Counterman

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

Advance Auto Parts, the “Official Auto Parts Retailer of NASCAR,” received the 2022 Marketing Achievement Award at the NASCAR Industry Awards Reception during NASCAR Champion’s Week in Nashville. In its third season as an official partner, Advance has demonstrated its commitment to grassroots racing, supporting drivers and tracks in local communities across the United States and Canada. The entitlement partner of the Advance Auto Parts Weekly Series (NAAPWS), Advance most recently partnered with the NASCAR Drive for Diversity Driver Development Combine, developing new storytelling opportunities and helping to livestream the event for the first time in program history. “Advance Auto Parts is very honored to receive this award,” said Jason McDonell, executive vice president of merchandising, marketing and e-commerce at Advance. “Since becoming a partner of NASCAR, our team has been focused on supporting grassroots racing through programs like Advance My Track Challenge and the Drive for Diversity Combine. As the official auto parts retailer of NASCAR, we look forward to our continued partnership, leading programs that advance local racing while serving as the auto parts provider of choice for race fans.” For a second season, Advance promoted the “Advance My Track Challenge,” focusing on local racetracks and communities to raise awareness of and celebrate grassroots racing. Through a consumer voting program, the organization awarded Jennerstown Speedway a $50,000 prize, distributing 6,000 tickets to local Advance stores for free admission to the speedway’s celebration event. The program generated more than 220,000 impressions on NASCAR.com and NASCAR social media channels. “Since becoming an official partner, Advance Auto Parts has been a big supporter of grassroots racing, raising awareness of local racing communities and providing young drivers with the opportunity to showcase their talent,” said Michelle Byron, vice president, partnership marketing at NASCAR. “After recently wrapping the 2022 Advance Auto Parts Drive for Diversity Combine, we’re thrilled to see what’s next as they continue to find creative ways to grow their presence in the sport.” After introducing a new brand campaign in June with its No. 1 fan Ed Vance, Advance hosted Ed at the Coke Zero Sugar 400 at Daytona International Speedway and captured live content with him throughout the weekend. In a matter of months, Ed quickly began to be recognized at tracks, becoming a staple character among race fans. Closing out the year, Advance served as the primary sponsor of the NASCAR Drive for Diversity Driver Development Combine, continuing to expand its presence in the sport. Advance was on-site throughout the event, capturing content as drivers prepared for and participated in the combine. Through its sponsorship, the company gave NASCAR the ability to evaluate additional drivers for the combine as the league also selected additional winners compared to previous years. This is the first time Advance has been awarded the NASCAR Marketing Achievement Award. Previous winners include Anheuser-Busch, Comcast; Coca-Cola; Fox Sports and NBC Sports; Mars, Incorporated; Mobil 1; and Toyota. The post Advance Receives 2022 NASCAR Marketing Achievement Award appeared first on Counterman Magazine. View the full article

Photo caption, left to right: Grant Kitching, president; Adam Fell, director of marketing; Bob Dunfield, Hirsig Frazier; Brad Schenk, VP of sales; and Frank Frederick, VP general manager Walker Products exhibited at this year’s AAPEX show with a fresh new look and approach. “Our re-energized approach provided a very successful show for closing new business opportunities this year,” said Adam Fell, director of marketing. Walker also carried this enthusiasm through to celebrating a time-honored tradition within the organization: its annual Manufacturers Rep of the Year award. “Walker Products makes a big deal with our Rep of the Year award,” stated Brad Schenk, VP of sales. “We have manufacturers reps all around the world who tell us day in and day out that they are working to win ‘The Rep Belt.’” At the opening of show hours on Wednesday, Nov. 2, the Walker Team announced this year’s award winner: Bob Dunfield of Hirsig Frazier Co. in Richardson, Texas. “Walker Products recognizes the extraordinary level of commitment to Walker Products that Bob displays,” Schenk said. “Going beyond the sale is an understatement when it comes to Bob Dunfield. Exceptional field support, customer follow-through and marketing intelligence are just a few examples of how Bob goes beyond the call of duty. We are very grateful to have Bob on the Walker Team and look forward to many more successful years with him and the Hirsig Frazier organization.” The post Walker Products Announces Manufacturers Rep Of The Year appeared first on Counterman Magazine. View the full article

