Counterman

BBB Industries has announced key executive-leadership changes to support growth and drive accelerated productivity. John Amyot, president of BBB’s OES, Commercial Vehicle, Industrial and Collision/Electronics (OCI) business unit, has been promoted to chief operating officer. Amyot is an industry veteran with more than 25 years of experience in the automotive aftermarket. In his new role, Amyot will be responsible for BBB’s North American internal combustion engine (ICE)-driven business, the Independent Aftermarket Sales & Service team and the Strategic Operations team. Maria Caballero, BBB’s senior director of OES programs, has been promoted to president of BBB’s OCI business unit. Caballero is a 25-year veteran of the automotive industry. In her new role, Caballero is responsible for the continued growth of BBB’s OCI business unit. Duygu Seker recently joined BBB as president of the company’s European division. She has 20 years of multi-industry and multicultural global experience. In her role, Seker is responsible for all facets of the company’s European business. Steve Mesarick, BBB’s general counsel, has been promoted to chief legal officer and executive vice president – global transactions. Mesarick joined BBB in 2017 and has successfully led a series of legal, compliance and M&A initiatives. In addition to his current risk-management and business-advisory responsibilities, Mesarick will be responsible for originating, structuring, and completing all mergers, acquisitions, joint ventures and divestitures globally. Mark Nugent, who recently returned to BBB, is the company’s executive vice president and chief sustainability officer. In his new role, Nugent will lead BBB’s global strategy efforts and continue to enhance BBB’s industry-leading sustainability program. Nugent replaces Tim Roth, who has elected to retire. “Tim has been a tremendous partner and played a pivotal role our company’s transformation. I wish him all the best in his well-deserved retirement,” said Duncan Gillis, BBB’s CEO. “Promoting proven leaders like John, Maria, and Steve, welcoming back a great leader in Mark, and adding a high caliber, global leader in Duygu, puts BBB in a strong position to capitalize on the opportunities ahead of us.” The post BBB Industries Announces Changes to Leadership Team appeared first on Counterman Magazine. View the full article

CRP Automotive offers Rein Automotive TechSelect Turbo Kits (CRP P/N TRK0007) for some of the most popular BMW applications on the road today. These kits are a solution for turbocharger replacement service and include all of the hoses, gaskets, and hardware necessary to complete the job quickly and efficiently. Developed with technicians in mind, Rein Automotive TechSelect Turbo Kits include the most recent turbo hose versions, and include all brackets, hardware, and necessary sealing components for installation. This allows shops to order all of the components needed to complete a turbocharger service by using one part number. Rein Automotive TechSelect Turbo Kits are available for popular BMW applications that use the N54 and N55 engines, including the 335i, 335i xDrive, 335is and 335xi, from model years 2007-2018. Additional coverage is available for vehicles with N20 and N26 engines including the 320i and 328i from 2012-2018, among others. “We developed these TechSelect kits to make turbocharger replacement easier,” noted David Hirschhorn, CRP Automotive brand director. “As these vehicles reach higher mileage, the turbocharger system begins to wear out and most of the system components can’t be reused. Our TechSelect Turbo Kits provide a one-stop solution, giving technicians confidence in knowing that they have all the necessary parts to complete the job and avoid comebacks.” The post CRP Automotive Offers Rein Turbo Kits for Popular BMW Models appeared first on Counterman Magazine. View the full article

Air suspension provides drivers and their passengers with luxurious ride quality, increased safety and load-leveling capabilities. But the high-tech components in an air-suspension system come with high-tech replacement costs. Chip Lofton, founder of Strutmasters, learned this the hard way. In 1999, Lofton purchased a 1989 Lincoln Continental. While on vacation, the car’s suspension system failed. Lofton took his beloved Lincoln to a dealership, only to find out that it would cost several thousand dollars to repair the suspension. Determined to find a more affordable strategy to repair the vehicle, he called salvage yards in hopes of tracking down used air struts, without any luck. To his surprise, however, Lofton found a wrecked Lincoln with a regular set of struts on it. After figuring out where to drill holes in the body and make adjustments to the height, he was up and running – at a fraction of the dealership’s estimated cost. The air-to-coil conversion was complete, and Strutmasters was born. From the early days of making conversion kits in Lofton’s goat barn and selling them on eBay, Strutmasters has grown into a nationwide provider of affordable suspension solutions, headquartered in Roxboro, North Carolina. While the Strutmasters portfolio today includes control arms, sway bars, shocks, trailer hitches and other replacement parts, the company’s bread and butter continues to be conversion kits – and with good reason. Citing RepairPal, Strutmasters estimates that the average cost of a replacement air spring is $1,200, while the average cost of an air compressor is $875. Suspension-control modules average $685, while ride-height sensors average $450. And that’s just for the parts. According to Strutmasters, one OE-replacement front air strut for the Lexus GX 470 costs just under $1,500 for the part alone. A four-wheel conversion kit for the 2003-2009 Lexus GX 470 costs about $800. That’s the entire suspension replaced for less than the cost of one OE air strut. “Air suspension is extremely expensive, especially for OE-quality parts,” says Scott Beaddles, director of operations for Strutmasters. “If you go back to the dealership with a Mercedes and you want to get your suspension replaced, it’s going to cost you about nine grand. We sell a kit for a fraction of that cost that replaces it all, and it’s not going to fail either.” A conversion kit enables the customer to remove their vehicle’s air springs, ride-height sensors, compressor and air lines, and replace them with coil springs, hardware, mounts and passive struts. The kits are designed to bolt onto the vehicle, so no welding, cutting or modifications are necessary. For Strutmasters, a typical customer might be the second or third owner of an air-equipped luxury vehicle. “When you get that second or third Mercedes owner who bought a $10,000 car and now they need $12,000 worth of suspension parts – they’re not willing to do it,” Beaddles says. “That’s where we come in.” Air suspension used to be the exclusive realm of luxury sedans. However, more and more OEMs are using air suspension to provide a luxury feel for SUVs and pickups. In parallel with this trend, conversion kits for models such as the 2011-2015 Jeep Grand Cherokee and 2013-2018 Ram 1500 have become top sellers. While conversion kits are a cost-effective alternative to air-ride replacement, the original air-ride quality can’t be duplicated with conventional springs and hydraulic dampening. Still, for a customer with a long-dead system, the improvements will be noticeable. “The people who are coming to us, their suspension has been screwed up for a while,” Beaddles adds. “They’ve been riding on just nothing, basically. By the time they switch over, the ride is much better because it’s actually functioning properly, and they’re not bouncing on the bump stops anymore, so the strut isn’t locked up or whatever the case may be.” Beaddles notes that Strutmasters offers conversion kits for several types of active suspension systems – not just air. For example, a number of GM vehicles dating back to the 2002 model year feature MagneRide suspension technology. MagneRide systems utilize monotube dampers filled with magneto-rheological fluid, which contains soft iron particles that become magnetized when electromagnetic coils in the damper pistons are energized by the ECU. Strutmasters offers four-corner OE replacement kits for the 2007-2014 GMC Suburban 1500 and other GM models with magnetic suspension systems. One final point: Beaddles emphasizes that an affordable price shouldn’t be mistaken for a cheap fix. Strutmasters’ conversion kits are assembled in the United States and are made with durable, high-quality materials such as cold-wound steel springs. “We also have an ASE-certified staff here,” he says. “If you’re having a problem with your install, call us up, we’ll walk you through the entire install, step by step. If you’re having a problem getting your module installed, or a light’s still on, give us a call. We walk people through it all day long.” The post Selling Suspension Conversion Kits appeared first on Counterman Magazine. View the full article

National Performance Warehouse (NPW) has shared highlights form its 32nd-annual charity golf event, held Dec. 11 at the Miami Lakes Golf Club. In addition to having more than 100 players from the automotive industry, PGA’s Erik Compton was there to offer advice and inspire the teams. Compton, who is a Miami native with several professional PGA wins, held a clinic before the shotgun start to help improve the players handicaps and offer guidance. Erik was also stationed on the 18th hole with his Trakman showing player’s their individual swing metrics while blasting drives on the closing par 4. At the end of play, an event was held at the Miami Lakes Golf Club’s facility. Following cocktails and dinner there were awards and recognition. Door prizes were presented to everyone who played. The winner was CAM Automotive with 16 under par. The event culminated with $6,000 pledged to First Tee Miami. “We are very grateful for the support of all our sponsors who make this event possible,” said Chris Pacey, CEO of NPW. “We certainly know that both our customers and our suppliers create business opportunities here as well as friendships as they spend time outside the normal business process. We are also glad to have the proceeds benefit The First Tee of Miami. We look forward to our 33rd event next year.” The post NPW Holds 32nd-Annual Charity Golf Tournament appeared first on Counterman Magazine. View the full article

