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When available, remanufactured parts can be a great alternative for your customers, giving them the option to purchase a like-new or better product at a lower price point than the new part. With gasoline prices at multiyear highs and inflation squeezing consumers’ budgets, it’s the perfect time to talk to your customers about reman parts. Since 2010, MERA – The Association for Sustainable Manufacturing has been making the case for remanufactured parts, on behalf of the broader remanufacturing community across multiple industry sectors. One of the key challenges has been defining the concept. In aviation and aerospace, for example, remanufacturing is called “maintenance, repair and overhaul” (MRO). For medical devices, consumers goods and electronics, it’s known as “refurbishing.” With that in mind, MERA and five other trade associations from around the world have created a common definition of remanufacturing: Remanufacturing is a standardized industrial process by which previously sold, worn or non-functional products are returned to same-as-new, or better, condition and performance. The process is in line with specific technical specifications, including engineering, quality and testing standards. The process yields fully warranted products. When the definition was unveiled in September 2016, the trade associations hailed it as “a tremendous step forward in the industry’s quest to raise awareness and acceptance of remanufactured products.” To address misconceptions and points of confusion, the trade associations are highly intentional in the words that comprise their definition. Notably, the definition doesn’t include the word “used.” “There’s a reason for that,” explains John Chalifoux, president of MERA since its inception. “In the area of trade – particularly free-trade agreements – remanufactured goods have their own category. They’re not considered new; they’re not considered used.” Plus, the word “used” has a stigma attached to it. For some people, it’s synonymous with waste. And that’s not at all what remanufacturing is about. MERA is a division of the Motor & Equipment Manufacturers Association (MEMA). When MERA formed in 2010, it was the Motor & Equipment Remanufacturers Association. However, that changed in 2018, when MERA unveiled a new brand descriptor: MERA – the Association for Sustainable Manufacturing. “Our purpose really is to elevate and mainstream what our members do,” Chalifoux tells Counterman. “ … When I say ‘elevate,’ we’re trying to help the perception [of remanufacturing] catch up with the reality. And the ‘mainstream’ aspect is to give remanufacturing a better seat at the table for any discussion on the circular economy or even recycling.” That was the underlying thought process driving the name change in 2018. MERA’s staff drew some inspiration from Merriam-Webster’s definition of “sustainable,” which includes this description: “of, relating to or being a method of harvesting or using a resource so that the resource is not depleted or permanently damaged.” “That’s what our members do with cores,” Chalifoux adds. “They harvest the cores.” MERA offers this simple definition of sustainable manufacturing: It’s “manufacturing with reuse.” “It is a manufacturing process that restores original products in a factory setting, yielding goods that are like new, but better than the originals,” the MERA website explains. “The finished goods have like-new quality, they offer better value and they are better for the environment. As an eco-friendly process, sustainable manufacturing conserves materials and embodied energy, and it reduces landfill waste.” At AAPEX 2018 in Las Vegas, Chalifoux unveiled a new symbol to promote remanufacturing. It was the familiar recycling icon – consisting of three green arrows representing the reduce/reuse/recycle concept – along with a fourth arrow that represents remanufacturing. Now a registered trademark of MERA, the four-arrow symbol illustrates the association’s position that remanufacturing should occur before traditional recycling. In other words: Reduce, reuse, remanufacture, recycle. “All of this is helping us to better communicate both the quality and green associated with remanufacturing,” Chalifoux said during a press conference at AAPEX 2021. “Remanufacturing yields quality parts that are like new and delivers environmental benefits that are superior when compared to recycling. In the circular economy, the environment is better served when we reuse core materials rather than raw materials. The embodied energy, material and labor in cores are too valuable to ignore.” The core for a remanufactured part is completely disassembled down to individual components. All renewable components are cleaned and analyzed for failure modes, and then reassembled using a combination of new and refurbished components, resulting in a reliable finished product virtually identical to a new part. The great news for your customers is that some remanufacturers also address known OEM design issues, using upgraded components or processes to improve upon the OEM part. For example, CARDONE has re-engineered the power brake boosters for some Ford F-250 and F-350 models. The original design was prone to water entry, which caused a hard pedal during braking. CARDONE added a silicone seal around the shell neck – including the entire crimp area – to ensure a watertight seal and longer-lasting performance. It’s worth noting that Michael Cardone Jr., co-founder of CARDONE Industries, is the founding chairman of MERA. “MERA would not exist if not for Michael Cardone Jr.,” Chalifoux says. This article merely provides a snapshot of remanufacturing and the benefits of selling reman parts. For more information, visit www.mera.org and www.manufacturedagain.com. The post Making The Case For Remanufactured Parts appeared first on Counterman Magazine. View the full article