NRS Brakes has added 18 new part numbers to its lineup of galvanized premium brake pads. The brake pads cover 11.7 million vehicles, spanning 2003-2022 Ford, Jeep, Nissan, Infiniti, Mazda, Hyundai, Kia and Audi models. Coverage includes the 2019-2022 Genesis G70, 2018-2022 Kia Stinger and 2021-2022 Ford F-150. The brake kits also include abutment hardware and caliper piston cushions. Canadian-made premium galvanized brake pads from NRS Brakes have a technology that you can see. Galvanized steel incorporates PACE-award-winning, patented NRS friction-attachment technology. “The result is the world’s quietest, safest and longest-lasting brake pads,” according to the company. “Galvanized steel that outlasts the friction, ensuring it won’t fail as a result of corrosion-material delamination from the backing plate, giving you a license to feel SAFE!” The post NRS Brakes Adds 18 New Part Numbers appeared first on Counterman Magazine. View the full article

Ford modular engine builders now can indulge in their quest for more power with the introduction of MAHLE Motorsport’s new Ford 5-liter Modular Coyote PowerPak piston set for 2018+ engines. This piston set is designed to lower the compression ratio to 10.4 to 1 to allow for power adders for those who want to build a high-horsepower Coyote build. The pistons are dual-coated with phosphate and MAHLE’s proprietary GRAFAL coating for reduced drag and wear. This set features hard anodized top ring grooves for maximum durability for extreme-duty applications, and comes complete with a 1.0 mm, 1.0 mm, 2.0 mm file fit performance ring set, and 0.177 wall pins each weighing 118 grams. The piston compression height is 1.167, and the weight is 383 grams. The slipper skirt forged piston set utilizes a low silicon 2618 alloy for high load, high stress applications. For more information about MAHLE Motorsport’s Ford Coyote PowerPak set (part No. 930258762), visit the MAHLE Motorsport booth No. 1601 at the 2022 PRI Show, view this video, visit MahleMotorsports.com or call MAHLE Motorsport toll free at 888-255-1942. The post MAHLE Motorsport Unveils Ford Modular Coyote PowerPak Piston Set appeared first on Counterman Magazine. View the full article

The University of the Aftermarket Foundation (UAF) board of trustees has elected its officers for fiscal-year 2023. The board held an official confirmation vote during its Oct. 29 meeting in Las Vegas. The approved slate of officers is as follows: Chairman – Robert Egan, MAAP, Egan & Associates Senior Vice Chairman – John R. Washbish, MAAP, president and CEO, Aftermarket Auto Parts Alliance Vice Chairman – Larry Pavey, AAP, CEO, Automotive Parts Services Group Treasurer – William Maggs, MAAP, executive vice president, supply chain, Parts Authority Secretary – Roger McCollum, AAP, CEO, N.A. Williams Co. Chairman Emeritus – Rusty Bishop, AAP, leadership advisor, Federated Auto Parts Executive Director – Jennifer Tio, AAP, president, Maximum Marketing Services Inc. The following Lifetime Trustee representatives will serve on the University of the Aftermarket Foundation board of trustees in the coming year: Mohammed Al Fayyad, ACDelco Michelle Allen, Valvoline William Babcox, AAP, Babcox Media Inc. Richard Beirne, MAAP, Richard and Lisa Beirne Jason Best, First Brands Group Marc Blackman, Gold Eagle Jeff Blocher, Mann + Hummel MHFT Michael C. Buzzard, AAP, The Clay Buzzard Family Mike Carr, CARDONE Industries Jeff Darby, Dorman Products Inc. Chris Gardner, MAAP, Automotive Aftermarket Suppliers Association Duncan Gillis, BBB Industries LLC Todd Hack, MAAP, Mevotech Bill Hanvey, MAAP, Auto Care Association Tim Hardin, Epicor Software Corporation Todd Hertzler, Robert Bosch, LLC Tina Hubbard, HDA Truck Pride Pete Kornafel, MAAP Jeffrey E. Koviak, AAP, Tenneco Fletcher Lord III, AAP, Parts Warehouse/Crow-Burlingame Paul McCarthy, MAAP, Motor & Equipment Manufacturers Association Rollie Olson, Rollie & Gayle Olson and Family Mark O’Leary, SPS Commerce Heather Preu, MAM Software Group, Inc. Chris Pruitt, East Penn Manufacturing and Flicker/Langdon/Pruitt Jacqueline Rodriguez, Parts Authority Robert Roos, The Pronto Network Ryan Samuels, AWDA Rick Schwartz, The Schwartz Family Robert M. Segal, MAAP, Sanel NAPA/The Segal Family Eric Sills, AAP, Standard Motor Products Bill Stroupe, KIAWA Education Foundation Tom Tecklenburg, AAP, Dayco Products LLC Jessica Toliuszis, Women in Auto Care Chuck Udell, MAAP, Morris/Rupp McCartney Education Trust of APSA Several more industry professionals will serve UAF in a variety of support roles, including Mike Blawas, audit committee; Anne Coffin, grants manager; Ryan Devine, MiX representative; Ted Hughes, AWDA liaison; George Keeley, legal counsel; Jacki Lutz, YANG representative; Ken Marker, investment advisor; Nathan Perrine, comptroller; Joe Stephan, marketing committee; and Casey Ventrillo, investment advisor. The University of the Aftermarket Foundation is a 501(c) 3 not-for-profit organization. All contributions are tax-deductible to the extent provided by law. To make a donation, visit UofA-Foundation.org. To learn about available scholarships, and to apply online, visit AutomotiveScholarships.com or HeavyDutyScholarships.com. The post UAF Announces Officers, Trustees For 2023 appeared first on Counterman Magazine. View the full article