Volkswagen HVAC systems have come a long way in the past 20 years. While the basics of heating and cooling may be the same, the controllers and sensors have improved dramatically. No longer does a driver have to worry about dealing with fogged-up windows or bad smells driving behind a semi-truck. When a driver sets a temperature in the control head of an HVAC system, what does it mean to the vehicle? Seventy-two degrees could be captured at many different settings depending on the outside temperature, humidity and even the position of the sun. When a passenger then decides that 70 degrees is a better temperature for her zone, things get even more complicated. Automatic Temperature Control (ATC) systems require a complex array of internal and external sensors that look at the temperature, humidity and quality of the air inside the vehicle. TEMPERATURE SENSORS To maintain a preset air temperature, the VW HVAC system will typically have one or more interior air temperature sensors, an ambient (outside) air temperature sensor, and possibly one or two sunload sensors. Interior air temperature sensors are usually simple, two-wire thermistors that change resistance with temperature, but some are infrared sensors that detect heat from the vehicle’s occupants. This thermistor-type usually has an aspirator tube that pulls air through the sensor when the blower fan is running. Others use a small electric fan for the same purpose. A plugged aspirator tube or inoperative fan will slow the sensor’s response to temperature changes. Most air temperature sensors have a “negative temperature coefficient,” which means they lose resistance as the temperature goes up. A simple way to check this type of sensor is to use a blow dryer to heat the sensor. The resistance should drop as the sensor warms up. Ambient air temperature sensors typically have a slow sample rate to even out variations in readings that may be sensed at different vehicle speeds. When the vehicle stops moving, heat can build up quickly around the sensor and could mislead the ATC module into thinking it’s getting hotter outside. So, most ATC modules look at the ambient sensor input only every couple of minutes instead of continuously. On some applications, the ATC module may even ignore input from the ambient sensor when the vehicle is not moving. There are other temperatures in the various ducts. Also, most systems will have sensors before and after the heater and evaporator cores. These sensors measure the performance of the system. SOLAR LOAD SENSORS Many ATC systems also make use of a photodiode solar load sensor on the dash. This sensor allows the ATC system to increase cooling needs when the cabin is being heated by direct sunlight. On vehicles with dual-zone systems, there is often a separate sunload sensor for each side. Sunload sensors receive reference voltage from the ATC module and pass current when the light intensity reaches a certain threshold. Some ATC systems have additional temperature sensors located on the evaporator and/or compressor to prevent evaporator icing and to regulate the operation of the compressor. Some vehicles also have duct temperature sensors and heater core temperature sensors to further refine temperature control. These are usually found on the dual-zone ATC systems. HUMIDITY SENSORS Humidity sensors are capacitance sensors that measure the amount of moisture in the air. The information from the sensor both regulates the volume of air projected onto the windows to reduce misting and manages the humidity levels inside the car to enhance climate comfort. These sensors are typically mounted at the base of the rearview mirror. From the data delivered by the humidity and temperature sensor, the HVAC system calculates the dew point temperature of the air. Some systems use an infrared sensor that remotely measures the windshield and side window temperatures, as well. The performance of the sensor can degrade over time and cause the sensor to malfunction and give false readings. If this happens, you will see a code stored in the HVAC module. AIR-QUALITY SENSOR Air-quality sensors can prevent harmful gases and unpleasant odors that can get into the car cabin when the vehicle is sitting in heavy traffic, passing through congested areas or driving through tunnels. The sensor signals the fresh air inlet door/ventilation flap to close when undesirable substances are detected. Volkswagen, Audi and other import nameplate luxury car manufacturers are using this sensor. This sensor is typically mounted behind the grill. Just hot and cold? Not anymore! The post VW Automatic Temperature Control appeared first on Counterman Magazine. View the full article

Auto-Wares Group of Companies has announced its 2022 Supplier Award winners. This year, Auto-Wares recognized eight companies for their collaboration, contributions and success throughout the year. The awards were presented at the Auto-Wares Group of Companies end-of-year Winter Live Sales Meeting in Grand Rapids, Michigan, where more than 200 company employees were in attendance. The Auto-Wares team gathered to sharpen selling skills, learn about product innovations, discuss the automotive aftermarket and present awards to high performers. Auto-Wares Group of Companies recognized Valvoline as its Supplier of the Year for 2022. “Auto-Wares has a long history of providing top-quality automotive parts and services to its customers, and Valvoline has been an integral part of that success,” Auto-Wares said in a news release. “Valvoline has consistently provided Auto-Wares with high-quality products and exceptional customer support and service.” Michelle Allen, vice president at Valvoline, and Todd Mullins, strategic account manager, were in attendance to accept the award. Valvoline is a leading provider of automotive lubricants and services, with a history dating back to 1866. The company is known for its innovative products and commitment to quality and has earned a reputation as one of the top suppliers in the industry. “We are proud to partner with Valvoline and are honored to recognize them as our 2022 Supplier of the Year,” Auto-Wares said. “We look forward to continued collaboration with Valvoline and are excited to see what the future holds.” 2022 Award Winners 2022 Supplier of the Year – Valvoline 2022 Rising Star Supplier of the Year – BBB Industries/OE Turbo Power 2022 Sales & Marketing Supplier of the Year – Bosch 2022 Data & Technology Supplier of the Year – NA Williams/Delphi Technologies 2022 Outstanding Shipping Suppliers of the Year BBB Industries Standard Motor Products MotoRad Precision Remanufacturing Battery Specialists Inc. 2022 Reps of the Year Cindy Ford, Standard Motor Products Patrick Mulrooney,NA Williams The post Auto-Wares Recognizes Valvoline as Supplier of the Year appeared first on Counterman Magazine. View the full article

As modern cars and light trucks continue to grow in complexity, their maintenance needs are changing. Component failures that were commonplace just a decade or two ago are becoming much less common today. An example of this is the throttle-position sensor (TPS). This small plastic sensor would be mounted on the throttle body, usually on the opposite of the throttle cable. The TPS was used to tell the engine control unit (ECU) what angle the throttle body was being opened to by the driver, and the ECU would adjust the fuel as needed based on this data as well as other inputs. A faulty TPS reading can cause a number of drivability concerns, including: • Unexplained bucking or jerking of the engine • Surging engine idle • Engine stalling, stumbling or hesitation These sensors were rather inexpensive and usually pretty easy to replace. They didn’t fail too often, but I can remember having to replace them on a few of my own vehicles, as well as some customer vehicles. So what happened to throttle-position sensors, and why don’t we see them as often today? Throttle-By-Wire Throttle-by-wire technology has been called by many names, but it operates on a simple principle – an electronic throttle body is used to meter the air entering the engine. This electronic throttle body is controlled by the ECU based on a number of inputs including accelerator-pedal position, mass airflow, manifold air pressure, wheel speed and more. But the important thing to understand is that there is no longer a mechanical link between the accelerator pedal under the dashboard and the throttle body on the engine. So why is this important? By decoupling the accelerator pedal from the throttle body, automakers are able to precisely control the throttle angle in all operating conditions to maximize throttle response and traction, reduce emissions and improve fuel economy. Throttle-by-wire systems are able to maximize the benefits of variable-valve timing and direct fuel injection by precisely controlling how much air is introduced to the engine. With the advent of throttle-by-wire systems, we’ve seen a change in how the ECU measures the throttle position. The TPS still is being used today, but it’s now incorporated into the electronic throttle body. In fact, some electronic throttle bodies may contain more than one TPS. By using multiple sensors, the ECU can monitor and compare both sensor inputs. Redundancy in electronic systems can be a very good thing. We’ll talk more about the pros and cons of throttle-by-wire a little bit later, but the fact that the TPS is now incorporated into the electronic throttle body can be a big drawback down the road. You see, it means that the system is now less serviceable than it was in the past. If a TPS failed on a cable-driven throttle body, you could replace the sensor for around $30 to $40 and be back on the road. If a TPS fails inside an electronic throttle body, now you have to replace the entire unit, and that could cost hundreds of dollars. Then, after the electronic throttle body has been replaced, you’ll need to perform a “relearn procedure” so the ECU can learn how the new throttle body reacts to input, and where the internal mechanical stops are located. Failing to perform this critical step can cause a number of drivability concerns, and a costly customer comeback. There has been a trend in the automotive space for quite some time now where components are becoming more and more “modular.” When I say “modular,” I really mean “pre-assembled.” After all, vehicles are engineered to go down the assembly line as fast as possible. They’re not engineered to be easy to work on. So it makes sense that automakers would get creative with incorporating certain components together into a modular assembly that can be installed more quickly. Of course, the major drawback with this idea is that the replacement costs are increased, and that cost will eventually fall onto the vehicle owner once the warranty period expires. Advantages & Disadvantages of Throttle-By-Wire Throttle-by-wire systems offer a number of advantages. They contain fewer moving parts, so that means less maintenance and lower overall vehicle weight. Their precision allows for improved fuel economy and reduced tailpipe emissions, as well as a better overall driving experience for the typical driver. Finally, the throttle body can be used to help the traction or stability control regain vehicle control. These systems also have a few drawbacks. They’re more expensive to develop, manufacture and replace. They’re more complex due to the wiring and electronic control units that are used. Some drivers may complain about a time delay or “lag” in engine response after they change their accelerator-pedal input. Finally, they’re harder to service for technicians. Sure, there aren’t any cables or linkage points to grease or maintain, but the real difficulty lies in the electronic controls. Complex wiring and communication systems are needed in order to control the electronic throttle body and related systems. There also are special procedures that must be followed whenever servicing the electronic throttle body. If an electronic throttle body is replaced, the relearn procedure must be performed. This has a profound effect on engine performance, drivability and idle quality. If you find yourself selling a replacement electronic throttle body to a customer, there are a few questions you should be asking. Do they have a scan tool that’s capable of bi-directional control? A simple code reader won’t work here. They need the real thing in order to relearn the new electronic throttle body. Many electronic throttle bodies are installed in plastic intake manifolds, so it’s a good idea to sell them a new throttle-body seal as well. Finally, it’s a good idea to check with the customer to see if they’ve inspected the wiring harness and connections for any signs of rubbing, fraying or other issues. These sorts of problems can come back to bite them later on down the road. The post What Happened to Throttle-Position Sensors? appeared first on Counterman Magazine. View the full article

