Counterman

eBay Motors announced the launch of eBay Guaranteed Fit, a program it says gives users even more confidence when buying and selling on the marketplace. Shoppers can now look for the green ‘Fits’ compatibility checkmark on select parts and accessories listings to gauge whether the part will fit their vehicle. If the part arrives and doesn’t fit as expected, eBay Motors says it will cover the cost of the return and the buyer will receive a full refund – enabling more seamless and trusted transactions for both shoppers and sellers. “People are buying and selling parts online like never before, and eBay Guaranteed Fit helps take the guesswork out of the shopping experience,” said Chris Prill, VP of eBay Motors. “Accurate fitment is critical to completing a project, from simple repairs to major modifications. With today’s launch, eBay Motors is empowering shoppers to browse and buy the millions of parts and accessories on the marketplace with that crucial added assurance.” The launch of eBay Guaranteed Fit is the latest advancement designed to help people shop the marketplace with confidence and ease, including Authenticity Guarantee for sneakers, handbags, jewelry and trading cards, and the expansion of condition grading for eBay Refurbished, according to the company. eBay Guaranteed Fit is an additional protection under the eBay Money Back Guarantee, and covers most new and pre-owned items in the Parts & Accessories category with more to be added in the coming months. How It Works, according to eBay: Input vehicle details – Shoppers enter their vehicle year, make, model, trim and engine information into Finder, or select the vehicle saved in My Garage to search for new and used parts. Discover parts that fit – eBay Motors verifies that the vehicle details match the part compatibility information within the listing. When there is a match, fit is confirmed with a green ‘Fits’ checkmark on the listing. Purchase an eligible part or accessory – When shoppers purchase an eligible part or accessory, they can be sure it will fit their vehicle. Some exclusions apply, including tires and wheels. Access purchase protections – If the part or accessory does not fit the buyer’s vehicle upon arrival, they can return it for free within 30 days for a full refund. The post eBay Launches ‘Guaranteed Fit’ Purchase Protection Program appeared first on Counterman Magazine. View the full article

Centric Parts has expanded its line of brake components by adding 27 new friction part numbers that cover more than 10 million vehicles in operation (VIO). New Posi-Quiet and Centric Premium brake-pad coverage is available for late-model domestic- and foreign-nameplate passenger cars, pickups and luxury vehicle models, including Buick, Cadillac, Chevrolet, Ford, GMC, Hyundai, Jeep, Mazda, Mercedes-Benz, Mitsubishi, Nissan and Toyota. In addition, Fleet Performance and Tactical coverage has been added for Chevrolet, Ford, GMC and Lincoln. “The latest coverage further builds upon our commitment of providing top-quality replacement brake-pad sets that professional service providers can continually depend on to help grow their brake businesses,” said Greg Vyletel, executive director, brake engineering and product management, First Brands Group. “Centric’s reputation of providing brake-system components that deliver proper fit, superior performance and long life is the result of years of hard work from an expert team of engineers and scientists, and a first-class manufacturing process.” The complete family of Centric brake products include disc pads and shoes, drums and rotors, master cylinders, wheel cylinders, calipers, hubs, hoses and hardware. New-part numbers and their applications can be downloaded in a PDF format by visiting the Centric website. The post Centric Parts Expands Friction Coverage appeared first on Counterman Magazine. View the full article

In our cover story for the January issue of AMN/Counterman, we asked distribution leaders to reflect on the successes and challenges of 2022 and share some of their insights for the industry in 2023. Here’s our Q&A with Steve Tucker, president of Automotive Parts Associates (APA). AMN/CM: What did your organization accomplish in 2022 that you are most proud of? ST: I am so proud of our team here at APA/TruStar headquarters as well as our shareholders and members. The acquisition of TruStar at the beginning of 2022 not only significantly increased our membership but also opened the door to access additional product categories for all APA/TruStar distributors and increased our footprint to better access national account opportunities. Probably just as big for us is the increase in investments we have made in technology. Providing our distributors with easy access to data that is tailored to their market area is absolutely key in being able to structure inventories to best serve our customers. The adoption rate of these new tools has exceeded my expectation, and I know this will continue to be a big part of the services we provide. Finally, we have grown APA by recruiting distributors who may have not currently been part of a group and see the value of joining APA, and also by recognizing the opportunities bringing those members into APA provides to not only recruit but to our existing shareholders. Bringing non-direct purchases back into the group makes us all stronger not only for the group itself, but it also makes us more valuable to our supplier partners as well. Life is good here at APA! AMN/CM: How can the independent aftermarket parts and service segments best prepare to repair the car of tomorrow as ADAS, EVs and other technologies become more prominent? ST: This has become a “go-to” topic just about any time we gather. Aside from getting better access to the information we need to effectively make repairs, I just don’t see a major problem. The amount of parts and repairs actually involving the current internal combustion powerplant in today’s vehicle is minimal compared to repairs being performed on the remainder of the vehicle systems. The chassis and braking systems on EVs and ICE vehicles are very similar, and parts availability for EVs is rapidly improving, so I am quite optimistic we will be able to adequately service these vehicles just as we do with today’s ICE-powered platforms. The other technologies such as ADAS, LiDAR, etc., are being repaired to some degree today and as vehicles with those technologies become an even bigger piece of the car parc, I believe our customers will embrace the repair opportunities just as they have with other new technologies. One can argue that repair frequency for EVs and emerging technologies will be less than what we currently see. However, I think the types of repairs will be more “high-tech,” and as such the repair dollars associated with the change should improve in both parts and labor segments. As an industry, we need to remain agile. We must be prepared to support EVs and vehicles that are dependent on ADAS, while at the same time providing parts and service to older vehicles. Our professional customers should be able to rely on us to keep them abreast of trends, tools and the training necessary as they continue to service a wide range of vehicles. We’ll be making this a top priority, especially as the electrification and ADAS categories continue to become major growth contributors. I would also mention this increases the importance of Right to Repair for our industry. As systems become more complex, we need to ensure that professional shops have access to critical data that helps repair vehicles. We will continue to advocate for Right to Repair with industry partners. AMN/CM: What do you feel is the greatest threat facing the automotive aftermarket right now? ST: I strongly believe that threats are just opportunities you haven’t yet mastered. Getting access to information from the OEMs that will allow our technician customers to keep doing what they do is one of the biggest threat/opportunities we face today in my opinion. Another major issue is not peculiar to our industry and that is one of finding and retaining employees. From the repair facility through the distribution chain and to our supplier partners we are all facing the same challenges on this issue. For a lot of us this industry has been more of a lifestyle than just a career, and we need to pass this passion on to those standard bearers of the future. The post APA’s Steve Tucker: ‘Threats Are Just Opportunities’ appeared first on Counterman Magazine. View the full article