Advance Auto Parts announced second-quarter net sales of $2.7 billion, up 0.6% compared to second-quarter 2021. Comparable-store sales were down 0.6%, while operating income dropped 17.7% to $201.7 million. Advance CEO Tom Greco acknowledged that it was “a more challenging quarter on the top line than we expected.” “Our deliberate move to increase owned-brand penetration reduced both net and comp sales by approximately one full point,” Greco said. “Our DIY omnichannel sales were particularly challenged in the quarter and we expect that high inflation and significant year-over-year increases in fuel prices will continue to pressure DIY consumers in the back half of the year. As a result, we are updating our 2022 full-year guidance.” Advance now expects full-year net sales of $11 billion to $11.2 billion, compared to its previous guidance of $11.2 billion to $11.5 billion. “While our industry is not immune to the inflationary pressures consumers and broader retail have been experiencing, we believe our industry is well-positioned for the long term within the broader retail space to withstand these headwinds,” Greco said. “In addition, our team continues to make progress on our strategic initiatives to drive long-term shareholder value. We remain relentlessly focused on customer service, parts availability and reliability of delivery. We’re confident this will help enable sustainable sales growth, margin expansion and strong cash returns.” Greco also highlighted some of the positive from the second quarter, including a 10% increase in diluted earnings per share. “In Q2 we delivered another quarter of growth in net sales and adjusted operating income, underscored by adjusted operating-income margin expansion,” Greco said. “Our adjusted operating-income margin rate of 11.7% was the highest-level AAP has achieved in seven years. This helped enable a quarterly record for adjusted diluted earnings per share of $3.74, which increased 10% compared with Q2 2021 and 72% compared with Q2 2019. Additionally, we returned $291 million dollars to our shareholders through a combination of share repurchases and our quarterly cash dividend.” The post Advance Auto Parts Feels Effects Of Inflation In 2nd Quarter appeared first on Counterman Magazine. View the full article

Arnold Motor Supply recently moved to a new location in Waterloo, Iowa. The 19,500-square-foot facility provides improved retail space, expanded inventory and additional distribution capacity. The move merges the Cedar Falls and Waterloo stores into a larger facility so the company can continue to support the growing aftermarket parts and supplies needs of its customers. “The average age of vehicles on the road continues to rise, with industrywide shortages of new and used vehicles, amplifying the demand for replacement parts,” said Eric Johnson, president and managing partner at Arnold Motor Supply. Adding a distribution hub in the Waterloo area will allow for better access to parts for Arnold’s area stores and, ultimately, the customer. “Our customers don’t have time to wait,” Johnson said. “When they need a part, they typically need it right now.” Arnold Motor Supply is excited to continue to serve the Cedar Falls and Waterloo communities at the 2710 Wagner Road location. Arnold Motor Supply is a member of the Auto Value network of independent distributors, auto parts stores and professional service repair shops located throughout the world. The post Arnold Motor Supply Expands In Waterloo, Iowa appeared first on Counterman Magazine. View the full article

Honeywell has announced that its new Solsticeyf UV is now available at all participating NAPA Auto Parts stores across the United States. Solstice yf UV is a low-global-warming-potential (GWP) refrigerant incorporating ultraviolet (UV) dye for leak-detection support in automotive air-conditioning systems. This is the first time Solstice yf (R-1234yf) refrigerant with UV dye will be available in the aftermarket. The automotive service industry has traditionally used UV dye as a valuable tool to identify and repair air conditioning system leaks. With UV dye incorporated in Solstice yf, the solution provides precise leak detection, shortened service times, accurate repair verification and eliminates call-backs, increasing customer satisfaction, according to Honeywell. Solstice yf UV uses the same UV dye that automakers use on assembly lines and will