Bosch announced that its Hydro-Boost power brake assemblies are now available in the automotive aftermarket. The program covers millions of medium- and heavy-duty trucks, including popular Ford and General Motors models. Bosch Hydro-Boost parts are originally manufactured in the United States and provide OEM quality and performance, according to the company. “It’s important to us that independent repair shops and DIYers are supported and have access to the highest-quality parts, so they can provide the best service possible to their customers,” said Jonathan Wong, Bosch product manager. “Opening up the Hydro-Boost brake-assembly program to the automotive aftermarket will give shop owners, technicians and DIYers access to a 100% new product manufactured using original-equipment-quality materials.” The Bosch Hydro-Boost program offers 21 part numbers and covers 21 million vehicles across truck and SUV applications in popular Ford, GM and Dodge brands. These include the Ford F-250/F-350, GMC Sierra 2500/3500, the Ram 2500/3500 and more. Hydro-Boost are designed to provide optimal brake-system performance to vehicles up to 8.7 tons. Bosch manufactured these systems to exceed 500,000 strokes to ensure OE quality and performance, increasing safety and peace of mind, according to the company. For more information on Bosch Hydro-Boost power braking assemblies, visit https://www.boschautoparts.com/p/brake-boosters. The post Bosch Unveils Hydro-Boost Power Brake Assemblies appeared first on Counterman Magazine. View the full article

The National Institute for Automotive Service Excellence (ASE) has announced its award winners for 2022. “We want to congratulate all of the award winners and wish them continued success in their respective careers,” said Tim Zilke, ASE president and CEO. “We had a tremendous group of nominees, and they all were deserving of this recognition.” Big O Tires/ASE Automobile Technician of the Year Steven Whittenberg (Jefferson City, Missouri) BMW/ASE Master Automobile Technician of the Year Michael Hanson (Shelby Township, Michigan) BodyShop Business/ASE Master Collision Repair and Refinish Technician of the Year Thomas Alderman (Ocala, Florida) The Bosch Automotive Service and Maintenance Module/ASE Master Automobile Technician of the Year Paul Polis (Ham Lake, Minnesota) The Bosch Diesel Workshop/ASE Master Automobile Technician of the Year Brent Ordway (Dothan, Alabama) The eXtra Program/ASE Technician of the Year John Weber III (Dayton, Ohio) Bridgestone Retail Operations/ASE Master Automobile Technician of the Year Scot East (Prosper, Texas) Byrl Shoemaker/ASE Education Foundation Instructor of the Year Juwan Willis (Pontiac, Michigan) CCAR/Electude/ASE Instructor of the Year Sara Heller (Branchburg, New Jersey) Cengage Learning/ASE Master Automobile Technician of the Year David Rodriguez (Twin Falls Idaho) Delco Remy/ASE M/H Truck Electrical/Electronic Systems Technician of the Year Mark Ehlers (Lisle, Illinois) First Student/ASE Master School Bus Technician of the Year Brock Hollingsworth (Coffeyville, Kansas) First Transit/ASE Master Transit Bus Technician of the Year Raul Rivera (San Juan, Puerto Rico) First Vehicle Services/ASE Master Automobile and M/H Truck Technician of the Year Daniel Williams (Longview, Texas) Freightliner/ASE Master M/H Truck Technician of the Year Travis Neimoth (Lincoln, Nebraska) Gates Tools for Schools/ASE Instructor of the Year Michael Thomason (Lawton, Oklahoma) Gates/ASE Master Automobile + L1 Technician of the Year Zachary Ashton (Applegate, California) GM/ASE Master Automobile Technician of the Year Frank Tiedt (Milwaukee, Wisconsin) GM/ASE Parts Consultant of the Year Eddie Yarborough (Sanford, North Carolina) GM/ASE Service Consultant of the Year Jere Price (St. Louis, Missouri) Acura/ASE Master Automobile Technician of the Year John Rodriguez (Sherman Oaks, California) Honda/ASE Master Automobile Technician of the Year Scott Hemsley (Walnut Creek, California) I-CAR Platinum/ASE Master Collision Repair and Refinish Technician of the Year Brian Toltzmann (Hoffman Estates, Illinois) Midas International/ASE Master Automobile Technician of the Year Lorenzo Ramos (Greenwood Village, Colorado) Mitchell1/ASE Educator of the Year Nathaniel Nie (Mission Viejo, California) Motor Age/ASE Master Automobile + L1 Technician of the Year Justin Bennett (Statesville, North Carolina) NAPA/ASE Master Automobile Technician of the Year Margarette Langdon-Lewis (Belfast, Maine) Navistar/ASE Master M/H Truck Technician of the Year John Schick IV (Grand Rapids, Michigan) Navistar/ASE Master School Bus Technician of the Year Anthony DeCicco (Exton, Pennsylvania) Infiniti/ASE Master Automobile Technician of the Year Gary Kulinec (Peoria, Arizona) Nissan/ASE Master Automobile Technician of the Year Dennis Corson (Augusta, Maine) NTB/ASE Master Automobile Technician of the Year Jacob Boone (Washington, Missouri) Pep Boys/ASE Master Automobile Technician of the Year Michael Todd Cooper (Hemet, California) Pronto/ASE Master Automobile Technician of the Year John Myers (Corona, California) Car-O-Liner/ASE Master Collision Repair and Refinish Technician of the Year Gary Hughes (Howell, New Jersey) NEXIQ/Snap-on/ASE Master M/H Truck Technician of the Year Adam Vershon (Springfield, Massachusetts) Snap-on/ASE Master Automobile Technician of the Year Jason Rogers (Alamosa, Colorado) SpeeDee Oil Change and Auto Service/ASE Master Automobile Technician of the Year Jerry Blasingame (Vallejo, California) Stellantis/ASE Master Automobile Technician of the Year Leon Morris (Easley, South Carolina) Stellantis/ASE Master Collision Repair and Refinish Technician of the Year Ted Hayes (Lawrenceville, Georgia) Subaru University/ASE Automobile Technician of the Year David Fleck (Beaverton, Oregon) Subaru/ASE Master Automobile Technician of the Year David Nichols (Minnetonka, Minnesota) TechNet Professional/ASE Master Automobile Technician of the Year Todd Heiberger (Santa Fe, New Mexico) TechNet Professional/ASE Service Consultant of the Year David James (Grand Junction, Colorado) Tire Kingdom/ASE Master Automobile Technician of the Year Kenneth Vieira (Hollywood, Florida) Toyota/ASE Master Automobile Technician of the Year Stephen Keeney (Maplewood, Minnesota) Lexus/ASE Master Automobile Technician of the Year Randal Nielsen (Mobile, Alabama) Toyota/ASE Master Collision Repair & Refinish Technician of the Year Gabriel Qahtani (Melbourne, Florida) Lexus/ASE Master Collision Repair & Refinish Technician of the Year Ron Efken (Schaumburg, Illinois) TravelCenters of America/ASE Master M/H Truck Technician of the Year Nicholas Barajas (Madison, Georgia) USAF/GM/ASE Master Automobile Technician of the Year SrA Joshua S. Bright (Hurlburt Field, Florida) ZF Aftermarket/ASE Master Automobile Technician of the Year Andrew Jensen (St. Ignatius, Michigan Photo Caption Row 5 (Back) L to R: Todd Heiberger, David Fleck, Randal Nielsen, Jerry Blasingame, Jacob Boone, Frank Tiedt, Zachary Ashton, Scot East, Adam Vershon Row 4 L to R: Jay Schick, Michael Todd Cooper, Thomas Alderman, Dennis Corson, David Nichols, John Weber III, John Myers Row 3 L to R: Andrew Jensen, Scott Hemsley, Jere Price, Michael Thomason, Lorenzo Ramos, SrA Joshua Bright, David James Row 2 L to R: Eddie Yarborough, Brian Toltzmann, Brock Hollingsworth, Margarette Langdon-Lewis, Daniel Williams, Ron Efken, Ted Hayes, Travis Niemoth Row 1 (Front) L to R: Anthony DiCicco, Mark Ehlers, Gabriel Qahtani, Nicholas Barajas, Brent Ordway, Stephen Keeney, Steven Whittenberg, John Rodriguez, Sara Heller, David Rodriguez, Michael Hanson Not in Photo: Justin Bennett, Gary Hughes, Gary Kulinec, Leon Morris, Nathaniel Nie, Paul Polis, Raul Rivera, Jason Rogers, Kenneth Vieira, Juwan Willis Sr. The post ASE Announces 2022 Award Winners appeared first on Counterman Magazine. 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Autel has released major software updates for its MaxiSYS Ultra tablet series, including the MaxiSYS Ultra EV and MS 909 EV, aimed to increase diagnostic speed and functionality and expand vehicle coverage. Mercedes-Benz Software Version 5.2 For A-Class, GLE/GLS, GLB, C-Class, S-Class, GLA-Class: Add Special functions, including high-pressure fuel circuit and wet clutch manual calibration, starting motor, and air filter reset Adds Component Detection Functions Supports Transmission Tuning Data Backup and Restore Functions of gearboxes For A-Class, GLE/GLS models: Adds Live Data, Active tests, and Special Functions for various modules such as transfer case, touch panel, DC conversion, profiling seat Adds more than 3,300 Intelligent Diagnosis Functions related to the top 80 percent of Mercedes vehicle fault codes. Adds Programming and SCN Functions for more than 80 systems, including engine, gearbox, door, and seat; optimizes the programming and SCN process. Volvo Software Version 5.0 For Volvo XC90, XC60, XC40, S90, S90L, S60, V60, V90, V90 Cross Country and the C40: Extends essential diagnostic and service functions, Read and erase codes, perform special service functions, view Live Data, and access electronic control unit (ECU) specifications. Auto Scan 2.0 Software Significantly optimizes the scanning speed of vehicles using CAN Bus protocols. Vehicles supported: Audi/VW, GM, Mercedes-Benz, Chevrolet, Chrysler, Jeep, Dodge, Acura, Honda, Hyundai, Kia, Nissan, Infiniti, Toyota, Lexus, BMW and Mini. Software updates are available to download on tablets with active subscriptions. Users must update the software on their MaxiFlash VCI or VCMI to use Auto Scan 2.0. The post Autel Announces Software Updates appeared first on Counterman Magazine. View the full article