MEYLE recently launched the MEYLE HD control arm for the Tesla Model 3 and Model Y. The new control arm is made of high-strength forged aluminum, and features a redesigned ball joint, larger-diameter ball stud and redeveloped bushings. As a result, the optimized and reinforced MEYLE HD control arm is specially designed to handle the high stresses of the heavy and powerful Tesla vehicles, according to the company. Backed by a four-year guarantee, the control arm is designed to last longer, provide extended driving safety and deliver “a more fun driving experience.” “You might remember – there was a lot of frustration in the global Tesla community a while ago,” the company said. “Drivers were reporting a great deal of squeaking and rattling coming from the premium manufacturer’s models. “Our engineers at MEYLE were on the case right away and identified the Tesla control arm as the source of this nuisance. As always, they analyzed it and put it through an extensive multistage re-engineering process: the MEYLE HD principle. As a result, they developed a completely new technical solution that is now manufactured in our own production facilities.” The post MEYLE Launches Control Arm for Tesla Models 3 and Y appeared first on Counterman Magazine. View the full article

In our cover story for the January issue of AMN/Counterman, we asked distribution leaders to reflect on the successes and challenges of 2022 and share some of their insights for the industry in 2023. Here’s our Q&A with JC Washbish, vice president of sales and marketing for the Aftermarket Auto Parts Alliance. AMN/CM: What did your organization accomplish in 2022 that you are most proud of? JW: For the third time, Auto Value and Bumper to Bumper held their national convention in Las Vegas during the AAPEX show. The 2022 Aftermarket Jackpot: High Stakes edition was the grandest convention yet! With over 2,000 industry professionals representing the entire distribution channel, the entire event was a success. A major highlight of Jackpot was the Auto Value and Bumper to Bumper Technician of the Year program. The program began in Dearborn, Michigan, in July when the Alliance and our friends from DRiV and Garage Gurus hosted 11 Technician Finalists for the Annual Tech of the Year finalist event. Each finalist advanced to Las Vegas where the winner, Ross Colket, was revealed on stage amid much pomp and circumstance. The Alliance would like to thank our wonderful channel partners who supported Jackpot. The focus of the convention was the AAPEX show and visiting channel partner booths. The Alliance channel partners were ready to engage and interact with the Jackpot attendees. From world-class training efforts to celebrity meet-and-greets, to unbelievable giveaways and prizes, the two full days on the AAPEX show floor were fast-paced and action-packed. AMN/CM: How is the ongoing Right to Repair issue impacting your business? JW: The Right to Repair issue is here, right now, in our faces. We need to engage our elected officials and bring awareness to the needs of all motorists. We deserve the right to accessible, equitable and professional motor vehicle repairs. Our friends at the Auto Care Association are doing much of the heavy lifting on this issue. They have made it easy for us, as constituents, to influence Washington. We urge everyone to take a moment and let your position be known by visiting https://www.autocareadvocacy.org/take-action-tell-congress-support-right-to-repair/ today and demand that Congress take action! AMN/CM: What do you feel is the greatest opportunity facing the automotive aftermarket right now? JW: The consolidation of the traditional aftermarket is the greatest opportunity for our industry right now. Traditional shop owners, national service chains, DIYers and suppliers all will benefit from the opportunity to work with a united traditional aftermarket. The Alliance and Federated Auto Parts Inc. announced a strategic collaboration to combine certain activities and resources to reduce costs and improve service and efficiency to their respective members. This joint venture, The Federated Alliance, became effective on Jan. 1, 2023. The collaboration provides a framework for sharing benefits and costs in several administrative and support areas and includes shared ownership in The Automotive Parts Services Group. This collaboration will also allow the Alliance to partner with Federated and APSG in a number of important areas, providing enhanced value and opportunities for all Alliance shareholders while maintaining unique marketing identities and focusing on local markets and the needs of professional service providers. The Alliance continues to be dedicated to shareholder member success. This joint venture will support those initiatives by reducing costs and strengthening the Alliance’s ability to focus on customers and their needs. 2023 will prove to be an exciting and successful year. The post Q&A with The Alliance’s JC Washbish appeared first on Counterman Magazine. View the full article

In our cover story for the January issue of AMN/Counterman, we asked distribution leaders to reflect on the successes and challenges of 2022 and share some of their insights for the industry in 2023. Here’s our Q&A with Lauren Beaulieu, vice president professional marketing for Advance Auto Parts, Carquest and Worldpac. AMN/CM: What did your organization accomplish in 2022 that you are most proud of? LB: I’m especially proud of how our team has empowered professional customers through new programs and offerings. We’ve expanded on the benefits that come with being a member of TechNet Nation, which now includes more than 15,000 shops. Our teams have continued to partner with TechNet-affiliated shops to determine elements of the program that best support their businesses. This includes marketing solutions, such as our Impressions branding program launched last year. Shops can connect with our design team to enhance the appearance of their shop, which can increase traffic and provide a more welcoming environment for their customers. As we consulted with TechNet shops, we learned that while their car count was increasing, owners found it challenging to identify strong technicians and service writers to support their growing business. That led us to create TechNetAutoJobs.com, which connects shops with talented technicians and other automotive professionals. Worldpac’s Supplier & Training Expo was also an incredible accomplishment. Nearly 2,000 attendees joined us in Orlando for more than 250 training courses on diagnostics and shop management, plus EV, hybrid and ADAS technologies. We were also able expand our offering of classes taught in Spanish. Many shop owners even closed their businesses for several days to attend, which is a testament to the quality of the business and technical training from our Worldpac Training Institute and Carquest Technical Institute trainers. We’re already ramping up our plans to launch registration for STX 2024 in Nashville! AMN/CM: How can the independent aftermarket parts and service segments best prepare to repair the car of tomorrow as ADAS, EVs and other technologies become more prominent? LB: We can best prepare by continued collaboration. We’ve prioritized keeping customers in the loop on industry trends and insights while providing them with quality training through CTI+WTI to support EVs, hybrids and vehicles with ADAS technologies. In turn, some of our training derives from input received directly from TechNet shop owners. They’re telling us what they are seeing in the field, and that’s helping us develop training curriculum. Training is essential, especially as these newer vehicles become a larger part of the car parc. Shops that support the training and development of their teams are building a culture that attracts and retains quality team members, so their knowledge about repairing these complex vehicles continues to grow. We also need to be prepared with parts that cater to EVs and hybrids. One example is our DieHard EV battery that launched last year. This 12-volt battery is designed for EVs and hybrids, and will become an important replacement part as these vehicles continue to age. AMN/CM: What do you feel is the greatest opportunity facing the automotive aftermarket right now? LB: There are a lot of positives within our industry, but we feel there is opportunity in creating a sense of balance between the needs of today and tomorrow, specifically for the shop owner. There are more demands than ever on today’s shop owner. You’re concerned about serving your customers quickly, hiring and training your technicians, parts availability and even promoting your shop to new customers. You need full confidence in your staff, the parts you’re using and that your parts supplier will deliver the right part at the right time. That reliability and trust is critical to the success and growth of your business. We want to be there for our professional customers, providing all-encompassing business and marketing solutions, industry-leading training and quality parts to help them conquer today while preparing for tomorrow. The post Q&A with Advance Auto Parts Exec Lauren Beaulieu appeared first on Counterman Magazine. View the full article