allow service technicians to save time and money when servicing vehicles that were built with R-1234yf. “At NAPA Auto Parts, we are always looking for opportunities to carry new and innovative tools that help our customers repair vehicles faster and with ease. said Mike Pettyjohn, senior category manager for NAPA Auto Parts. “Honeywell’s Solstice yf UV is exactly that type of product, and it has the benefit of being better for the environment.” By the end of 2022, R-1234yf refrigerant will be used in almost 200 million cars on the road globally and in more than 95% of all new vehicles sold in the United States. By 2025, it is estimated that more than 100 million cars using R-1234yf will be on the roads in the United States, significantly expanding R-1234yf servicing opportunities for automotive shops. “As the first manufacturer to offer low-GWP R-1234yf with UV dye to the automotive industry, Honeywell is dedicated to supporting our end-user customers in their environmental transformations while helping them reduce costs and improve customer satisfaction scores,” said Ken West, president of Honeywell Advanced Materials. “With NAPA Auto Parts as our retail launch partner, we are expanding our reach to support customers across the United States, strengthening our commitment to supplying the automotive aftermarket with ready-now solutions that have lower greenhouse gas emissions without sacrificing product performance.” Honeywell’s Solstice yf UV is manufactured in the United States and is commercially available today at participating NAPA Auto Parts stores in 8-ounce cans as well as in 10- and 25-pound cylinders. Honeywell has invested $1 billion in research, development and new capacity for its Solstice technology, having anticipated the need for lower-GWP solutions to combat climate change more than a decade ago. The product line, which helps customers lower their greenhouse-gas emissions and improve energy efficiency without sacrificing end-product performance, includes refrigerants for supermarkets, air conditioning for cars and trucks, blowing agents for insulation, propellants for personal and household care and solvents for cleaning solutions. Customers utilizing Solstice technology have avoided the potential release of the equivalent of more than 260 million metric tons of carbon dioxide into the atmosphere, equal to eliminating the potential emissions from more than 55 million cars for one year. For more information on Solstice yf (R-1234yf), its applications, and impact, visit: https://sustainability.honeywell.com/us/en. The post NAPA To Carry Honeywell’s Solstice Yf Automotive Refrigerant appeared first on Counterman Magazine. View the full article

Our electronic catalog systems are among the most important tools in our arsenal of parts-counter knowledge. They serve as a “one-stop shop” for fulfilling the majority of our parts requests – collecting vehicle and component information from a wide array of aftermarket vendor sources into one convenient database. We repeatedly interact with our catalogs each day, pumping them for the information we need to supply the appropriate parts, supplies and services to our customers. We tend to take our catalogs for granted, and most of us don’t give a second thought to where that wealth of information actually comes from. In today’s “on-demand” world, it’s a given that the answers to our questions are at our fingertips. But, a considerable amount of work goes into providing the data required to make our catalogs efficient, powerful and (above all) accurate sources of information. Standardization can be seen in many aspects of our industry, from packaging quantities to sizing, even part identification and numbering. Somewhere along the way, the aftermarket generally settled on selling quarts of oil and gallons of coolant; engineers quantified thread-pitch, tube and hose dimensions; and store-brand products implemented numbering systems, often based on those of major manufacturers. This makes it much easier to identify and compare equivalent products, and also gives us a “common language” when interacting with customers, co-workers and others in our industry. Standardization of data is just as important for catalog managers, and it has significant benefits to those of us at the front counter too! Understanding the need for a common data language, the Auto Care Association developed two standards for data exchange – ACES and PIES – which now are used to help distribute electronic parts and application data throughout the North American aftermarket. The Aftermarket Catalog Exchange Standard (ACES) is the standard concerning vehicle-fitment information. For each part found in our catalog, the supporting ACES file encodes vehicle information for each application for which that part fits. This includes year/make/model information, as well as other qualifiers like part category and type, as well as brand names. It also contains data regarding differences in optional equipment. For instance, the ACES file for an intermediate parking-brake cable might indicate that it’s only applicable to a truck with a certain wheelbase. PIES is the Product Information Exchange