Wheel-bearing pre-load and geometry are terms that don’t get used too often in practice. But in reality, every time we remove or install a wheel bearing, we affect both – whether we consciously think about it or not. Many of us clocked countless hours cleaning and repacking tapered roller bearings, long before the Generation 1 press-in sealed wheel bearings first became popular in the late 1970s on front-wheel-drive cars. Even when we began to see sealed wheel bearings on the front, tapered roller bearings usually still were used in the rear, in the hub of a brake drum or rotor. When it was time for installation and tightening the wheel-bearing nut, we referred to the process as “adjusting the wheel bearings.” We knew if we didn’t do it right, they would be too loose or too tight. If they were too loose, the excessive end play could cause alignment and braking problems, as well as accelerated wear on the bearings due to an uneven load distribution on the rollers. If they were too tight, the bearings would run hot, and it wouldn’t take long before the excessive heat would cause the metal to break down. We learned by doing and asking, and we did it all by feel, since there was no internet or proliferation of information to throw around fancy terms. Nonetheless, if you get technical about it, we weren’t actually adjusting the wheel bearings. We were setting the pre-load. We did it by tightening the nut moderately as we rotated the bearing hub, which itself may have been just a hub, or a brake drum or rotor with the hub built in. The initial moderate tightening made sure the bearings were all properly seated. Then, while still rotating the bearing hub, you backed off the adjustment nut, and then tightened it again until it was just “snug.” The final step was to back off the nut just a few degrees and install the nut retainer and cotter pin. You could just barely feel a slight movement of free play when you were done. It must have been 20 years before I realized there was a more “official” process for setting pre-load on tapered roller bearings, but in that time, I never had one fail. When I finally read the process, it was identical to what I’d learned – with the exception of torque specifications, which I’d be willing to bet were almost dead-on to what I was doing by hand. Chalk one up for old school. Tapered roller bearings are almost a thing of the past for everyday repair shops, but bearing pre-load is just as important on the Generation 1, 2 and 3 sealed wheel bearings on today’s vehicles. You could argue it’s more critical than ever. Plus, these bearings make it easier to demonstrate the concept of wheel-bearing geometry. Almost all of the Gen 1, 2 or 3 bearings utilize balls as opposed to rollers. Roller bearings have the advantage of a much greater contact area between the rollers and races, and therefore can support a heavier load. With use, they can develop a slight amount of play, but due to their contact area and load distribution, it didn’t have much of an effect. As long as they were cleaned, repacked and adjusted … er I mean properly pre-loaded, on a regular basis, they would last a long time. Ball bearings, on the other hand, have a very small contact patch with the race. When the pre-load on these bearings is correctly set, then the geometrical relationship between the races and the rolling components is set. The pre-load determines the exact location at which the roller balls will contact the inner and outer races. Modern vehicle suspension and steering no longer can be viewed as separate vehicle systems. They work in unison with ABS, traction and stability control and advanced driver-assistance systems. Not only must bearing pre-load be correct to avoid premature wear, but it’s also critical for handling and braking, as well as providing the correct alignment to ABS sensors that are built in or mounted to the wheel-bearing assembly. It’s All About the Torque Setting the pre-load on Gen 1, 2 or 3 wheel bearings is a different process, but simpler, at least from the process standpoint. There’s one step: Torque. Gen 1 bearings press into the steering knuckle, and this style of bearing certainly caused a few headaches to all of us until we became familiar with the requirements for replacing them. Gen 1 bearings have no pre-load when they’re manufactured. Not only must you use the correct procedures for pressing them in to prevent damage, but they also require either a spindle or axle shaft through the center that’s used to set pre-load and just simply hold the whole thing together. The torque specification on the thru-shaft is generally a very high torque, and the torque must be set before putting the weight of the vehicle on the ground. If weight is put on the bearing prior to torquing it, the races and rolling components will be wedged out of place, preventing the torque from drawing everything into the proper geometrical alignment. This was a mistake often made, as well as using an impact wrench to tighten the nut or bolt. The most common methods developed to torque Gen 1 bearings properly are one, to wedge a long prybar between the lug studs to hold the hub while torquing (this often requires help of another person). And two, if you have vented brake rotors, to slide a tapered punch into one of the vents and allow it to rest against the brake caliper bracket as you torque the nut. Most of the time, manufacturers only gave us the torque specification, but no tips for actually attaining it safely, so we had to derive our own methods. I still always look at the specific procedure for any given vehicle, since it’s such a critical setting, and that’s always the best advice. Some thru-shaft bolts are torque-to-yield bolts, and they require an incredible amount of force to reach the specified setting. In some of these cases, I’ve seen manufacturers specify an initial torque specification to align the bearing geometry, then to set the vehicle on the ground to perform the “stretching” of a torque-to-yield bolt. Even then it required a floor-jack handle on the end of a breaker bar, and the help of another person to reach the specification – all the while cautiously leaning away in hopes the breaker bar doesn’t snap like a toothpick. It’s this one particular fastener, and only this fastener, that has led to many an auto technician buying a few ¾-inch-drive sockets and breaker bar – tools normally associated with heavy equipment and semi-trucks. Gen 2 wheel bearings have a flange or hub pre-installed, and Gen 3 wheel bearings are a complete hub/mounting flange unit. These bearings are easier to install (at least in theory … but that’s a whole other story), yet the torque specification is just as critical, and that goes for the mounting flanges as well as a thru-shaft fasteners. Some of these bearings are manufactured utilizing a process called roll-forming or orbital forming that sets the pre-load, but this is not always the case. If the bearing is for a non-driven application, and there’s no thru-shaft, then you know this is the case. Anything that has a thru-shaft – regardless of the manufacturing and whether a pre-load is set – relies on the proper torque to set or maintain the proper pre-load and bearing geometry. The bottom line is always follow manufacturer instructions to avoid problems. This is the best advice to your customer, because most wheel-bearing warranty issues are probably caused by incorrect installation. The post Wheel Bearings and Geometry appeared first on Counterman Magazine. View the full article

Parts Authority announced it has acquired B&L Auto Parts and Paint, headquartered in Bangor, Maine. The transaction was finalized on Dec. 16. B&L Auto Parts and Paint has served the Maine area for more than 47 years. The business opened its doors in 1975 as a small independent parts store, and has grown into a 22,000-square-foot facility that provides customers with one of the largest selections of parts and specialty products in the area, and delivers first-class customer service, according to Parts Authority. “Parts Authority is a fast-growing, innovative automotive parts distribution business leader,” said Gerald Doane, owner of B&L Auto Parts and Paint. “Their unmatched parts availability and customer-driven values align with B&L’s, creating synergy. The B&L team will significantly benefit from joining a company that respects and fosters the growth of its team members.” “Gerald and the team at B&L have been committed to providing customers with the best parts and customer service possible,” said Randy Buller, president, and CEO of Parts Authority. “This is an amazing opportunity as we expand Parts Authority into new territory. I want to welcome all the talented people at B&L to the team!” The post Parts Authority Acquires B&L Auto Parts and Paint appeared first on Counterman Magazine. View the full article