MAHLE Motorsport announced four new performance cast PowerPak piston sets for the 6-liter and 6.4-liter Ford Powerstroke. Developed in direct response to consumer demand for diesel motorsports competition, the new 6-liter pistons are based on the 2004+ design, and the 6.4-liter pistons are based on the MaxxForce design that provides maximum strength and superior durability, according to the company. “All four sets offer incredible versatility, allowing a daily driver to become a weekend warrior for drag, dyno or pulling competitions,” the company added. The castings retain the OEM steel top ring insert for the longevity of the top ring groove and are engineered with fully radiused valve pockets to reduce stress and fatigue cracking. Also, a lower compression ratio (.5 to 1.5 points) allows more flexibility for high-output tuning. They’re designed with performance bowls that reduce erosion issues caused by high pressure, long duration and advanced injection timing, and available with 0.100-inch-deep intake and exhaust valve pockets that work with many performance aftermarket camshafts. The 6-liter PowerPak set is cast from MAHLE’s proprietary M124 alloy and the 6.4-liter Powerstroke set is cast from M142 alloy. Both are designed for a 4.134 stroke and 6.929 rod. The CR is calculated with 0.0008-inch piston protrusion above deck and 0.059-inch head-gasket thickness. As with all PowerPak piston sets, the pistons are treated with MAHLE’s proprietary GRAFAL skirt coating for reduced drag and increased scuff resistance. Heavy-duty DLC-coated tool steel wrist pins, clips and a high-performance ring set rounds out the PowerPak. “Diesel motorsports is all the rage from NHRDA, ODSS to Ultimate Callout Challenge,” MAHLE Motorsport Program Manager, Joe Maylish said. “We’re excited to announce that MAHLE Motorsport is coming in strong for 2023 with new diesel piston sets in time for this year’s race season. So, if you are a seasoned competitor needing an edge or just thinking about competing this year, our new Powerstroke kits are designed to give you the edge on the weekends and improve performance throughout the week.” For more information about MAHLE Motorsport’s full line of Ford Powerstroke cast PowerPak Piston sets, visit the MAHLE website, view this video or call MAHLE Motorsport toll-free at 888-255-1942. The post MAHLE Motorsport Introduces New PowerPak Piston Sets appeared first on Counterman Magazine. View the full article

MEMA, the Vehicle Suppliers Association, has promoted Liz Goad to executive director of events. In her new role, Goad manages and executes all events for MEMA and its two membership groups: MEMA Aftermarket Suppliers and MEMA Original Equipment Suppliers. Most recently, Goad was senior director of events & meetings for MEMA’s light-vehicle aftermarket division. “MEMA’s events are critical platforms for industry dialogue as they bring timely and relevant insights to help members better understand the changing landscape, and engage with each other and industry thought leaders,” MEMA President and CEO Bill Long said. “Liz has the talent and expertise to ensure MEMA events are delivered efficiently and effectively, and valued by our members. MEMA hosts more than 150 events and meetings each year, both in-person and virtually. MEMA, the Vehicle Suppliers Association, is the leading trade association in North America for motor vehicle and mobility suppliers, parts manufacturers and remanufacturers. It has been the voice of the automotive and commercial-vehicle supplier industry since 1904. Goad has been with the organization for more than 10 years. During her tenure, she has supported MEMA’s Overseas Automotive Council, provided leadership to MEMA’s Aftermarket Technology Council and represented MEMA in planning AAPEX, among other responsibilities. “This is an exciting chapter in MEMA’s history,” said Goad. “I’m honored to be able to use what I’ve learned within the aftermarket division and transfer that to the broader organization.” Before joining MEMA, Goad spent several years in marketing and design for various companies. She has a bachelor of arts in visual communications. The post MEMA Names Liz Goad Executive Director of Events appeared first on Counterman Magazine. View the full article

Fisher Auto Parts has acquired Market Street Auto Parts in Jonestown, Pennsylvania, the company announced. Market Street Auto Parts has been serving North Lebanon County in Pennsylvania for more than 16 years. Market Street is a supplier to the professional installer, and maintains a steady retail and do-it-yourself customer base. Quality parts, prompt delivery, competitive pricing and experienced counter personnel have helped make Market Street Auto Parts very successful in the area. As part of the transition, Keister will remain with Fisher Auto Parts in a customer service role, while Market Street Vice President Joe Kneasel will handle store management and Secretary-Treasurer George F. Maren will serve in an advisory role. Geoffrey Shifflett, area vice president of Fisher Auto Parts, and Mark Keister, president of Market Street Auto Parts, made the announcement. “With Fisher’s strong inventory network and Market Street’s 45 years of experience, we should become the powerhouse of Northern Lebanon County,” Maren said. Fisher Auto Parts is the founding member of Federated Auto Parts Distributors and now has approximately 500 company-owned locations plus more than 100 independent jobbers in 18 states. The post Fisher Auto Parts Acquires Market Street Auto Parts appeared first on Counterman Magazine. View the full article

The University of the Aftermarket Foundation (UAF) reminds students that March 31 is the deadline to submit applications on their Aftermarket Scholarship Central websites at AutomotiveScholarships.com and HeavyDutyScholarships.com. Interested parties can text their name and email address to 720-903-2206 to receive information, reminders and updates about the University of the Aftermarket Foundation scholarship program. Hundreds of scholarships, including scholarships for engineering, finance and IT/cybersecurity fields of study, will be awarded for the 2023-2024 academic year to students enrolled in four-year and two-year colleges as well as ASE/NATEF-certified automotive, collision and heavy-duty/diesel post-secondary programs. In 2022, 461 scholarships totaling $731,350 were awarded. The foundation’s AutomotiveScholarshps.com and HeavyDutyScholarships.com websites are streamlined, mobile-ready portals with easy navigation and a simplified online application process for students interested in careers in the motor vehicle aftermarket. By completing a single application online, students will be considered for multiple scholarships for which they are eligible. The websites allow applicants to view the details of all scholarships available and continue to update their application until the March 31 deadline. “We encourage everyone, including aftermarket industry organizations and individuals, to share the websites and March 31 deadline with their friends, family and colleagues so interested students are aware and have plenty of time to apply,” said Mike Buzzard, chairman of the University of the Aftermarket Foundation scholarship committee. A complete list of scholarships offered by UAF and affiliated industry organizations is featured on the websites with links to information outlining each organization’s scholarship details, eligibility requirements and awards. To be considered for as many scholarships as possible, UAF urges applicants to read the individual pages thoroughly to ensure they include the proper information required by each organization on their application. To learn about the University of the Aftermarket Foundation, visit UofA-Foundation.org. The post Apply for Automotive, Heavy-Duty Scholarships by March 31 appeared first on Counterman Magazine. View the full article