Standard, governing the format of files containing data that describes characteristics unique to the part itself. SKU, UPC, pricing and packaging information can be encoded into the PIES file, as well as dimensions and other descriptive physical information. PIES files use many of the same source databases as ACES files, with the exception of vehicle configuration. The PIES file for that same brake cable would not contain vehicle-fitment information, but might give the actual length of the cable and a photo or diagram of the part. ACES and PIES standards are used together to provide uniformly formatted files when transmitting parts information between users. This common language allows aftermarket manufacturers, catalog managers and parts personnel to share a dynamic and thorough description of each part, along with its appropriate usage. These file databases are NOT actual catalogs, and unless you’re already familiar with ACES and PIES (and fluent in computer programming), you probably couldn’t decipher most of the information contained in these files anyway. Auto Care developed these standards and maintains these databases to make data encoding and transmission more universal within the aftermarket supply chain, but the end result is a more complete and powerful source of electronic catalog information at our front counters! The post ACES And PIES appeared first on Counterman Magazine. View the full article

Mevotech announced the introduction of more than 100 new part numbers. Mevotech is known for its innovative driveline, steering, suspension and wheel-end repair solutions. With a focus on engineered and first-to-market solutions, Mevotech’s latest part numbers include patented technologies, engineered upgrades and Labor Saver advantages. Built for high durability and performance that professional technicians can count on, these parts cover a range of domestic and import passenger vehicles, pickup trucks and SUVs up to model-year 2022, according to the company. Highlights from the new release include: Patented, greaseable and self-lubricating sintered Dynamic Control Bearing optimizes service life and increases durability.Enhanced housing forging on the housing improves assembly strength.Repel-TEK anti-corrosion coated hardware makes installation quick and easy. Greaseable, self-lubricating sintered bearings replace OE-style plastic bearings for better durability.Patented locking dust boot seals out road contaminants.Improved forging profile enhances assembly strength. Greaseable, self-lubricating sintered bearings replace OE-style plastic for increased durability.Control-arm body is converted to solid forging around the ball joint for improved retention and assembly strength.Anti-corrosion coated hardware is in the box for a quick and complete install. Greaseable, self-lubricating sintered bearings replace OE-style plastic for increased durability.Improved forging profile boosts assembly strength.Anti-corrosion coated hardware included and a larger wrench flat allows for a quick and easier install. Additional applications: 2022-2021 Cadillac Escalade and Escalade ESV2022-2021 Chevrolet Suburban and Tahoe2022-2021 GMC Yukon and Yukon XL New Wheel-End Repair Solutions 27 New Hub Solutions For more information, visit the Mevotech website. The post Mevotech Introduces 100+ New Chassis, Wheel-End Products appeared first on Counterman Magazine. View the full article

Alligator sens.it RS universal TPMS sensors now cover the 2020-2021 Ford Bronco. “This vehicle has hit the market by storm and Alligator is proud to offer service for this impressive new SUV,” Alligator said in a news release. The all-terrain Bronco is another addition to the expanding list of Ford vehicles that can automatically learn and detect TPMS sensors once installed into each wheel assembly, or if rotating tires at regular intervals. Alligator offers these instructions: Simply install the new Alligator sens.it RS universal TPMS sensors, then begin driving the SUV, and the system will register the new IDs automatically while driving. Based on the instruction manual, make sure to park the vehicle the required amount of time for the TPMS system to enter into relearn mode (usually 20 minutes). The Alligator sens.it RS universal TPMS sensor also supports location detection, so when rotating tires, there’s no need to reset the system manually. Simply follow the same procedure as auto-learning and the display will show the new tire locations on the dash after driving for a few minutes. “By continuing to use Alligator sens.it RS universal TPMS sensors, shops can ensure they are working with a part that supports the full range of OE features, which helps make the job easier, reduces unnecessary downtime in the bay for TPMS learning or general sensor issues, helps the bottom line and, most importantly, keeps customers happy and coming back,” the company said. “When replacing OEM sensors with aftermarket sensors, rest assured that RS Series TPMS sensors from Alligator will provide all the functionality your car delivers. Regardless of the tool you use to program your Alligator TPMS sensors, this new application should be available for programming after you complete the latest update.” Alligator is a brand of WEGMANN automotive. The post Alligator TPMS Sensors Offer Coverage For 2020-2021 Ford Bronco appeared first on Counterman Magazine. View the full article