Founded in 2014, NEXUS Automotive International SA, based in Geneva, Switzerland, describes itself as a “growth accelerator for progressive companies in the automotive light vehicle and heavy-duty industry.” The allure of this mission has created a strong pull, as the organization now boasts approximately 161 members in 139 countries. This encompasses nearly 20 regional divisions that include: Adriatic, Algeria, Argentina, Asia Pacific, Brazil, Bulgaria, Central Europe, Eurasia, France, Germany, Italy, Nordic Baltic, North America, Russia, Turkey and Ukraine. Among these players in NEXUS’ international membership are 2,043 warehouse distributors, 9,023 retail stores, 90 suppliers (76 of which are global) and 75 heavy-duty suppliers, responsible for $37 billion in purchasing power. Talk about strength in numbers. The North American division of NEXUS Automotive – N! N. America for short – was formed just a year later in 2015. Founding shareholders of NEXUS Automotive North America include The Network/Parts Plus, now under the umbrella of the Automotive Parts Services Group (also known as “The Group,” comprised of the Pronto Network and Federated Auto Parts), Automotive Parts Associates (APA) and VIPAR Heavy Duty. In addition to the founding members, members of NEXUS in North America today also include Refacciones Originales Automotrices (Mexico), Uni-Select (Canada) and Advance Auto Parts (U.S.). According to Gael Escribe, CEO and founder of NEXUS Automotive International SA, one of the strengths of the North American Division is its broad range of players. “The NEXUS North America members are made up of a diverse group – ranging from traditional distributor to retail to light vehicle and heavy-duty. So, there is a lot to learn from each other, through best practices and collaboration,” Escribe said. “There is also an appreciation and a next level of loyalty consideration for those global supplier partners who work with our members at the local North America level and with NEXUS from a worldwide perspective,” he added. “They see long-term viability in suppliers who are engaged at both levels.” This strategy makes a lot of sense, particularly with international issues such as economic recession, supply chain challenges, labor issues and more creating great waves of change across the automotive aftermarket landscape. Escribe added that supplier partners are provided with instant credibility when soliciting business with NEXUS members from other parts of the world. This eliminates what can often be a major hurdle when trying to establish business partnerships in a new country. The benefits of joining NEXUS Automotive are many, Escribe said. In addition to greater global collaboration and international credibility, they include exposure to a broader base of suppliers who can provide coverage range needs, an OE pedigree, a premium brand and quality alternative, availability (especially during these challenging times in the supply chain), competitive price; training and education enhancements through the NEXUS Academy; and awareness of global automotive, mobility and general economic trends. Added Value for North American Distributors As Robert Roos, president of The Pronto Network Cooperative, who also serves as president of NEXUS North America and a board member of NEXUS Automotive International, explained it, being involved in NEXUS adds value well beyond what the typical North American program group could offer. “For us, NEXUS becomes really that add-on to what we do as a program group. It allows us to now partner with some of those folks in Europe, the Middle East and Asia, learn from them and collaborate with them. Really, through The Group we’re still negotiating our programs for our members, yet we like to add value with NEXUS and collaborate with them where we can. We were very intrigued with some of the projects that they were involved in, which really weren’t about putting a traditional marketing program together, or let’s negotiate a discount or a rebate on a product line,” said Roos. “It’s really more about companies they’re investing in, the sustainability projects they have, and Marketparts.com, which is an avenue for trading inventory across the globe. They are really doing some out-of-the-box thinking and they’re looking much farther down the road than we might have an ability to do on our own. That’s what really drew us to NEXUS because we’re so busy with some of these other things, we just don’t have the resources, we don’t have the time to get it done. Being able to partner with all these organizations across the globe, now all of a sudden, we’ve got the structure and have the ability to do some of this stuff, which we think long-term is going to give us just a huge leap forward,” Roos added. As Roos mentioned, all members of NEXUS Automotive across the globe have first-hand access to Marketparts.com, a B2B website to sell or buy inventory globally, as well as other global sourcing opportunities through the DRIVE+ private label program. This however just scratches the surface of the multi-faceted resources NEXUS provides its members. Resources are organized around three main areas: growth, transformation and sustainability. Sustainability that Goes Beyond Being “Green” In terms of sustainability efforts, NEXUS Automotive International offers support that is becoming increasingly critical to doing business today — both domestically and internationally. Inteliam is a sustainability/ESG rating company that was incubated by NEXUS, and provides members, non-members, installers and suppliers with guidance and direction on sustainability rating efforts that are becoming a prerequisite to many financial transactions in business today. Steve Tucker, president of Automotive Parts Associates – a founding member of N! N. America – shared that this is particularly helpful for a lot of APA members involved in government bid business today. “They’re having to provide proof that they are working toward establishing a sustainability index or state their sustainability score. Most of these guys are smaller businesses, some are larger, but they don’t have the wherewithal or even know where to begin [with this process],” said Tucker. “NEXUS has provided a blueprint and they actually have a sustainability person on staff who can help write it up or help explain what they need to do. It’s more than just being responsible to the environment. Obviously, that’s important, but it can also impact your ability to borrow money from the banks. It can impact who you can sell parts to and actually who will sell your parts.” Tucker added that in some cases today suppliers are looking at customers from a sustainability perspective because it impacts what that supplier can do financially, as well. “You can go back and say, ‘Hey, 80% of my customers are recycling cardboard or pallets or are utilizing electric vehicles as part of the delivery fleet.’ All those things play into it,” he added. Roos confirmed his members are seeing the same changes in business today. “We had one of our large members that did a sustainability program, presented it to their lender, and got a better loan rate,” Roos said. Becoming educated and aligned with these sorts of efforts through NEXUS Automotive International is a win-win, not only helping global environmental efforts, but helping aftermarket businesses stay competitive in a challenging time. Creating a “Spark” Through Innovation Joe Stephan, a longtime aftermarket executive, joined NEXUS in February 2021 as vice president, sales & business development – North America, NEXUS Automotive. In this role, Stephan works with NEXUS North America supplier partners to strengthen the value proposition of the regional entity and introduce the different N! services and concepts to members. As such, he is well-versed on the innovative growth opportunities NEXUS has developed, including Inteliam and an aftermarket-specific startup incubator called SPARKER. “The SPARKER idea came about because of suppliers talking to NEXUS about either products or services that they would like to look at to bring to the automotive community,” he said. Stephan explained that as NEXUS looked deeper into this, they realized there are thousands of mobility and automotive startups around the world that could be consolidated into a portfolio to both assist the startups with things such as HR, sales & marketing, strategy development, etc., and also offer suppliers and distributors the ability to review startup opportunities they could potentially help bring to market. “This created an opportunity for suppliers or distributors to have a peak into the portal to take a look at either at a very high level – or a detailed level and pay an annual subscription – to be able to look in at these 2,500 to 5,000 startups that are in there,” Stephan said. “In addition, we are all learning from technologies like the NEXUS funded Ki Mobility Solutions in India where an automotive ecosystem has been created,” said Stephan. “Distributors, suppliers and vehicle owners are participating in this digital platform automotive aftermarket community providing parts and service solutions in the form of aftermarket alternatives.” Better Together Like Roos and Tucker, on the heavy-duty side, Chris Baer, AAP, president & CEO of the VIPAR Heavy Duty Family of Companies, sees strength and value in the global partnership. VIPAR not only is a founding member of N! N. America, but also the founding heavy-duty member. “Some of the core reasons why we joined [initially] are still very valid today,” said Baer. “NEXUS has done a very good job over the years to add to their value proposition. They’re very innovative, and they’re very quick at executing. VIPAR’s strength over the years has been local and regional and you could say maybe national. Our distributors are local or regional. But as you start to look at the rest of the world, things have changed so much in the last five years. The timing was really good for us to join NEXUS because they’ve got this whole global game down. … There’s a whole portfolio of tools available and they keep bringing out more,” Baer added. While N! N. America members certainly see competitive advantage to their involvement in NEXUS, the North American members have something to offer as well – particularly in heavy-duty, Baer said. “What we bring is what the guys on the automotive side are all trying to peek over the fence at, which is how do we get in this heavy-duty business. So, there’s a whole bunch of collaboration opportunities that we’ve done fairly well with, some technology stuff and collaborating on national account programs where the customer has vehicles on both sides of the road. Technology’s making that easier and easier to execute. So, there’s a NEXUS North America influence that we have on the heavy-duty side because we’re the exclusive player,” he added. The Future of NEXUS Automotive Looking ahead to 2023, Escribe shared several goals for the international organization, including revenue growth for supplier partners; launching the NEXUS Academy training program for the North American market; introducing additional key N! N. America suppliers to the rest of the world; and finding new innovative ways to add value to members and supplier partners — supporting mutually beneficial growth all over the world. To learn more about a supplier partnership, membership or access to some of the innovative projects that NEXUS Automotive International has introduced to the market, visit its website at nexusautomotiveinternational.eu. The post Mapping Out the Future of the Global Aftermarket appeared first on Counterman Magazine. View the full article

With each new season, we’re presented with different challenges and different sales opportunities. It’s up to us to capitalize on these opportunities, and help boost our margins and keep our stores in the green. So, as the temperature starts to drop outside, let’s take a look at what we can do inside our stores to boost add-on sales, and what trends we can expect to see in the coming months. ‘Tis the season The first category we’re going to look at is what I call “winter seasonal products.” These are the types of products that only come out to the shelf during this season. Ice scrapers, snow brushes, winter hats and gloves all fall into this category. Many stores will display these types of products on an end cap, or a special cardboard stand or display. There are lots of opportunities to get add-on sales with this category. If a customer is buying a snow brush or ice scraper, ask them if they’d also like to pick up a pair of winter gloves, or a jug of de-icing windshield-washer fluid. Every little bit will help to boost your margins. There are some products that fit into this category, but they stay out on the shelf all year long. One example would be fuel and oil additives. While these additives can be found all year long, they’ll likely move off the shelf faster in the winter. Why? Colder temperatures are especially harsh on vehicles that run on diesel fuel. When the temperature drops, diesel fuel can gel. This can lead to clogged fuel lines and filters. That’s why many diesel owners will pick up fuel-system treatments in the winter. Batteries Battery sales tend to jump twice a year: when the temperatures climb in the summer, and again when they drop in the winter. Cold weather takes a toll on batteries and electrical systems. Engine oil is thicker when it’s cold, so the engine is harder to start than it would be at warmer temperatures. On top of that, the colder temperatures will sap the cranking power the battery has to offer. There’s a good reason why batteries are rated for cranking amps (CA) and cold-cranking amps (CCA). The temperature outside has a big impact on how much power the battery has to offer. When it comes to selling batteries, always remember to offer dielectric compound, as well as the fiber insulators that slide over the battery posts and sit underneath the battery cables. I’ve also had good luck selling small, compact battery jump packs to customers in the past. These small battery jumpers aren’t much bigger than a cellphone, but they pack a big power punch when you need it most. They’re relatively inexpensive, but they offer some serious peace of mind. Wiper Blades I’ve talked before about how I dreaded two types of days in the parts store: heavy snowfall and heavy rainfall. Why? Because I knew that we would be selling a ton of wiper blades on those days. It also meant that I would be installing all of those wiper blades outside, so I’d either end up soaking wet from the rain, or frozen stiff from the snow and ice. Worst of all, our margin on wiper blades was pretty thin, so our store numbers wouldn’t fare very well that day. So, what did we do to boost our margins? We would do our best to upsell the better wiper blades, as well as offering washer fluid and other add-ons along with the wipers. For SUVs and wagons, we would always ask them about the rear wiper blade. Experience has taught me that many customers will neglect that small rear wiper blade, so it’s important to ask. Our final tip in this category is to tell your customers about the benefits of using a washer fluid with a de-icing formula. Many customers aren’t aware of how this type of washer fluid can help them day-to-day, and it’s an easy add-on sale. Belts & Hoses This final category will only represent a small percentage of your winter sales, but it’s important to be aware of what you can expect. Belts and hoses can become brittle, crack or break altogether when the temperature drops. Modern modular hoses usually will have plastic connectors or tees that are especially susceptible to the cold, and if they break, the customer will need to buy the entire hose. It’s important for your customers to check belts and hoses for signs of wear or damage before the winter weather hits. It’s much better to catch this sort of issue early, rather than wait until the vehicle breaks down on the side of the road. I had a few customers who would stock up on detailing supplies once the weather started to turn. They told me that they would wax their car before the snow came so the paint would be better-protected from the elements. These days, ceramic coatings are available that do an even better job of protecting the paint from the hazards seen during the winter. So, take a walk around your store and think about what you expect to see selling this winter. Come up with a game plan for how you can maximize your sales numbers heading into the winter season, and what types of add-on sales opportunities you can find. The post Seasonal Sales Opportunities appeared first on Counterman Magazine. View the full article