NGK Spark Plugs (U.S.A.) and Autel U.S. have again joined forces to create diagnostic webinar sessions. The sessions, to be initially released through Autel’s live webinar series, were created over three days of recording at NGK’s Technical Center at its U.S. headquarters in Wixom, Michigan. The series consists of six 60-minute webinars that dig deep into system diagnostics of domestic and import vehicle makes using the MaxiSYS Ultra tool to scan, scope and test various components, including NGK ignition and NTK sensor products. The webinars are hosted by Philip Austin, manager of technical training for NGK, and Mike Flink, director of sales and training for Autel. “We are excited to continue our collaborative partnership with Autel and host them in our facility to create these webinars,” said Kirt Denman, NGK aftermarket director. ”Partnering to create content leveraging both companies’ technical expertise expands our reach, helping technicians to diagnose and troubleshoot repairs properly. “We are grateful for the opportunity to once again team up with NGK to create such valuable webinar content for professional technicians,” said Mike Flink, director of sales and training Autel. “NGK/NTK products, Autel diagnostic software, and tablets complement each other and offer the technician a comprehensive, quality, efficient repair solution. In addition, these webinars offer a fantastic opportunity to spread the word about our products and provide technicians with meaningful instruction and advice.” When the programs live stream, all sessions will include a live Q&A. These webinars will then be uploaded to NGK’s on-demand technical training portal, which is accessible through The Shop Squad. For further details about Shop Squad, visit shopsquadonline.com. Use group code Autel to join to receive digital invitations to each webinar. The post NGK/NTK, Autel to Present Diagnostic Webinar Sessions appeared first on Counterman Magazine. View the full article

DRiV, the aftermarket division of Tenneco, announced plans to increase coverage across its portfolio. During 2023, DRiV intends to introduce more than 1,400 new part numbers that will provide millions of additional repair opportunities across six of its leading brands, including Wagner, Rancho, Fel-Pro, Monroe, Moog and Walker, the company said. “For all our brands, our product engineers are constantly looking to develop, test, and implement new products to provide all our customers with the best options for their shops and repair bays,” said Bruce Ronning, senior vice president, sales and commercial operations and Americas Aftermarket, DRiV. “Through a rapid expansion of these product offerings, our goal is to lead the industry with the most comprehensive coverage across our brands so that shop owners and technicians will have a better selection of parts to provide to their own customers for a complete service repair – all backed by DRiV quality and consistency.” For more information, visit the DRiV website. The post DRiV Expands Product Coverage Across Brand Portfolio appeared first on Counterman Magazine. View the full article

MEMA Aftermarket Suppliers and Epicor announced an application deadline extension for the 2023 Channel Excellence Award. The award was established in 2019 to celebrate innovation and collaboration between suppliers and channel partners that drive aftermarket growth. The new deadline is Feb. 8. The selection committee includes well-known leaders, analysts and educators from the aftermarket who will review applications and select the winner. Committee members represent all major levels of the aftermarket including repair shops, distributors and suppliers to ensure a broad perspective. The 2023 Channel Excellence Award winners will be announced during the Vision Conference on April 12 in Chicago. The 2023 MEMA Aftermarket Suppliers Channel Excellence Award selection committee includes: Chris Gardner, MEMA Aftermarket Rick Guirlinger, Schwartz Advisors Tim Hardin, Epicor Tony Molla, TM Consulting John Passante, The Organizational Development Group Joe Pomaranski, Pomaranski Consulting The 2022 Channel Excellence Award winners were NGK AutoZone which, together, shared market research and applied point-of-sale data and other information to develop an oxygen-sensor program that grows market share, reduces inventory requirements, and lays the foundation for future shifts in market demand. The application and additional information on the Channel Excellence Award can be found by clicking here. The post Deadline Extended for Channel Excellence Award appeared first on Counterman Magazine. View the full article