While the premise of a vehicle with no steering wheel and no human driver is not something the motoring public is quite ready for, the case for Advanced Driver Assistance Systems (ADAS) is strong. In October, automaker Ford posted a third-quarter loss of $827 million, and said it was largely due to its self-driving tech partner Argo AI going under. That same month, J.D. Power and Associates released a study that showed consumer understanding of automated vehicles is rife with misinformation. On paper, one can make a pretty practical case for autonomous driving – the most obvious benefit being that it could potentially increase road safety and eliminate traffic deaths. Additional justification lies in the ability to reduce collision insurance claims and increase independence for certain populations who are currently limited in their options for safe and reliable transportation – such as the elderly and disabled. However, as real-world testing begins, the technology is encountering some pretty significant roadbumps, and consumer understanding of the technology isn’t belying the confidence to make the mass adoption of fully automated vehicles a realistic possibility any time soon. The recent J.D. Power study found 65% of consumers surveyed were unable to accurately define fully automated, self-driving vehicles. Plus, 56% of respondents incorrectly classified the driver-assist technologies available today as fully automated, self-driving technologies. The survey hints that consumers are lagging in understanding as well as preparation for higher levels of automation. The current system for classifying levels of automated driving was established by the Society of Automotive Engineers (SAE). Ranging from 0-5, the SAE levels run the gamut from Level 0 where the driver is fully responsible for the vehicle’s operation and supervision of the technology on the car at all times, to Level 5, which gives complete control of the vehicle to the operating system itself and requires no human supervision at all. At this time, there are no Level 3-5 autonomous vehicles on the road today, according to J.D. Power. Today, the most widely used safety technology on vehicles on roads today would be considered Level 2 – which would include such things as Advanced Driver Assistance Systems (ADAS) – automatic emergency braking (AEB), and Electronic Stability Control (ESC), lane assist, parking assist, driver drowsiness detection, gaze detection, etc. These technologies provide partial automation by taking over control in specific situations – such as turning a corner too fast, or coming to close to a vehicle in front of you. In 2008, ESC systems became mandated by NHTSA on all new vehicles by 2011. All automakers are currently participating in a voluntary commitment to make AEB standard on all vehicles as well. In a recent webinar hosted by Reason Foundation, Brookings Institution and Princeton Autonomous Vehicle Engineering, several experts on AVs shared their thoughts on the subject, hoping to correct some of the common misconceptions and inject a dose of realism into the public debates surrounding autonomous vehicle technology. One of the three speakers, Alan Kornhauser, professor, Operations Research and Financial Engineering, and faculty chair of Autonomous Vehicle Engineering at Princeton University, said he believes ADAS should be mandated. “ADAS is focused purely on safety,” said Kornhauser. “It’s on all the time, and it overrides drivers only to avoid getting into a crash situation. We’ve had a number of these systems in our vehicles for a long time. As long as we’re not using the brakes inappropriately, they just work the way we want. Otherwise, the system takes over and doesn’t allow you to lock your wheels. Same thing with electronic stability control. You can go around corners just fine. You go around too fast, all of a sudden, the system takes over and makes sure that you don’t lose your rear end. And maybe one of the most successful of these systems is reverse automated braking systems so that if you back up and there happens to be a child behind your car, the