ENEOS USA Inc. recently announced that ENEOS X Prime 0W-8 fully synthetic motor oil will be available in spring 2023. The ultra-low-viscosity 0W-8 was created in partnership with Asian OEMs, which requested the special formulation to meet stringent emissions and economy standards. Not only will ENEOS X Prime 0W-8 oil be supplied to manufacturers for factory-fill requirements, but it also it will be available for oil changes by dealer networks and for DIY maintenance. Applications ENEOS X Prime 0W-8 is 100% synthetic oil developed in partnership with Asian automakers for use in the latest hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV) where 0W-8 is specified. This currently includes vehicles from Honda, Toyota, Nissan and Mitsubishi. The oil also is suitable for battery electric vehicles (BEV) fitted with thermal gasoline engines used as a range extender. A number of 2023 production vehicles will require 0W-8, including the Toyota Yaris, Honda Fit, and Nissan Dayz. Testing and Standards ENEOS extensively market-tested X Prime 0W-8 in Japan for nine years to produce this optimized formula, which provides extreme fuel efficiency with maximum engine protection, while meeting the required domestic standards, according to the company. ENEOS helped establish the JASO GLV-1 specification, creating and establishing the testing methods while performing engine-testing methods with OEM-provided test engines. ENEOS 0W-8 meets these new JASO GLV-1 standards. No API or ILSAC 0W-8 testing standards currently exist. Packaging ENEOS USA Inc. will release ENEOS X Prime 0W-8 in single 1-quart containers (part No. 3000-300). More information will be available closer to production. Additional details are available on the product page. ENEOS is the largest oil company in Japan. As the “original JDM oil,” ENEOS has been working in partnership with Asian automakers for decades. As part of this partnership, ENEOS has in-house testing facilities where the company follows strategies developed with each OEM partner to meet their vehicle and performance specifications, particularly for the tighter tolerances of Asian engines that are now being seen more in European and domestic vehicles. ENEOS provides R&D and factory fill for Asian automakers in factories around the world. This access provides ENEOS with unreleased vehicle specifications, allowing the organization to develop lubrication formulations that specifically meet (or exceed) vehicle needs. Because of these partnerships, ENEOS products are designed to anticipate future requirements beyond current domestic vehicle standards. The post ENEOS Unveils X Prime 0W-8 Fully Synthetic Motor Oil appeared first on Counterman Magazine. View the full article

Dana Incorporated introduced its Victor Reinz Reinzosil room-temperature vulcanizing (RTV) silicone to North American customers at the recent AAPEX and SEMA shows in Las Vegas. “While Victor Reinz Reinzosil RTV silicone has been available for some time, it’s relatively new to the North American market and has quickly become a customer favorite for sealing surfaces in engines, transmissions, axles, cylinder liners and plastic housings,” said Bill Nunnery, senior director, sales and marketing, global aftermarket for Dana. “This is the first time Dana has featured Reinzosil RTV silicone for light-duty vehicles at AAPEX and SEMA, and it was a very positive experience. Customers told us they prefer it over the brand they have been using and that as a one-tube solution, it helps them reduce inventory and simplify the ordering process.” Victor Reinz Reinzosil sealant is resistant to fluids, including mineral oils and synthetic oils, lubricants, gasoline, diesel oil, greases, water and detergents, and is safe for all sensors. Available in 70-milliliter tubes, it is ideal for use on two-dimensional flat surfaces where there is a sealing gap, such as gasket intersections and components originally sealed with RTV by the manufacturer, including intake manifolds, valve covers and oil pans, according to the company. To learn more about Victor Reinz Reinzosil RTV silicone and other Dana products, contact a Dana sales representative or visit DanaAftermarket.com. The post Victor Reinz Reinzosil RTV Silicone Showcased At AAPEX, SEMA appeared first on Counterman Magazine. View the full article

The Automotive Content Professionals Network (ACPN), a community of the Auto Care Association, announced the opening of the 2023 ACPN Content Excellence Awards. The ACPN Content Excellence Awards recognize best-in-class examples of data standards (ACES and PIES) use and compliance as well as electronic cataloging and content in B2C and B2B platforms in the aftermarket. Each year, ACPN Content Excellence Award winners are recognized at the annual ACPN Knowledge Exchange Conference, the largest gathering of content professionals and their vendors and solution partners. The 2023 50th Anniversary ACPN Knowledge Exchange Conference will take place May 21 – 24, 2023, at the Hyatt Regency Orlando in Orlando, Florida, as part of the Auto Care Association’s Auto Care Connect event. The ACPN Content Excellence Awards consist of four categories: • Web-based • ACES and PIES Data – All Vehicle Types • *NEW* ACES and PIES Data – Off-Highway and Equipment Vehicle Types Only • Technician’s Choice – In Partnership with Car Care Professionals Network (CCPN), Women In Auto Care (WIAC) and Young Automotive Network Group (YANG) • Receiver’s Choice Catalogs, content and systems are judged on a variety of criteria, including: • Compliance with the Auto Care Association’s data standards (ACES and PIES) • Best practices • Readability • Technical accuracy • Innovation • Interactivity • User experience • Quality of content To be considered for and receive an award, the submitting company must attend the annual ACPN Knowledge Exchange Conference. Entry forms for each 2023 ACPN Content Excellence Award are available on the ACPN Awards webpage. The deadline to submit award entries is Jan. 27, 2023. For more information about ACPN and each Content Excellence Award, visit the ACPN awards webpage or contact [email protected]. The post 2023 ACPN Content Excellence Awards Open appeared first on Counterman Magazine. View the full article

Delphi Technologies announced the addition of 142 parts to its main line and an additional 21 parts to its specialty Sparta line of fuel pumps. As a manufacturer of fuel delivery parts for more than 80 years with 95% market coverage, Delphi Technologies has added 35 new parts to expand its fuel portfolio. These parts include fuel pump strainer sets, fuel pump hanger and module assemblies and fuel transfer units, all of which undergo OE-quality testing for reliability and durability. The new parts represent repair-coverage opportunity for more than 6.4 million vehicles in operation (VIO) in the United States, as well as 600,000 VIO in Canada on applications such as Chrysler, GM, Honda, Hyundai and Mercedes-Benz. “We’re committed to continuous range growth to always be the aftermarket supplier of choice for application coverage,” said Malcolm Sissmore, vice president, sales and marketing of Delphi Technologies. “As our portfolio grows and offers exciting opportunities for customers, they can be assured that quality and reliability will always be central to the development of our products.” Sparta, Delphi Technologies’ range specifically designed for older and high-mileage vehicles, recently made its formal debut at AAPEX earlier this year and is already expanding. The Sparta line added 21 new parts to its fuel pump line, covering 4.9 million VIO in the United States and nearly 347,000 VIO in Canada. The added products include fuel pump module assemblies, fuel tank sending units, fuel pump strainers, mechanical and electric fuel pumps, and fuel pump check valves. Delphi Technologies also announced the addition of 21 new part numbers to its steering and suspension line, which already boasts 98% sales coverage. This includes control arm and ball joint assemblies, control arm bushings, tie rod ends and more. All Delphi Technologies chassis products are engineered to perform to OE standards, are tested extensively and come with accessories to ensure safety and reduce fitting time, according to the company. Top applications for these parts include Chrysler, GM, Honda, Lexus and Toyota, covering 16.2 million VIO in the United States and 1.6 million VIO in Canada. Additionally, the company’s engine management category announced 86 new parts, mainly consisting of sensors and ignition coils. The parts cover more than 141 million VIO for the United States, 11 million VIO for Canada, with top applications for Chrysler, GM and Toyota. Some parts announced include ABS wheel speed sensors, engine camshaft position sensors, engine coolant temperature sensors, coil-on-plug for ignition coils and vehicle speed sensors. For more information about recently released Delphi Technologies parts, visit delphi.mypartfinder.com. To browse Sparta offerings, visit sparta.mypartfinder.com. The post Delphi Technologies Adds New Part Numbers appeared first on Counterman Magazine. View the full article