The very first automobiles needed a way to transmit power to the wheels. Early methods of accomplishing this were comprised of exposed belts and pulleys, effectively creating a single-speed transmission. There were many different variations, but to get both acceleration and speed, more than one gear was needed. It wasn’t long before multiple-gear setups were invented. The next step was enclosing multiple gears in a sealed case, which effectively became the first true manual transmission in the context we think of them today. These first units were non-synchronized, meaning when you shifted gears, you had to match the speed of the input, or driven gear, to the speed of the output gear. Since the speed of the input gear was directly related to the speed of the engine, you did this by adjusting the throttle to attain the matching speed and shifting the gears at just the right moment. Shifting was no picnic, and often a noisy and difficult process. The affect that different-sized gears have on acceleration and speed is easy to understand (think different-size sprockets on a bicycle), making this type of manual transmission a natural first step of evolution. Surprisingly, one of the lowest rungs on the evolutionary ladder is the planetary gearset, which is normally associated with an automatic transmission (a much later invention) instead of a manual. I think it’s always fun to look at planetary gearsets, and in this case, it also makes evolution a much more interesting topic, since they play such an integral part. The planetary gearset was somewhat of an engineering marvel. It’s a set of gears (see Figure 1) whose name only makes sense when you see what they look like. The fascinating part about a planetary gearset is its ability to provide different gear ratios as well as reversing direction based upon the specific components that are held or driven. Note that the planet gears are mounted and rotate on pins that are affixed to the planet carrier. Figure 2 shows the action of the gearset in a neutral position. The sun gear is the input for the gearset. As the sun gear rotates, it transfers motion into the planet gears. As the planet gears rotate on their pins, they in turn transfer motion into the ring gear. The input is from the sun gear, but since the ring gear isn’t engaged to anything for this position, there is no output. Figure 3 shows the action of the gearset in low gear. The ring gear is held stationary, and the sun gear is the input. Power transfers from the sun gear into the planet gears. The planet gears rotate on their pins, but since the ring gear is held, the planet gears are forced to “walk” around the ring gear, which causes the planet carrier to turn. The planet carrier is utilized as the output. Figure 4 shows the action of the gearset in high gear. The ring gear is the input, and the sun gear is held. The ring gear transfers motion into the planet gears, which rotate on their pins. Since the sun gear is held, the planet gears are forced to “walk” around the sun gear, which causes the planet carrier to turn. The planet carrier is the output, but at a higher speed than in Figure 3. Figure 5 shows the action of the gearset in reverse. The sun gear is the input, and the planet carrier is held. The planet gears rotate on their pins, and motion is transferred from the sun gear to the planet gears, then to the ring gear. The ring gear is the output. The key to making a planetary gearset work is the ability to hold and drive different components of it at different times. And in order to expand the capabilities of different gear ratios, multiple gearsets can be used together, referred to as compound planetary gearsets. I think you might see where we’re going, but first let’s get back to evolution. If Only It Was That Easy The easiest thing to say would be: The manual transmission was first and the automatic came second. End of article. Well, that’s true … sort of. The earliest “transmissions” were a way of transmitting power from the engine to the wheels. Then came the first non-synchronized multiple-gear manual transmissions. But shifting was a chore, and thanks to the planetary gearset, there was another style of transmission to join the game. This new transmission utilized the advantages of a planetary gearset for multiple forward speeds, neutral and reverse. And it utilized “brake bands” for holding the various members of the gearset to obtain the desired output. Planetary gearsets and brake bands, again, are almost always immediately associated with automatic transmissions, but this was a manual transmission. It was shifted through the use of levers and pedals, and proficiency took practice, but gone was the grinding and fighting associated with an unsynchronized gear-type of manual. Though not the first to utilize the design, the first mass-produced automobile to use this type of transmission was, well, the first mass-produced automobile: the Ford Model T. It was very successful for many years, but certain design aspects such as the band linings being made of cotton or wood weren’t destined for the future. By the time the Model T was ready to step down in 1927, the “traditional” manual transmission with gears lined up along the mainshaft and coupled to an input through a countershaft had become the “standard” type of transmission in almost every automobile. Most of them were still unsynchronized at this point, but gear and shifter design as well as throttle control had improved considerably, making them much easier to shift, and then came a huge evolutionary leap with the development of the synchromesh manual transmission in the late 1920s. These transmissions utilized a synchronizer between second and third gears (most transmissions of the time had only three speeds) primarily to aid down shifting. With the clutch disengaged, the synchronizer was able to match the speed of the input shaft to that of the output, allowing the driver to easily shift gears with no noise or grinding. To shift into first or reverse, the car had to be stopped. Unrivaled in performance and durability, the manual transmission remained the standard for the automotive industry for many decades, and the early 1950s brought the development of the first unit with all forward gears fully synchronized. Three-speed manual transmissions were the most common, with four-speeds usually only optioned on performance-oriented cars. In the 1980s, most manual transmissions were either four or five speeds, and eventually production cars saw as high as seven-speed manual transmissions. Manual transmissions were coupled to the engine through a clutch – a purely mechanical friction device that allowed the driver to slowly engage the engine to the transmission, in order to get the vehicle moving without stalling the engine. Clutch control was achieved primarily through mechanical linkages, but eventually cables offered a more efficient alternative, and finally hydraulically controlled clutches proved to be the smoothest and easiest to operate. The Planets Finally Align Undoubtedly a cosmic event for the motoring public, by the late 1930s, technology was ready for the planetary gearset once again, and they were back for good in the first mass-production automatic transmission: the GM Hydramatic four-speed. Many automatic designs and attempts preceded it, but this design and the use of hydraulic fluid not only proved successful and dependable, but also set the bar for the future of automatic transmissions. Compound planetary gearsets were controlled by brake bands and clutch packs to control the automatic shifting and gear ratios, and a fluid coupling was the more notable aspect that eliminated the need for a clutch and made driving easier. A fluid coupling utilizes an impeller and turbine housed together in a sealed unit. Fluid is pumped into it and as it spins, the impeller (fixed to the engine) throws the liquid into the blades of the turbine (fixed to the transmission input), causing them to rotate. To visualize this, picture what happens when you spray a direct stream of water onto a fan blade: It rotates. A fluid coupling provides the ability to transfer the power from the engine into the transmission, yet at low speeds it will slip, allowing the vehicle to be stopped and remain in gear without stalling the engine. As the automatic transmission itself evolved, the standard fluid coupling was replaced by the torque converter. The difference and advantage of a torque converter is that it has an additional component installed – the stator – which redirects the flow of the fluid exiting the turbine into the direction that the impeller is already spinning, effectively increasing the torque that’s transferred into the transmission. Cruising Along OK, so now the automobile is cruising right along through the decades of the 20th century with manual transmissions being “standard” equipment and automatic transmissions always an additional cost option. All of a sudden, we have emissions and fuel-economy regulations, and we have to start squeezing efficiency out of every inch of an automobile. Torque converters don’t initially have the ability for a direct coupling, so there’s an efficiency loss in their operation. “Lock-up” converters are developed to physically connect the impeller and turbine above a certain speed, eliminating any loss. Computers and electronics hone automatic transmission shifting and efficiency into an art form, and now we’ll see as many as eight speeds. The automatic transmission has become so popular, efficient and dependable that manual transmissions have almost completely disappeared from availability on new cars. The automatic transmission is now the new “standard.” Continuing Evolution A continuously variable transmission (CVT) is one that operates exactly as the name would indicate and is able to provide changing gear ratios in a smooth, continuous operation. Gaining popularity in the auto industry in the 1990s, CVTs actually have been around longer than the automobile in multiple different industries, and used by many early automakers as well. But they didn’t see popular widespread use in this industry until the 1990s. There are multiple different designs, from pulleys and belts/chains to discs and rollers. The basic idea of operation is the relationship of conical-shaped pulleys and the point at which they drive or are driven. CVTs have the advantage of smooth operation, and their ability to constantly adjust gear ratios allows them to keep engine rpm lower during operation, which adds to fuel economy. They are traditionally less expensive to manufacture because they have fewer components than an automatic transmission. The Automatic Manual Direct-shift gearboxes (DSG) also are referred to as dual-clutch transmissions (DCT) and often mistakenly called automatic transmissions by vehicle owners and salespeople alike. A DSG internally is a manual transmission with gears and synchronizers that we’ve been familiar with for years. The difference, however, is that they have two clutches and two input shafts – one set for odd-numbered gears, one for even-numbered gears. Clutch and internal gear changing is generally controlled by servos (there’s no clutch pedal or traditional linkage-style of shifter), which in turn are commanded to operate through the logic of an electronic control unit that responds to inputs from a slew of sensors and switches. When driving in one gear, the transmission already has shifted into the next gear, but the clutch for that corresponding mainshaft is disengaged. At the point when shifting occurs, that clutch engages as the other simultaneously disengages, and the process continues in this manner. The advantage of this type of transmission is that it can shift much quicker than any other transmission, and they provide better fuel economy by eliminating any slippage or lag time associated with an automatic. They also are extremely popular for performance and racing due to their quick, precise shifting, which means quicker acceleration and no driver error. Shifting can be controlled by a driver in manual mode, or the vehicle can simply be placed in automatic mode. When these transmissions first came out, they were frequently misrepresented as automatic transmissions, because with no clutch pedal and a shifter that looked like a traditional automatic shifter, it was easy not to know the difference. There are some characteristics such as the feel of a downshift that tell you it’s a manual transmission, and as a technician, I spent a lot of time explaining that nothing was wrong with somebody’s “automatic” transmission, and it felt the way it did because it wasn’t really an automatic. Oddballs Over the years, there have been a few oddball transmission concepts in the evolutionary chain. For example, a lesser-known model was Volkswagen’s AutoStick, which was available from 1969 to 1976. It was a manual transmission with a vacuum-operated clutch servo that disengaged the clutch when a hand was placed on the shifter. It also had a torque converter installed, so even with the clutch engaged, the engine would idle in gear. And here’s another one: From 1984 to 1988, the Chevrolet Corvette featured a 4+3 manual transmission, which was a basic four-speed manual with an overdrive unit on the end. When driving the car in second, third or fourth gears, if you let off the gas, it would automatically engage the overdrive in the interest of saving gas. My own personal thought: It was just weird, and a little annoying. Nicknames Over the years, many transmissions have earned nicknames, lovingly or otherwise. Manual transmissions were referred to by the number of gears they had. For example, some called a three- or four-speed “three- or four-gear” transmissions. They also were often simply called “standards,” because they were the standard for many years. They’re also commonly called “stick shifts,” and in the early days, often referred to as “crash boxes” due to the noise they made shifting because of the non-synchronized gears. Specific models like the Muncie M-22 with straight-cut gears earned the name “rock crusher” because of the loud noise from the gears. Today, manual transmissions have become so uncommon that fewer people learn to drive them, and they’re often referred to as a “millennial anti-theft device.” Automatics didn’t get as many names, but the most common was “slushbox,” due to their characteristics of slow shifting, which today’s technology has eliminated. Regardless of the number of speeds, if you had an automatic, you still just had an automatic. I hate to say it, but in many ways, this is only scratching the surface of transmission evolution. Probably the most important factor in all of it is that transmission fluid has evolved right alongside, and it’s more critical than ever to only use the correct fluid that’s specified for each and every transmission, regardless of what it is. The post The Evolution of Transmissions appeared first on Counterman Magazine. View the full article