car stops. “This has enormous implication on insurance because in fact, if there is no crash, then there’s no insurance that needs to be paid out. There’s no lawyer, there’s no ambulance, there’s no medical payments that have to be paid,” Kornhauser added. When it comes to seeing federal or state regulations that could pave the way for more fully autonomous (i.e., driverless) cars on the road, Marc Scribner, senior transportation policy analyst at Reason Foundation, believes we aren’t quite there yet. Having consistent, published technical standards may be one of the bigger roadblocks, he said. “Automated vehicle regulation is not going to occur in the near term,” said Scribner. “I think the delay is, in part, due to the lack of published voluntary consensus standards that may be ripe for regulatory incorporation. But, there also seems to be generally, at least so far [in] this administration, perhaps less enthusiasm for automated driving systems than the previous two administrations. But, I do think the lack of published technical standards that could be incorporated into regulation is a hurdle. Where federal regulators are silent, states may act instead. States and locals have primary authority over vehicle operations and infrastructure management. They own the roads; they manage the roads. They license drivers, they register vehicles. All of that kind of thing goes in with the vehicles actually out there in the real world,” said Scribner. The post Making The Case For ADAS appeared first on Counterman Magazine. View the full article

Lumileds is launching a new line of powerful LED-upgrade retrofits for fog light and powersports headlights. With automotive-grade LEDs that produce a cool-color temperature of up to 6,000 K, Philips UltinonSport LEDs provide “incredibly bright white light” and durable, long-lasting performance for snowmobiles, ATVs, UTVs and other off-road vehicles, according to the company. These LED solutions allow users to better illuminate the path ahead, detect obstacles faster and deliver a safer driving and riding experience. The new Philips UltinonSport LED line includes 12 SKUs and is compatible with both 12-volt and 24-volt electrical systems. “Our new UltinonSport LED line helps drivers and riders find their next adventure,” said Aubry Baugh, Lumileds product manager. “These bulbs feature the latest in LED technology and are backed by the quality, safety, and reliability that Philips bulbs have been built on for over 100 years. They deliver brilliant illumination for roadways, trails, beaches, and backroads. Their advanced technology provides exceptional service lifetime, and their extremely compact size allows for an easy installation.” To ensure long lifetime and optimal performance, the UltinonSport LED bulbs feature Philips “AirCool” technology with two types of heat dissipation. A built-in fan helps to actively cool the LED and electronics, while an aluminum heat sink further dissipates heat and maximizes airflow around the components. The durable construction and improved heat transfer means that UltinonSport LED bulbs deliver a lifetime of up to 2000 hours. The Philips UltinonSport LED-upgrade retrofit bulbs are available for 9003, 9005/9006, 9007, 9008, 9145, H1, H3, H7, H8/H16, H11 and PS24W for off-road and fog-light applications. Each Philips UltinonSport LED package contains two bulbs. For more information, email [email protected]. The post <strong>Lumileds Unveils LED-Upgrade Retrofits For Offroad Vehicles</strong> appeared first on Counterman Magazine. View the full article

Counterman’s “Guess the Car” contest challenges our readers to solve an automotive riddle, for a chance to win $100. And each month, we receive hundreds of responses from aftermarket professionals trying to guess the model of the vehicle depicted. The correct answer for the October/November contest is the AMC Javelin. The winner is George Widmer IV, an ASE P2-certified parts pro at Parts Authority in Norcross, Georgia. Now, let’s get to know the “Guess the Car” champion. CM: How long have you been working in the auto parts business? GW: Since 2001. I started off as a stock clerk my junior year of high school and I worked my way up from there. CM: What do you like most about your job? GW: The interaction with customers. Building a relationship with our regular customers and dealing with the general public. CM: What’s the strangest question a customer has asked you? GW: I had a customer asking for the Firebird emblem for a ‘77 Trans Am. He was restoring it, and [the emblem] was old and it was peeling off. He just happened to call us up. I told him we didn’t have anything like that here, but I’ll see if I can get one. I outsourced one and got it for him. He’s been a customer ever since for the last three years. CM: What’s the coolest car you’ve ever owned or worked on? GW: My dad was a technician for a Pontiac dealer for 30 years. I would say the coolest car I’ve ever owned was my first vehicle, which was a 1986 Chevy S-10 pickup that we customized. We lowered it, painted it, put 18-inch wheels on it, added a custom stereo, and it was all done by me and him. It was a father-son bonding kind of thing that was really special. CM: Do you have any interesting hobbies? What do you do for fun? GW: I’m a big video gamer, and I collect model cars and model trains. I’m a devoted fan of NHRA; I’ve been to eight different tracks and I’m looking forward to attending a ninth track in 2023. I’m also a world history and football/soccer reader. CM: What’s your dream car? GW: We’ll go with my top two. The first one would be a 1971 Pontiac Trans Am in cameo white. The second one would be a 1956 Porsche Speedster in polyantha red; that’s an extremely rare color. The Pontiac was because my dad worked at a Pontiac dealership, and I’ve always had an interest in air-cooled Porches and Volkswagens. The post Meet The ‘Guess The Car’ Champ: George Widmer IV appeared first on Counterman Magazine. View the full article

Advance Auto Parts reported third-quarter net sales of $2.6 billion, a 0.8% increase over third-quarter 2021. Comparable-store sales decreased 0.7%, which Advance attributed to “increased owned-brand penetration, which has a lower price point than national brands.” “I want to thank the entire family of Advance team members as well as our growing network of independent partners for their continued dedication,” Tom Greco, president and CEO, said in a news release. “We continue to execute our strategy to drive full year net sales growth and adjusted operating income margin expansion while returning excess cash to shareholders.” Greco noted that Advance’s “deliberate move to increase owned-brand penetration, which carries a lower price point, reduced net sales by approximately 80 basis points and comp sales by approximately 90 basis points. We also continued to invest in our business while returning approximately $860 million in cash to our shareholders through the first three quarters of 2022.” The company reiterated its full-year guidance of net sales between $11 billion and $11.2 billion. “While we continue to execute against our long-term strategic plan, we’re not satisfied with our relative topline performance versus the industry this year and are taking measured, deliberate actions to accelerate growth,” Greco said. The post Advance Auto Parts Reports Q3 Net Sales Of $2.6 Billion appeared first on Counterman Magazine. View the full article

Quick struts, loaded struts, strut plus – there are many names on the market for a complete strut assembly, with different brands assigning their own catchy term to their version of the product. I don’t have a preference, although any time I hear the term “loaded,” I immediately think of a baked potato. I picture a piping-hot spud, covered in melted cheese, bacon bits, sour cream and chives, so maybe that’s my favorite one. Did I grow up in the fast-food generation or what? So, what’s in a name? Loaded – in baked-potato terms – meant you were getting it all, and in the case of struts, it means the same thing. In the June 2022 issue of Counterman, I dug into the difference between shocks and struts. If you read the article, you’ll remember that terminology was a big part of it, and it’s always been one of the more challenging facets of selling parts. The same thing can have multiple different names, depending on the manufacturer, or the technician working on the car. The term strut is a reference to the main component in a MacPherson-strut suspension design. The strut itself is the suspension spring and shock absorber assembled together as a unit, which also includes mounting bushings, spring insulators and turn bearings. Replacing a bad component in a strut assembly requires a special coil-spring compressor, so the unit can be safely disassembled. By definition, the individual parts only made a strut when they were all assembled, but over time, just the shock absorber itself came to be known as the strut. I speculate this was primarily to provide an accurate description of what we were looking for – to differentiate the fact we were working on a strut suspension as opposed to a “traditional” upper-lower A-arm design. So, you could argue that a “loaded” strut is a contradiction of terms, but it really doesn’t matter. Who cares what we call things, right! As long as we get our customers the right stuff! Emergence of the Assembled Strut Before the common availability of a complete strut assembly, replacing a bad component in a strut required a coil-spring compressor so the unit could be safely disassembled. It