I love this topic. Unfortunately, many brake rotors end up unnecessarily in the scrap pile. But I also know the reasons why, and if I’m looking to place blame, well, we only can blame ourselves. But is it bad? I’ll get into that down the page, but let me set the stage first. Types of Rotors Up through the mid-‘70s, the majority of all brake rotors “on the road” were hubbed rotors. What this meant is that the hub was cast into the rotor. Most cars and trucks up through that time were rear-wheel drive, and if they had disc brakes as an option, 99% of the time it was on the front only. The front wheel bearings of these cars were housed in the hub of the rotor. The rotors were very heavy and expensive to produce, and the wheel bearings were the tapered style of roller bearing that required regular cleaning, greasing, adjustment and seal replacement. As front-wheel-drive cars grew in popularity in the mid-‘70s, so did the hubless or “hat” style of brake rotor. Hubbed rotors remained in regular use up through the mid-‘90s, but their popularity steadily declined until the hat rotor became almost the sole design choice of auto manufacturers. Hat rotors were far easier to service, with the front wheel bearings being sealed units mounted into the front steering knuckle. Hat rotors simply slid into place, and they were lighter-weight, less expensive and easier to manufacture. It’s All About the Metal Brake rotors get hot during braking, and they need to dissipate heat quickly. Functionally, all a brake rotor really does is absorb and dissipate heat. If a rotor gets too hot, it will cause brake fade and may easily warp, diminishing braking performance and causing severe brake vibration. The heavier the vehicle or the faster you’re going, the larger the rotors need to be, because the harder the brakes work, the more heat they produce. So, the size of a brake rotor is proportionate to the type of braking it will be required to do. What’s a larger rotor? It’s more metal. What’s a thicker rotor? It’s more metal. And what determines how much heat can be absorbed and dissipated? The physical amount of metal. When a rotor wears, the diameter stays the same, but they get thinner, and when you resurface them, you’re removing even more material. The less metal you have, the less heat the rotor is able to absorb and dissipate. How Brake Pads and Rotors Interact Under normal braking, the surface of the rotor will become grooved to varying degrees based upon the pad material. This doesn’t affect the braking; because it occurs as a result of the contact between the brake pads and rotors, the surface of the two remain contoured. However, this surface is not acceptable when installing new brake pads and prevents the correct break-in of new pads, and it causes uneven pad wear and noise. “Pad slapping” is the comical term we use to describe replacing brake pads without resurfacing or replacing the rotors. New brake pads have a break-in or “bedding” process that consists of repeated moderate braking. The purpose of the process is to bring the pads up to high temperatures in a controlled manner. When this occurs, the pad and rotor will transfer a thin layer of friction material to each other, allowing them to properly seat together. This is a very important aspect of brake service, as it ensures maximum braking and prevents brake fade, and this process only will occur correctly when new pads are mated with new or resurfaced rotors. Turning the Rotors We call it “turning,” because that’s the name of the machining process in which a workpiece is rotated against a fixed cutting tool. Any surface irregularities, including any grooves formed from normal service and also any rust or pitting, can be removed by turning the rotor. In addition to surface condition, rotors often suffer from different forms of distortion. Lateral runout is the side-to-side movement of a rotor, measured with a dial indicator while rotating it by hand. Parallelism is the thickness of a rotor measured at multiple spots around the circumference for comparison. When describing this to a customer, we generally use the basic term “warped” rotor. These conditions will cause a vibration during braking, and in some cases, just driving at higher speeds. Either one can be caused by normal wear or by incorrect mounting or installation of the rotor and wheels. Customers know what it means to have a warped rotor, and few of them care about the more technical terminology. Turning a rotor will correct these problems as well. Turning a rotor involves a number of steps, the first of which is measuring it to determine if it still will be above the minimum thickness afterward. In most cases, the minimum thickness is cast or stamped into the rotor, but often it’s rusty and difficult to find, so we generally have to look up the specification anyhow. Typically, when you turn a rotor, you’re going to remove a total of about .015 inches to .020 inches (15 to 20 thousandths of an inch) of material. It may be less on a really clean rotor, or more on a rusty, pitted or warped one. After measuring the thickness of the rotor and assessing the condition, you’ll know whether you have plenty of material left to turn it, or whether it’ll be too thin when you’re done. If you determine the rotor can be turned, the next step is to remove it from the vehicle and mount it on the brake lathe. Hat rotors require a thorough cleaning and rust removal from the mounting surface to ensure they seat properly on the brake lathe. The mounting surfaces for a hubbed rotor are the wheel-bearing races, from which you can just wipe away the excess grease. When the turning is complete and you’ve taken a final measurement to ensure the rotor is still at or above minimum thickness, the next step is to put a non-directional finish on the brake rotor, which aids in proper break-in. The most popular method is to use an angle-grinder with a cleaning disc, and it literally only takes a few seconds per side. The final step includes washing the rotor in a mild soap-and-water solution. Though not visible, small metal particles remain on the rotor after turning, and these particles will embed themselves in the pad and prevent an effective break-in. Washing the rotor removes these particles. Hubbed rotors will require removing all the old grease, since a wheel-bearing clean and repack is a normal part of this service. Back in the Day There was a time when the hum of a brake lathe was almost as constant as the ticking of the clock on the shop wall. Hubbed rotors were big, heavy and expensive, and they lasted a long time, because they could be turned and reused multiple times before they were too thin to put back in service. The expectation of customers during this era was that their rotors would be “turned” during brake service. Even with the additional cost of labor, it still was far more expensive to replace them. As the hat rotor slowly became the predominant rotor in use, many other changes were taking place in the automotive industry. Auto parts stores were opening up to meet the demands of the increasing number of cars on the road, and parts were being manufactured overseas. Price competition was high, and the more parts that were produced (hot rotors included), the less expensive they became. At the same time, technician salaries were increasing, and suddenly, the labor cost to turn rotors was increasing. Then there was the process of turning the rotors. My intent in describing the process was to provide an indication of the amount of work involved, but any machining process requires very specific knowledge and procedure as well. Turning a rotor is a machining process that can be done wrong as easily as it can be done right. Traditional hubbed rotors were very heavy, and as a result easier to turn because the weight inherently reduced vibration, and mounting them on the lathe was easy and straightforward. Two things kill a rotor when turning it. One, vibration; and two, incorrect mounting. Guess what? You probably figured this: Hat rotors are lightweight, so it’s much more difficult to prevent vibration, and they’re commonly mounted incorrectly on the lathe. Most of this happens because of incorrect training, or simply a shop not having the proper lathe adapters, or both. But that subject can be reserved for a whole different article. The trouble involved with turning hat rotors was sort of a nail in the coffin for the whole process. In today’s shops, you rarely hear the sound of a brake lathe. A good majority of the rotors that are scrapped could be turned and returned to service. But a new set of rotors is less expensive than the labor to resurface an old set (hubbed rotors being the exception). Then when you factor in the reality that they quite possibly could be machined incorrectly – causing a comeback – it simply doesn’t make sense. Replacing them is quicker, a shop makes money on the parts, technicians make more money on labor and they can get onto the next job quicker. It’s easy to think it’s wasteful when the old rotors could in reality be turned, but on the other hand, maybe it’s good for the economy. Shops make more money and parts stores make more money too. And the old rotors don’t end up polluting a landfill; they’re one of a scrapper’s favorite metals. They provide a source of income for scrappers and metal-salvage yards. Some shops save them and haul them in for scrap themselves. It’s good pizza money for the shop … or perhaps a cold beverage of sorts. When and Why Technically speaking, any brake rotor only needs replaced when it can no longer be resurfaced and remain at or above the minimum thickness specification. In the real world, as you can see, this really only holds true for hubbed rotors, which for the most part we only see on older cars and trucks. Resurfacing these rotors are the only ones we can justify, when you compare the expense of replacement. However, even if a rotor can be turned from the standpoint of thickness, there still are two other factors that can deem it scrap instead. One is cracks that occasionally result from the continuous heat-and-cooling cycle of a rotor. If a rotor is cracked, it should be replaced. The other is hot spots, which occur when rotors aren’t broken in properly. Pad material is deposited unevenly on the rotor, and these spots cannot dissipate heat properly, causing brake vibration. Hot spots are easily identified by an obvious discoloration on the surface of the rotor. In some cases, these can be removed by resurfacing the rotor. Selling Your Customer Your customer probably just wants a quick answer about replacement. Here’s an easy approach: Due to the critical importance of breaking in new pads, which relies on the surface of the rotor, any time you’re replacing pads, the rotors should be replaced as well – unless it makes economic sense to turn them. And that’s the key. With any rotor problems, unless it makes economic sense to resurface, replace them. As with any brake work, don’t forget to make sure caliper and pad slides are clean and working properly, and always torque those wheels. The post Brake Rotors: Resurface Or Replace? appeared first on Counterman Magazine. View the full article

Akebono Brake Corp. recently expanded its EURO and Performance ultra-premium lines of disc brake pads. Akebono added three new part numbers to its EURO line: EUR1850, EUR1850A and EUR1850B. The company added one new part number to its Akebono Performance line: ASP1718. An electronic wear sensor and premium stainless steel abutment hardware are included in the kits that require them. The release includes EURO brake pads with premium stainless hardware and electronic wear sensor for BMW 530e, 530e xDrive, 530i, 530i xDrive, 540i, 540i xDrive, 745e xDrive, 840i Gran Coupe, 840i xDrive Gran Coupe, M550i xDrive, BMW X3 M40i, X3 sDrive 30i, X3 xDrive 30e, X3 30i, BMW X5 M50i, X5 sDrive 40i, X5 xDrive 40i, X5 xDrive 45e, X6 M50i, X6 sDrive 40i, X6 xDrive 40i and X7 xDrive 40i. Akebono Performance brake pads add coverage for Cadillac ATS V, Chevrolet Camaro SS and Corvette. “We are thrilled to announce that today’s release of three new EURO and one new Akebono Performance part numbers, which include significate late-model coverage for BMW and GM in which VIO (vehicles in operation) is above 640,000,” said Jennifer Lajcaj, marketing specialist at Akebono Brake Corp. “All of these parts are in-stock and ready for shipment.” A complete listing of Akebono applications for these parts and the rest of Akebono’s product offering is available at akebonobrakes.com or directly via https://akebonobrakes.mypartfinder.com/. The post Akebono Releases Ultra-Premium Brake Pads For BMW, Cadillac, Chevrolet appeared first on Counterman Magazine. View the full article