GB Remanufacturing announced that it donated more than $45,000 to local and national organizations in 2022. The organizations include Memorial Medical Center Foundation, St. Jude Children’s Research Hospital, Pathways to Independence, WACOSA, Building Homes for Heroes and the University of the Aftermarket. “GB Reman is proud to support these organizations, and looks forward to another charitable year in 2023,” the company said in a news release. To learn more about each organization, click on the links below. Memorial Medical Center Foundation St. Jude Children’s Research Hospital Pediatric Cancer Research Foundation Building Homes for Heroes Marine Toys for Tots Foundation Pathways to Independence University of the Aftermarket​ WACOSA Founded in 1986, Long Beach, California-based GB Remanufacturing provides remanufactured OEM gasoline and diesel fuel injectors, injector components and diesel electronics to the automotive aftermarket. The post GB Remanufacturing Donates $45,000 to Charitable Organizations appeared first on Counterman Magazine. View the full article

Photo caption, from left: Bill Geyer Jr., Bill Geyer and Tom Geyer of Motive Parts of Homestead. 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 December/January contest is the Volkswagen Jetta. The winner is Bill Geyer, owner of Motive Parts of Homestead in Homestead, Pennsylvania. Now, let’s get to know the “Guess the Car” champion. CM: How long have you been working in the auto parts business? BG: Since 1975. I swept the floors and stocked the shelves for my father. We’ve been in this location since 1971. It started down the street in ’58. I’ll tell you a funny story. Back in 1994, my father, Richard, was a $5,000 grand-prize winner in the “Cash for Countermen” Sweepstakes. He shared it with my brother Tom and I. The plaque is still on the wall. Editor’s note: The former “Cash for Countermen” Sweepstakes challenged readers to answer a series of questions about advertisers in the magazine. Richard Geyer, the 1993 grand-prize winner, was featured in the March 1994 edition. CM: What do you like most about your job? BG: I like the change in the technology that has happened, and I’m pleased that I was a part of it, and I took my business to it. I also enjoy teaching my son about the business. CM: What’s the coolest car you’ve ever owned or worked on? BG: My 1973 Jeep Commando. CM: Do you have any interesting hobbies? What do you do for fun? BG: I played ice hockey for 50 years. I started when I was 15 – I’m 65 now – and I just retired last year. I’m in two bowling leagues.I go camping and fishing with my grandkids. I have eight grandkids. CM: Are you a big Penguins fan? BG: Oh yes. I had season tickets before Mario showed up. I still have season tickets to this day. CM: What’s your dream car? BG: I just bought an ’02 Jeep Wrangler Sierra with manual transmission. I’m teaching all my grandkids how to drive a stick. The post Meet the ‘Guess the Car’ Champ: Bill Geyer appeared first on Counterman Magazine. View the full article

Filters trap contaminants and protect vital components downstream. Replacing filters on a regular basis is one of the most important things your customers can do to prolong the life of their vehicles. Oil filters trap dirt and other particles that could lead to premature wear on the bearings, rings and other internal engine surfaces. Air filters trap dirt and debris to protect the piston rings and cylinders. Cabin air filters help to prevent dust, pollen and other odor-causing contaminants from entering the vehicle cabin. Finally, the transmission filter prevents debris from jamming control valves and hydraulic passageways, and helps to prevent premature wear inside the transmission. Fuel filters also have an important job, but they’ve grown more and more uncommon in recent years. It’s not that fuel filters have gone away. They’ve simply been phased out in favor of better filtration at the fuel-pump module inside the fuel tank (also known as the “sock”). There’s one more filter that only recently has come into the market: the battery-compartment filter. This filter can be found in many hybrid and electric vehicles on the road today. It’s responsible for filtering the air that’s flowing into the battery compartment for cooling purposes. It has a replacement interval just like any other filter. Modern Media Filters use all sorts of different media inside to trap contaminants. This may be resin-impregnated cellulose fibers, synthetic fibers (glass and polyester) or more commonly, a composite mixture of natural and synthetic fibers. The bottom line is that there’s a lot of clever engineering that goes into finding just the right balance between efficient filtering, dirt-holding capacity and overall flow. Standard air filters use pleats to trap airborne contaminants as they pass through the element. The deeper the pleats are, the more surface area the filter use to trap those contaminants. Once light is unable to pass through the air filter, it’s probably time to replace it. This method may not work well with certain filter media, so it’s still best to always follow the OE maintenance schedule for the particular application. Some customers may be interested in engine air filters that offer improved air flow and performance. This type of filter element is typically a cotton weave that’s held in place by some sort of mesh material. The weave is looser than a traditional air-filter media, allowing a greater volume of air to pass through. Since this type of media wouldn’t be able to filter out smaller particles like a standard air filter could, it’s coated with a light oil that will aid in trapping those particles. That oil coating will contain a coloring dye, and they will need to be cleaned and re-oiled periodically. I would suggest warning your customers to be careful to not over-oil the filter during that process. Selling the Right Filter When you’re selling an oil filter, consider the price point, service life and ease of installation. Extended-life oil filters are a great option for vehicles with long oil-change intervals. My 2019 VW Golf Alltrack has an interval of 12 months or 10,000 miles. It’s very important to only use oil filters that are rated to go for that long before being replaced. Some oil filters may contain a gel or wafer that slowly dissolves over time. This process releases chemicals that help to maintain oil viscosity and neutralize sludge-forming acids. Some premium spin-on oil filters utilize an internally lubricated seal. This simple addition makes a big difference when it comes time to remove the filter during the next oil change. If you’ve ever tried to remove an oil filter that felt like it had been welded into place by “the last guy,” you know why this is a big deal. Premium cabin air filters may use activated carbon to aid in trapping odors and smaller airborne contaminants. Your customer may be interested in a premium cabin air filter if they, or someone in their family, have a severe allergy, asthma, bronchitis or another respiratory concern. Some premium filters include an antimicrobial coating that helps to prevent the growth of bacteria and mold, as well as trap airborne virus aerosols. So, how small are we talking? Pollen is easy to filter, ranging from 10 to 100 microns in diameter. Mold and spores can range from 3 to 80 microns in diameter. Viruses are much smaller and can only be seen with a high-power microscope. They can range in size from .005 to .3 microns. However, it’s unlikely for viruses to “fly solo.” They’re usually carried through the air in liquid aerosol droplets, typically around 3 microns in diameter. All of these contaminants can be trapped using the right filter. The post Filters: Keeping Contaminants at Bay appeared first on Counterman Magazine. View the full article