was far more labor-intensive, and you always had to use caution working with the coil spring. Typically, a bad shock absorber was the component that was being replaced. But, technicians often discovered that one of the other components such as a bushing or bearing would show considerable wear upon disassembly. Nobody wants to reassemble something with worn parts, but since many of the components weren’t considered “normal” service items, we’d often have to wait a day or two to get them. This, of course, made for an inefficient repair, but it’s not the ultimate reason that assembled struts became popular. When strut suspension systems first became popular, they were used on small, lightweight front-wheel-drive vehicles. As a result, the coil springs rarely wore out or broke, and the only component that went bad a lot was the shock absorber itself, so it was common to disassemble the strut just to replace the shock. As the strut-suspension design became more popular and the many advantages of it became clear, it quickly found its way onto full-size sedans and trucks. All of a sudden, the struts were no longer holding up meager economy cars, and we began to see broken coil springs, worn bearings and strut mounts and worn spring insulators, on top of worn shocks. Almost every time you disassembled a strut, you found that all the components needed to be replaced. Stocking all the different strut components for every make and model was unrealistic on one hand, but necessary on the other, and the idea of offering a completely assembled strut was a welcome revelation. Limited at first to a few of the most common models, the idea took off quickly, and now there’s an impressive list of coverage. The Assembled-Strut Advantage The advantages for a counter professional, a technician or a DIYer can be summed up the same way for all of us: It’s simply easier. Technicians prefer them, and almost always ask for them first. DIYers may not be familiar with them, so as a counter professional, you may have to explain the advantages. Safety might be No. 1. There’s no danger involved when you don’t have to compress and remove the coil spring, and it saves on the tool too, which a DIYer will either need to borrow or buy. Even though it’s possible that purchasing a single component such as a shock absorber or coil spring may be less expensive, the process of building or assembling the strut is where the biggest hurdle can arise. Overall, there aren’t too many different pieces involved, but there are almost always some types of spacers and washers. Placement is critical, and it’s easy to make mistakes or lose one of the small components without realizing it. You can end up with a strut that rattles excessively or, in the case of a front strut, binds up during turns. Purchasing an assembled strut eliminates the possibility of any of these problems. As a technician or service advisor, we can represent the advantage of time savings, which translates to less labor charged to the customer. In addition, the advantage of all-new components allows us to guarantee proper performance, no noise or rattles, and a longer-term repair. If you replace only one component in the interest of saving money, perhaps another one of the strut components goes bad a few months down the road. You’re no longer saving money at this point. Drawbacks? I’d like to say no, but instead I’ll say no … with exceptions. Overall, assembled struts make sense. But it’s a good idea to consider what they’re going on. As with many components, there are economy versions and top-of-the-line versions. It’s an undeniable fact that the economy versions won’t last the same amount of time as the original OE strut on any vehicle. Of course, you won’t represent them as a poor-quality part to your customer, but you can represent your top-of-the-line as higher-quality, longer-lasting and better-performing, then let your customer make the decision. On older vehicles where cost and a safe level of operation are the primary concerns, economy struts may make the most sense. The flip side is vehicles that still have many years left on the road, and it’s always a good idea to recommend the highest quality in these situations. The fact of the matter is that struts affect the safety, handling and braking of a vehicle. It’s a difference that can be easily noticeable, and the more performance-oriented the vehicle, the easier it will be to notice the difference between high- and low-quality struts. I mentioned that technicians prefer assembled struts, and we know the advantages they offer. But, we also know that we can make more money on our labor installing them. It’s quick and easy for us, so we’ll end up ahead of the flat-rate time. Even though we get more time for rebuilding a strut, it usually takes us