Photo caption, left to right: FRAM 2022 award winners Savanna Little, Derek Madison, Mick Steele, David Rife, Tucker Rife and Katie Hettinger First Brands Group has announced its race team award winners for sponsored drivers and teams across multiple racing series in recognition of their successes on the track and in the community in 2022. “It’s been an exciting racing season, and we’ve been thrilled to be part of the competition,” said Carl Weber, senior marketing director, First Brands Group. “We are proud to support all the drivers and teams to help give them a competitive edge, and we can’t wait to see what unfolds on the track in 2023.” The complete list of First Brands Group 2022 race team awards is as follows: Top Performer Stephen Papadakis, StopTech The Top Performer Award recognized the individual who excelled this season and reached the highest levels of achievement. Community Involvement Mike Kojima, StopTech The Community Involvement Award honors the racer most involved in their community with fundraisers, veteran meetups and school visits. Rookie of the Year Andy Hateley, StopTech Hard Charger Award Will Au-Young, StopTech The Hard Charger Award honors the best driver combination that can turn the fastest laps and has nerves of steel. Shake and Brake Appreciation Award Larry Chen, StopTech This award recognizes the new partner who came aboard this year using StopTech products. Brand Ambassadors Nick Stentiford , StopTech This award honors the racers who supported the StopTech brand and all First Brands Group categories. Brand Ambassador Savanna Little, StopTech, FRAM This award recognizes the racer who supported the FRAM brand and all First Brands Group categories. Most Valuable Driver Katie Hettinger, Autolite, FRAM The Most Valuable Driver Award honors the driver with the most wins during the season. Community Involvement Nancy Matter, Autolite Rookie of the Year Tylee Miller, Autolite Social Butterfly Savanna Little, Autolite This award goes to the racer who has posted the most on social media, tagging their sponsored brand(s). For the Road Ahead Award Monster Truck Racing League, FRAM This award recognizes the longest distance traveled and most races attended, representing FRAM across America. #BestFilter Award Team Steele, FRAM This award goes to the team that Tagged #FRAM, #FRAMRacing, #FRAMFilters, #TeamFRAM and @fram_filters the most on social media. Proven Efficiency Award Team Infamous, FRAM This award recognizes the best overall performance and most posts on social media. Award winners were selected based on criteria shared with each sponsoring brand and across the various social media platforms the drivers and race teams used. To learn more about the automotive parts brands in the First Brands Group portfolio, visit firstbrandsgroup.com. The post First Brands Announces Awards For 2022 Race Teams appeared first on Counterman Magazine. View the full article

Business Alabama Magazine recently named BBB Industries one of the Best Companies to Work for in Alabama. The magazine recognized BBB at a Dec. 1 awards ceremony in Birmingham. “With 75% of the selection criteria being focused on employee feedback and the employee experience, it makes us particularly proud to be named one of the Best Companies to Work for in Alabama,” BBB CEO Duncan Gillis said. “Our company and our culture are special, and we are honored to receive this recognition.” To learn more about BBB’s culture and career opportunities, visit the BBB Careers Page. Created by Business Alabama magazine and Best Companies Group, the annual program is in its 13th year. The Best Companies Group survey and awards program was designed to identify, recognize and honor the best employers in Alabama, benefiting the economy, workforce and businesses. Working environment, role satisfaction and the opportunity to contribute to the company’s overall success were among the characteristics most often mentioned in BBB’s employee survey. Companies from across the state entered the two-part survey process to determine the Best Companies to Work for in Alabama. The first part consisted of evaluating each nominated company’s workplace policies, practices, philosophy, systems and demographics. This part of the process was worth approximately 25% of the total evaluation. The second part consisted of an employee survey to measure the employee experience. This part of the process was worth approximately 75% of the total evaluation. The combined scores determined the top companies and the final rankings. Best Companies Group managed the overall registration and survey process in Alabama, analyzed the data and determined the final rankings. Daphne, Alabama-based BBB Industries is an industry leader in the sustainable manufacturing 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 S.L.U., BBB also supplies the automotive aftermarket with an assortment of rubber, metal and rubber-to-metal products across more than 64 countries. Visit www.bbbind.com for more information. The post BBB Named One Of The Best Companies To Work For In Alabama appeared first on Counterman Magazine. View the full article

Bartec USA announced the release of its latest TPMS-tool software update. “This is our third update for 2022 and as always, adds significant coverage for the Rite-Sensor, adds new model-year tool coverage and increases our already industry-leading OBD II capabilities,” said Mathew Hitchcock, Bartec’s product manager. As with every tool-software release, Bartec is continuously developing aftermarket-sensor coverage, while improving tool features and functions. This release will enable diagnostic functionality for Tesla models and adds the brand-new TPMS replacement sensor Rite-Sensor Blue. According to Bartec, tool-software development requires collating huge amounts of data from industry partners, developing the necessary code based on that data, then thoroughly testing and vetting the solution before releasing it to customers. Bartec is an OE-based provider and understands the critical part that testing plays in developing and releasing software, the company noted. Release 65.0 is for older TPMS tools Tech400Pro, Tech300Pro and Tech500. Release 5.0 covers the TechRITEPro, Tech450Pro, Tech550Pro and Tech600Pro. Both versions contain additional OBD II coverage as well as additional model-year 2023 coverage. To update your Bartec TPMS tools, first make sure your software access is current. The easiest way to do that is download Bartec’s free application, TPMS Desktop. The TPMS Desktop is a tool-management utility that helps with tool updating, vehicle lookup and coverage as well as inspection-report retrieval and printing. If you’re an existing TPMS Desktop user, it will update automatically. If you don’t yet have TPMS Desktop, visit Bartec USA’s website at www.bartecusa.com and click on the link to download. A complete technical service Bbulletin describing all the contents of software update 65.0/5.0 is now available for download at www.bartecusa.com or from the TPMS Desktop. To download and install this update, you must have a current software subscription. Check your account at tools.bartecusa.com and call your Bartec distributor to purchase an update certificate. For more information, call Bartec USA at 855-877-9732 or visit the website at www.bartecusa.com. The post Bartec Announces Software Update For TPMS Tools appeared first on Counterman Magazine. View the full article

FMSI Automotive Hardware is proud to announce its acquisition of the brass and brake assets of Plews & Edelmann. The purchase will complement FMSI’s existing business. FMSI Automotive Hardware has been a leading manufacturer of brake, fuel, transmission, A/C and coolant repair lines and fittings for more than 30 years. With the addition of Edelmann fittings and brake lines, “FMSI will be the industry leader in high-quality, problem-solving automotive fittings and fluid carrying lines,” the company asserted in a news release. “Our customers throughout the United States, Canada, Mexico, South America, Central America, the Caribbean, Australia and New Zealand will be able to take advantage of two great offerings merged into one source,” FMSI added. Terms of the deal were not disclosed. “The addition of Edelmann Brass & Brake, combined with FMSI established programs, continues our commitment to serve all channels of distribution with a comprehensive range of the highest quality products and problem-solving offerings to the automotive aftermarket,” said David Greenwood, founder and president. FMSI is headquartered in Burlington, Ontario. Dan Billie, CEO of Plews & Edelmann, added: “The sale of the fittings business is a direct result of Plews’ focus on providing the total solution to the power steering category.Along with the recent sale of our non-application parts business to Highline Warren, this completes a three-year effort to diversify away from non-application parts categories.” The post FMSI Acquires Plews & Edelmann Brake, Brass Assets appeared first on Counterman Magazine. View the full article

Purolator Filters, a division of MANN+HUMMEL, announced that the company has launched PurolatorDIY, a new mobile catalog app for iOS and Android. The app assists DIYers with automotive-filter lookup and interchange guide. It’s a one-stop shop for consumers to access the newest cataloging information for all Purolator filers. Users can search by vehicle identification number (VIN), part number or vehicle make and model to find the exact match in the Purolator filter family of premium products. The PurolatorDIY app has a tool available for cross-referencing and comparing part numbers from other filter brands. It also includes easy-to-use PDFs, along with product descriptions and part-number specifications to expedite purchase and installation. Users can search for Purolator filters for passenger cars and light trucks, motorcycles, UTVs and ATVs. Commonly used vehicles can be added to a customized favorites list. “PurolatorDIY was created with the intent of providing consumers with the most up-to-date tools to find and purchase a Purolator filter,” said Tina Davis, senior marketing manager of brand and communication at MANN+HUMMEL Purolator Filters. “The introduction of this app provides an easy way to access information a DIYer may need to maintain their vehicles quickly and efficiently, improving the customer experience and saving retailers time.” The PurolatorDIY mobile app is the latest digital tool developed to make it easier for consumers to to buy and maintain filters. The PurolatorPRO app that launched in September 2021 was created for professional installers, technicians, service writers and shop managers to access key information on Purolator filters. The PurolatorDIY app is available for iPhone and Android mobile users and can be downloaded in the Apple App Store or Google Play. To download the PurolatorDIY app, visit https://www.purolatornow.com/en/diy-app.html. The post Purolator Filters Launches Mobile App For DIYers appeared first on Counterman Magazine. View the full article