CRC Industries celebrated a pair of milestones for its flagship product, CRC Brākleen, when NASCAR returned to Pocono Raceway in late July. It marked the second running of the CRC BRAKLEEN 150 Camping World Truck Series race and the culmination of a year-long CRC BRAKLEEN 50th-anniversary celebration. Many CRC employees and customers attended the event along with lucky CRC fans and students from the TechForce Foundation, who won tickets through a CRC-sponsored promotion. A few special CRC guests held dignitary positions in the pre-race ceremonies along with Perry Cozzone, CEO, who served as grand marshal. The race aired on FOX. CRC brand ambassador Ty Majeski put in a strong top-10 performance, finishing in sixth place. In addition to the CRC BRAKLEEN 150, CRC sponsored Sage Karam’s No. 45 Chevrolet Camaro in the Explore the Pocono Mountains 225 Xfinity Series race. The race marked Karam’s momentous return to Pocono Raceway seven years after being involved in a fatal crash during an IndyCar race. The Xfinity race aired on the USA Network, marking the end of a long and difficult journey in which Karam made peace with his home track and established a new beginning with a top-20 finish. Karam represented CRC for the entire weekend in media spots, interviews and the race itself. “We had a great time connecting with our customers, end users, raceway fans and drivers at the Pocono Raceway CRC BRAKLEEN 150 event,” Cozzone said. “Motorsports are near and dear to our hearts, and we love to see CRC products in action on the track. With Pocono Raceway practically located in our own backyard, our partnership as fellow Pennsylvanians is a perfect fit and a great way to connect with our passionate NASCAR fans!” For more information about CRC Industries, visit www.crcindustries.com or follow the CRC brand on Facebook, Twitter, LinkedIn and Instagram. The post CRC BRAKLEEN Celebrates 50th Anniversary At Pocono Raceway appeared first on Counterman Magazine. View the full article

I swore for years that I would never buy a brand-new car. I didn’t even want to make a car payment. You see, I’ve always owned cheap (read “broken”) cars. The way I see it, you either make a monthly payment to the bank, or to the parts store. Since I’ve been working on cars for most of my adult life, it made more sense to keep driving cheap cars and doing the work myself. That all changed when my 2003 Nissan Altima left me stranded on the side of the highway on my way to pick up my daughter from daycare. I was so thankful she wasn’t in the car with me yet; it was icy, snowy and just downright dangerous. I started looking for a new (to me) car that night. I couldn’t justify driving half-busted cars any longer, and I certainly didn’t want to put my then-3-year-old daughter in danger. Thanks, COVID … Fast forward a month or two, and it’s March 2020. Ohio shuts down, and there’s a lot of uncertainty. I was still searching for a newer car to buy at this point, and I was leaning toward a gently used VW Golf Alltrack. Then, in April 2020, VW offered 0% financing on its new cars. When I did the math, the payment on a new one was the same as the payment on a used one. So, I hurried up and scooped up a brand-new 2019 Alltrack, and it’s been my primary vehicle ever since. Mind you, this is the first nice car I’ve ever owned, and I was pretty excited to drive something that was still covered under warranty. But my inner car guy has a lot of influence, and before long I started to make some upgrades. Upgrades It started out slow. First, a set of WeatherTech floor mats. Then, I picked up some protective film for the headlights, taillights and fog lights. Next, I bought an auto-dimming rearview mirror with built-in HomeLink garage-door-opener functionality. I bought an entire arsenal of car-cleaning products, from microfiber towels to a DIY ceramic coating kit. This was the first nice vehicle I’d ever owned, and I wanted to protect my investment! Then the “real” upgrades started. Bigger front and rear sway bars helped to keep the body roll in check, and completely transformed the way the car drove around a corner. Aluminum skid plates underneath for added protection from whatever the roads in Ohio could throw at me. A set of projector headlights with HID lighting gave me unparalleled nighttime visibility. Then, I got the opportunity to test out a prototype 1.25-inch lift kit. Sure, it’s not much, but a touch of added ground clearance is always nice. It also brings the car up to the height that it should have been from the factory, in my opinion at least. The truth is, I simply can’t leave a vehicle alone. I have to make it my own, one way or another. But I enjoy the process, and it’s satisfying to watch it slowly evolve into exactly what I want it to be. I share this to help you get inside the minds of some of your more passionate DIY customers. Growing Opportunity I can’t help but look for things to change, upgrade or improve