all the allotted time, so we lose our flat-rate advantage. This can be a sticky point for some technicians, but an assembled strut isn’t always the best choice. A perfect example would be a high-end European vehicle. These are cars that handle very well, and the owners expect this type of performance. I’ve seen cases where assembled struts are available, but the performance just isn’t up to par with the OE equipment. Regardless of make, when it’s a performance-oriented vehicle, it’s important to ask questions to determine your customers’ expectation. Though there are times when these cars can be just as old and beat-up as any other, and maybe the owner is just looking for an economical repair, if you suspect they’re looking for a high level of performance, recommend that they use OE parts, which in most cases means getting each piece individually from the dealer. As a counter professional, you don’t want to lose sales and refer someone away from buying what you offer. But, in a situation like this, it’s the trust and rapport that you build with the customer that’s important. The same customer with a high-end vehicle may have multiple other vehicles they’re responsible for maintaining – for example, their children’s cars – and if you always point them in the right direction, a lost sale one day can mean multiple sales the next. A Few More Details Struts always should be replaced in pairs. Do you have to? Technically, no, and I’m sure you’ve already had customers who only buy one. But it’s the same theory with brakes. Only replacing one side means you’ll have unequal performance side-to-side, and as we all know, if one side wears out, the other isn’t too far behind. An alignment always should be checked anytime the struts are replaced. Whenever the suspension, front or rear, is disassembled in any manner, the possibility of affecting the alignment exists, and in the case of struts, ride height could change slightly when going from worn coil springs to new ones. When the strut is a bolt-on design, it’s a good idea to advise your customer to pay attention to the bolts, especially if they’re camber bolts. Marking their location gives you a good reference for installing the new strut, keeping the alignment as close as possible. That makes the alignment easier, and is much better if the vehicle needs to be driven to an alignment shop. Upsells My favorite add-ons for strut work are caliper hangers, bungee cords, nylon wire ties and penetrating oil. During removal, you’ll often run across brake hoses and ABS harnesses that are secured to the strut via a small bracket. The bolts are usually small, and penetrating oil usually is the trick to keep them from breaking. After detaching any hoses or brackets, it’s a good idea to secure them out of the way. The struts are heavy and awkward, and this helps you avoid snagging them as you wrestle the strut out of the fender well. When the strut is disconnected from the steering knuckle, the suspension naturally will want to drop. In some cases, it doesn’t or doesn’t drop much, but you should be aware of the possibility, and securing it up with a caliper hanger or bungee cords will prevent it from pulling down on the brake hoses and ABS wiring. Finally, when you have the strut out, it’s a good time to look closely at CV boots. Many cars require separating the strut from the knuckle to remove a CV shaft, and if you’re in there already, it’s the perfect time to do it. The post Loaded Struts: What’s In A Name? appeared first on Counterman Magazine. View the full article

Women in Auto Care, a community of the Auto Care Association, is accepting applications for positions on its leadership committee in 2023. Women in Auto Care provides opportunities, education and career leadership in the auto industry through conferences, networking, scholarships, education, data, awards and more. The volunteers who comprise the Leadership Committee participate in awarding scholarships, help in planning an annual conference and auction, social media, awards, sponsorship, mentoring and engagement. These positions require a time commitment of 1-2 hours per week and participation in Women in Auto Care Events. Each position is for a two-year term beginning Jan. 1, 2023. The deadline to apply is Dec. 16. To apply, click here. Interested in volunteering, but not sure about taking on a leadership role? Help support the community by becoming a Champion! Women in Auto Care Champions have exclusive opportunities to help support our key initiatives through “micro volunteering” efforts. Champions earn insight and exposure to the committee and meet volunteer requirements for certifications, such as ACP. The post Leadership Positions Available With Women In Auto Care appeared first on Counterman Magazine. View the full article