” that will focus investment and business opportunities in Mobility, Energy, Communications and Healthcare. “Niterra is focusing on four strategies that when people think of NGK Spark Plugs, they have no idea that we’re into medical. People think of sensors as ADAS. But right now, we’re working with a company in Japan to use our sensing technology for shrimp farming. Our sensors can track the water temperature, the pollutants in the water, when it needs fresh water, and when food is needed for the shrimp. Again, our sensing technology is what we do at our core, but people would never realize that we’re doing that outside of automotive, as well.” Norko added that today roughly 20-30 percent of Niterra employees are working on new business, and he’s seeing their customers transitioning their employees to do the same – particularly the automakers with their increasing focus on EVs. “I think it’s important to note that this reflects a turn beyond mobility, beyond just the automotive, OE and aftermarket space,” said David Varady, Sr., marketing manager, brand & creative, Aftermarket Division, who worked closely on the rebranding initiative. “This is really going to broaden the space that we can play in and represents our vast technological capabilities.” Norko added that given Niterra’s history, strong customer relationships, extensive engineering capabilities and strong financial foundation, the company is in an excellent position to help some of these young startups that have great products and great technologies but perhaps not the other assets to get their products out to the OE and aftermarket sectors. “Niterra has the ability to do that with our customer-facing engineering expertise, our manufacturing expertise, and the overall health of our company,” said Norko. “We’re already through the door and all this equity can be used to help bring them to market.” Planting New Seeds Like the old Chinese proverb goes, “The best time to plant a tree was 20 years ago. The second-best time is now.” Niterra officially launched its new name and branding with a celebration aptly coinciding with Earth Month. At its Wixom, Michigan-based U.S. headquarters, the company hosted a celebration for employees that partnered with One Tree Planted, a nonprofit organization focused on global reforestation. As part of the festivities, each Niterra associate was given a tree kit to plant at home and a tree gifted in their name. An initial donation was also provided to a representative of One Tree Planted, contributing nearly 7,000 trees to the partnership. Additional fundraising and employee engagement activities will continue supporting One Tree Planted reforestation efforts throughout the year, including an associate tree planting event. At the event, employees also were given Niterra-branded lunchboxes made entirely of recycled materials. “We are thrilled to be partnering with One Tree Planted,” said Schwab. “Every organization needs to think about their effects on the planet and give back to the environment to ensure a sustainable future. Trees are vital to our environment, and this organization is making a tremendous environmental impact with their reforestation projects.” The post Meet Niterra North America appeared first on Counterman Magazine. View the full article

When you fix cars for a long time, you hear some crazy stuff – like putting cornmeal in the radiator to stop a leak. It’s true. That used to be one of the “backyard” remedies floating around. I hate to earn the “Captain Obvious” nickname, but I’m willing to take the chance. So just in case, before I go any further, let me be clear: Do NOT do that. Another old falsity that used to float around was that if your thermostat was stuck, causing engine overheating, all you had to do was simply remove it. In an emergency, this would at least get you home, but again, not an acceptable repair. This one, however, is at least understandable as we get into the evolution of thermostats. The majority of early automobiles utilized a cooling system known as a thermosyphon system. There was no thermostat or water pump. The hot coolant would rise upward through the engine, out through the upper radiator hose and into the upper radiator tank. Water becomes denser as it cools, and as it did, it would fall downward through the radiator, into the lower tank and then back into the engine. This type of system worked fairly well for the time, but heavy use often caused overheating, and the use of a thermostat and water pump was a necessary advancement as cars got heavier and more powerful. Bellows-Style Thermostats Leaving out a few obscure short-lived designs, early thermostats utilized a bellows system (see Figure 1). Inside the bellows was a liquid that, when heated, would change into a gas. As the liquid boiled and changed to gas, the bellows would expand, opening the valve to allow coolant to flow. These were susceptible to failure, and they also were affected by pressure changes. This was not a problem early on, because early cooling systems were not pressurized. Once we began to utilize pressurized cooling systems, the pressure built in the system sometimes would force these shut and cause overheating. Figure 1 The solution was the wax-style of thermostat (see Figure 2) in which the wax changed from a solid state to a liquid, eliminating the pressure effect on the previous liquid-to-gas style. A piston in the wax pushed a rod that opened the valve. A spring was utilized to force the valve shut as the wax cooled and returned to a solid. This style of thermostat became the standard thermostat of the time, and by the 1960s was the primary thermostat in use for new cars, as well as direct replacement for any that still had a bellows-style. Figure 2 Double-Valve Thermostats While this overall design stood the test of time, there was one evolutionary change to it with the double-valve thermostat (see Figure 3). The double-valve thermostat, in conjunction with cooling system design, allowed more precise temperature control. To understand this, you first have to understand thermostat bypass. It is beneficial for coolant to flow through the engine when the thermostat is closed – to eliminate hot spots, allow the engine to warm up evenly, improve fuel vaporization and allow sufficient warm coolant to flow past the thermostat so it opens when needed. Figure 3 Although various different bypass designs were used on early thermostat-controlled systems, most American cars in the 1960s utilized an open bypass (a whole other article) along with the traditional wax thermostat in Figure 2. Fuel injection, fuel economy and reduced emissions demanded more precise temperature control, and that’s where the double-valve thermostat came into place. When the thermostat is closed, it allows all the coolant to circulate back through the engine to provide an even warm up. As the thermostat begins to open, it allows some coolant to flow to the radiator, yet some to circulate back into the engine. When the temperature rises above a certain point, the thermostat opens fully, blocking the bypass and sending all coolant to the radiator. This overall operation allows the engine to remain at a very consistent operating temperature by preventing a drastic hot/cold change each time the thermostat opens. A review of what a thermostat does is the best way to understand why they’re so important on today’s engines. By blocking coolant flow to the radiator, it allows the engine to warm up quickly, which is important for drivability, heater performance and emissions. The thermostat opens fully at a specified temperature to allow coolant to flow into the radiator. A thermostat rating is part of cooling-system design because they also must give the coolant enough time in the radiator to cool off. Installing a cooler thermostat doesn’t always mean the engine will run cooler. Even more critical as engine-management technology continues to advance, extremely precise control of engine temperature is necessary to maximize fuel economy and minimize emissions. Electronically Controlled Thermostats This need for this precision brought about the latest thermostat in the evolutionary chain: the electronically controlled thermostat (Figure 3). Fuel economy, power output and emissions all are affected by engine rpm, load and temperature, and to obtain the highest efficiency possible under all operating conditions, we must have infinite control over temperature. With the electronically controlled thermostat, the vehicle computer now has that control. Their operation is almost exactly what we’re already used to. They’re still wax-operated but designed to open at a failsafe temperature to keep the engine from overheating. The electronic part is a heater that heats the wax to cause the thermostat to open or close exactly as needed. If the electronic circuit fails, the thermostat still will open in time to prevent overheating. An electronic thermostat requires a scan tool for circuit monitoring and control during diagnosis. Coupled with other cooling-system advancements such as electric fan control, variable-flow coolant pumps and active grille shutters, it’s safe to say modern cooling systems are dialed in. It’s a far cry from throwing the thermostat out and dumping in some cornmeal. The post Automotive Thermostats Through the Years appeared first on Counterman Magazine. View the full article