NGK Spark Plugs (U.S.A.) Inc. announced that effective April 1, the company name will become Niterra North America Inc. Announced late last year, the name change will include a new corporate logo and identity as the organization follows a strategy to unify the global brand and promote efforts to transform the organization’s business portfolio. Accordingly, the global brand NGK Spark Plug Co. LTD will also begin operating under the English tradename Niterra Co., Ltd on April 1. “It is an exciting time in the long and storied history of NGK Spark Plug., LTD,” said Michael Schwab, president, and CEO. “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.” Niterra, a coined word, combines the Latin words Niteo, meaning shine, and Terra, meaning planet earth. The corporation chose the new name, logo and colors represented to present a broader image of its modern identity. The company will continue to use the trusted NGK and NTK brands for its spark plug and ceramic-related product portfolio. The post NGK Spark Plugs USA Announces New Company Name, Logo appeared first on Counterman Magazine. View the full article

O’Reilly Auto Parts recently named Mevotech its Supplier of the Year. “We are honored to receive this prestigious award from O’Reilly,” said Todd Hack, Mevotech’s EVP sales and marketing. “The entire Mevotech team contributed to winning this award, and we’re looking forward to continued success with the launch of more innovative precision chassis and control arms products, backed by the solid training and field support we are known for.” Toronto-based Mevotech is a leader in the engineering, design and manufacture of aftermarket control arms, chassis parts and wheel-hub assemblies. The post O’Reilly Names Mevotech Supplier of the Year appeared first on Counterman Magazine. View the full article

Raybestos has added 64 new part numbers to its braking portfolio of friction, rotors and hydraulics that cover more than 19 million vehicles in operation (VIO). New Element3 and R-Line brake pad and rotor coverage is now available for late-model domestic and foreign nameplate passenger cars, pickups and luxury vehicle models, including Acura, Buick, Cadillac, Chevrolet, Ford, Genesis, GMC, Honda, Hyundai, Jeep, Kia, Lincoln, Mercedes-Benz, Nissan, Ram, Tesla and Toyota. In addition, Element3 late-model brake hose coverage has been added for Ford, Jeep and Ram, and new classic coverage is offered for 1966-1971 Jeep, 1968-1972 Ford and 1993 Land Rover. Raybestos Specialty coverage has been expanded with Police brake pads and rotors for Cadillac, Chevrolet and GMC, Performance rotors for Ford and Tesla, and Truck rotors for Cadillac, Chevrolet, Ford, GMC, Jeep, Mack and Ram. The complete family of Raybestos brake products include disc pads and shoes, drums and rotors, master cylinders, wheel cylinders, calipers, hoses and hardware. To learn more about new part numbers and their applications, customers should contact their First Brands Group representative. “We are pleased to announce the addition of new friction, rotor and hydraulic coverage that further expands our family of quality Raybestos brake part components,” said Greg Vyletel, executive director, brake engineering and product management, First Brands Group. “Our brakes team is focused on the timely introduction of new part numbers to meet the needs of our customers and deliver top-quality brake parts that they can rely on to get the job done right, the first time.” The post Raybestos Adds New Friction, Rotor, Hydraulics Coverage appeared first on Counterman Magazine. View the full article

Whenever somebody asks me what’s new, I usually respond by saying, “Nothing really.” And that’s the same response I get when I ask the question of others. Why, I’m not sure, because there’s almost always something new. But in my case, it’s probably because it’s not exciting enough to talk about. So, when I got the question “what’s new with spark plugs?” I knew my standard answer wouldn’t fly. Then I thought: It’s a fair question. What IS new with spark plugs? They do what they do, right? Is it possible for them to change? Copper, platinum or iridium are the main choices we have, and heat ranges differ between applications. But aside from that, have they changed much at all since they were invented? The answer to that question is yes, and it makes the whole topic a little more interesting. With all the advancements the internal combustion engine has seen over the years, spark plugs are the components that always have had to bridge the gap (no pun intended) between the old and new, and advancements can be tracked throughout the entire existence of the automobile. Did you know that early spark plugs could be taken apart for cleaning, and that you could buy replacement porcelain insulators and electrodes to effectively rebuild the spark plug? And that they sealed in the cylinder head by pipe threads and the plug wires were held on by a screw? Here’s another interesting fact: Have you heard of primer plugs? In the early days of the automobile, fuel systems left a lot to be desired with the use of updraft carburetors, and it was often difficult to start a car on cold days due to the lack of fuel getting to the cylinders. Primer plugs had a small cup attached, in which you would put a few drops of gasoline, then open the valve to allow it to flow into the cylinder. The engine then would have fuel to ignite for starting. We haven’t seen plugs like that in years, and at a glance, today’s plugs look like those from 50 years ago. However, the reality is that they’ve remained in constant evolution. Copper plugs were the standard up through the 1970s, but the need for reduced emissions and leaner-running engines required a stronger spark. The advancements of electronic ignition provided this change, and spark plug technology kept pace with the introduction of platinum precious-metal plugs. Not too long after, with the introduction of distributorless ignition, the continued development of precious metals led to double-platinum and iridium plugs, as well as fine-wire iridium, allowing precise ignition control and design to maximize combustion efficiency. Now as we roll through the first part of the 21st century, engineering never slows down for the internal combustion engine, and four valves per cylinder along with direct injection are squeezing the real estate in an engine – and spark plugs have had to get smaller and smaller to fit. This also has opened additional upsell opportunities for tools because the once combination of 13/16-inch and 5/8-inch spark plug sockets that covered every vehicle made is no longer the case. Now we frequently need 9/16-inch and 14-millimeter sockets as well as 12-point variations. In the world of high performance, smaller plugs are lighter weight and provide room for larger valves, and the smaller hole in the cylinder head provides increased cylinder-head strength as well as improvements in cooling-passage design. Smaller plugs also mean smaller ceramic insulators, which in turn means engineering improvements to design these smaller insulators so they can retain their high dielectric strength. Just when you thought there couldn’t be any more advancements, a new precious metal stepped into the game: ruthenium. My first thought was whowhatenium? But I checked: It’s on the periodic table. I must not have paid enough attention in science class. The bottom line is that ruthenium is an incredibly tough and durable metal. When used as the center-electrode material in spark plugs, it offers increased durability and is more resistant to corrosion and oxidation than iridium or platinum. Ruthenium plugs also have brought new electrode designs in a double fine electrode that maximizes ignitability, designed for normally aspirated engines, and a projected square platinum electrode that provides the best ignitability, designed for turbocharged and supercharged applications. Ruthenium plugs are generally known for improved cold starting and fuel efficiency, but reportedly don’t perform as well under extreme conditions such as high-speed engine operation or in vehicles hauling heavy loads. They can be a great upgrade for most applications, but be aware of the situations in which they may not perform as well. So, it turns out there IS something new with spark plugs, and at the rate of today’s technology, there most likely always will be. The post What’s New With Spark Plugs? appeared first on Counterman Magazine. View the full article

Dayco announced that Craig Frohock accepted the opportunity to join Dayco Aftermarket and Belts as its new chief executive officer, effective Jan. 16. Reporting directly to the board of Dayco, Frohock is responsible for the business unit’s global operational performance and strategic direction. For the past six years, Frohock has held several senior leadership roles with Tenneco. Most recently he was the group vice president and general manager of the company’s OE ride-control business, and prior to that he served as the group vice president and general manager of its integrated supply chain operations within the global aftermarket business. He also served as group vice president and general manager of the company’s aftermarket chassis business and the sealing, engine and underhood services business. Prior to joining Tenneco, his career included 19 years at Meritor Inc., where he held positions of increasing responsibilities, including leading the aftermarket business. Frohock earned a bachelor of science degree in mechanical engineering and a master of business administration degree from Oakland University. “I am incredibly excited to join Dayco, a company with a rich history, a great brand and a strong market presence,” Frohock said. “I’m truly humbled by the opportunity to lead such a capable team as the company enters its next chapter.” The post Dayco Recruits Craig Frohock as New Aftermarket/Belt CEO appeared first on Counterman Magazine. View the full article

Here in Northeast Ohio, we recently experienced a “cold snap.” Temperatures dropped below zero degrees Fahrenheit, with wind chills approaching minus 20 F. Needless to say, most people were caught off-guard by the temperatures, and how long that cold weather stuck around. It highlighted just how much we’re affected by our climate, and for that matter, our cars and trucks. Drivers lost control on highways and had to be towed out of the ditch along the highway, while others weren’t able to start their engine thanks to a weakened battery. I remember many things from my time behind the parts counter, but none more so than this: With each new season comes a pattern of vehicle repairs or needs. You’ll never sell more wiper blades than on a rainy day, and you’ll sell more batteries when temperatures climb or drop to extreme levels. Today, I want to focus on diesel engines and the challenges they face during the winter months. Diesel engines typically are associated with larger pickups, thanks in part to their workhorse nature and their abundant torque production. But cold weather is rather harsh on diesel fuel and the fuel system. When temperatures dip, it can form into a gel instead of a liquid. Cold diesel fuel is harder to ignite under compression, which means the engine has to crank longer than usual. In extreme cold, the engine might become difficult to start even when the glow plugs are given the time to do their job. Diesel fuel has changed quite a bit in recent decades. The United States has mandated the use of ultra-low-sulfur diesel (ULSD) fuel in an effort to improve air quality. But this also has brought about some chemical changes in the refining process, and with it, some new challenges to overcome. Those chemical changes have caused an increase in paraffin inside the fuel, which can lead to a buildup of wax particles. Those wax particles can form larger crystals that can clog up fuel lines, filters and so on. Condensation inside the fuel also is a concern. Condensation is a major contributor to rust, cold-weather icing and microorganism growth in warmer weather. Diesel engines can operate much better when corrosion and bacteria growth are prevented. The Solution: Fuel Additives Additives aren’t new. In fact, they’re present inside each and every container of oil you carry in your store. When it comes to diesel-fuel additives, they have a simple job to do: Help the diesel fuel to resist the effects of the cold weather. Fuel treatments help to reduce fuel gelling by encapsulating and dispersing those waxy crystals as they’re formed. When done right, this can prevent them from growing large enough to clog any of the components in the fuel system. The fuel is then able to flow more easily through the fuel filters and lines and into the combustion chamber where it can be burned. Some fuel treatments will contain some or all of the following additives. Lubricity additives help to protect diesel-fuel systems from internal wear. Lubricity additives help the fuel to form a boundary layer of lubrication between the metallic parts inside the fuel system. This film helps to reduce friction between the metal surfaces, and the wear and tear on them. This can extend the life of those components and reduce downtime in the future. Cetane boosters increase the flammability of the diesel fuel, and this allows for a cleaner-burning diesel engine. What Should You Tell Your Customers? To most customers, fuel treatments can be thought of as just another routine maintenance item. Most fuel treatments will need to be poured into the fuel tank at each fill-up, but it’s best practice to always reference the usage guidelines from the manufacturer. If you need help to overcome a cost objection, I wouldn’t suggest trying to scare them with the cost of potential breakdowns or repairs down the road. In my eyes, fuel treatments are simply a “peace-of-mind” sort of sale. Their job is simple, and their objectives are clear. So, if we place ourselves into the customer’s shoes, the benefit they have to offer is the peace of mind that their diesel engine will continue to operate without issue throughout the colder winter months. While it’s true that they can reduce the risk of costly repairs or breakdowns later on, I wouldn’t lead with that thought. The need for diesel-fuel treatment products will definitely spike as the temperatures start to dip. So, I would invite you to take a few moments to read the labels on the products you carry in your store, and familiarize yourself with what separates one from the next. Then, you’ll be ready to help your customers find the right product for their diesel-powered vehicle. The post Tis the Season for Diesel Additives appeared first on Counterman Magazine. View the full article

Anchor Industries announced the availability of first-to-market engine mounts and torque struts for late-model Toyota and Lexus vehicles. Covering more than 1.8 million applications for model years 2016 through 2023, the eight part numbers “represent a small sampling of many of the late-model, first-to-market part numbers that are in stock and available for immediate delivery,” according to the company. “Since 1933, Anchor Industries has supported the automotive aftermarket with industry-leading coverage, quality, data and availability,” the company said. “As Anchor celebrates its 90th year, the focus remains on a commitment to delivering exceptional value, exceeding customer expectations and being best-in-class.” For more details on Anchor’s complete program availability, contact your local sales representative or call customer service at 888-444-4616. The post Anchor Industries Adds Toyota, Lexus Coverage appeared first on Counterman Magazine. View the full article

BBB Industries has released 28 SKUs to the Remy brand of starters and alternators. “This quarter, Remy is adding coverage for more than 9.3 million cars and light trucks that have just come off vehicle manufacturer’s original warranty,” said Matt Heater, director of marketing and product management. “Our ongoing commitment to the needs of the automotive aftermarket is another reason why Remy is considered the trusted brand of automotive professionals.” BBB Industries is a Daphne, Alabama-based sustainable manufacturer of starters, alternators, hydraulic and air disc brake calipers, hydraulic and electronic power-steering products and turbochargers for the OEM, passenger-, industrial- and commercial-vehicle aftermarket industries. Through Industrial Metalcaucho SLU, BBB also supplies the automotive aftermarket with an assortment of rubber, metal and rubber-to-metal products across more than 64 countries. The post BBB Industries Releases 28 New Remy Part Numbers appeared first on Counterman Magazine. View the full article