whenever I buy a vehicle. Doing this might not make sense to everyone, but it’s how I make my vehicles better for me. However, I suspect that I’m not alone in this mindset. With new-vehicle prices skyrocketing, it makes sense that someone might choose to repair or upgrade their current vehicle instead of trading it in for something else. And that’s a huge opportunity for the automotive aftermarket. According to the 2022 SEMA Market Report, U.S. consumers spent a whopping $50.9 billion on accessorizing and modifying their vehicles last year – an all-time high for specialty-equipment sales. Trucks are a major driving force behind this sales trend, accounting for nearly one-third of those sales. Considering that the Ford F-150 has been the best-selling vehicle in the United States for many years – and the top three best-selling vehicles in 2021 were pickup trucks – this should come as no surprise. According to the SEMA report, sales of “utility accessories” such as truck bedliners, truck caps, racks, truck-bed covers and trailer and towing products are expected to grow from $3.79 billion in 2021 to $3.87 billion this year. If you’re not stocking truck accessories, you might want to give this category another look. Here’s the bottom line: Every time somebody buys a new or used vehicle, there’s an opportunity for us as counter pros to help them find the accessories they need. The question is, what are you doing to capitalize on this exciting category? The post ‘New-To-You’ Vehicle Upgrades appeared first on Counterman Magazine. View the full article

Autel U.S. has launched its Remote Expert platform to all MaxiSYS Ultra, MS919 and MS909 tablets nationwide. The Remote Expert platform connects technicians with independent module programmers, automotive diagnosticians and system experts who use the peer-to-peer network to perform needed services remotely. Earlier this year, the platform debuted on the East Coast and has since become available across the country and Canada. “Techs can connect with experts remotely from as close as down the street to thousands of miles away,” explained Maurice Miller, Autel’s director of technical operations. Since its debut, more than 2,500 sessions have been completed, and the platform continues to grow in popularity, according to the company. Remote Expert has seen more than 350 competed orders in just the first two weeks of August. As shops face a severe staff shortage and technicians are overwhelmed with the increasing complexity of today’s vehicles, Remote Expert is an ideal solution, Autel asserted. “Remote Expert is like a virtual lifeline from the technician to an expert,” said Miller. “Whatever a technician’s challenge, from a tricky diagnosis to module programming, he can use the platform to reach out to an expert. No need to sublet the work or wait for a mobile programmer to drive to the shop; help is a tap on the tablet away.” Here’s how it works: From his Autel Ultra, MS919 or MS909, the technician writes the order with vehicle identification and the issue and submits it to the expert community. The expert sends a quote on the job directly to the tablet. Once the price is set, the expert connects his hardware and Autel Remote Expert device to one of Autel’s multiple pass-through servers. The servers are strategically located throughout the United States to ensure that communication from the expert’s systems to the technician’s equipment and vehicle is sent efficiently with the least latency or delay. Although other companies offer remote programming and diagnostics services, the Autel Remote Expert platform is unique for many reasons, according to the company. The technician needs only his Autel tablet and VCI; no other hardware is required. The expert contracts directly with the technician while Autel only acts to provide the platform and to vet each expert to confirm that each has liability insurance and the proper education, experience, OE subscriptions and hardware. The post Autel Releases Remote Expert Peer-to-Peer Platform Nationwide appeared first on Counterman Magazine. View the full article

Rislone has introduced new High Mileage Power Steering Stop Whine with Leak Repair (P/N 4604), describing it as “a quick and dependable solution for customers suffering steering ‘whine,’ sluggish steering or a power-steering system leak in their high-mileage cars, SUVs and light trucks.” Power-steering problems are common in older vehicles, especially those clocking 75,000 miles or more. Noise and whining, minor leaks and hard-steering complaints can dull your customers’ driving enjoyment and, if ignored, only get worse over time. “High Mileage Power Steering Stop Whine with Leak Repair can cost-effectively and quickly solve a range of power-steering issues,” said Clay Parks, Rislone vice president of strategic development. “It’s an affordable solution to noisy power-steering systems that generally occur when the system is low on fluid, there is air trapped in the fluid or the vehicle has some mechanical issues.” The all-new product contains a special blend of viscosity improvers, anti-wear friction modifiers and extreme-pressure performance additives, according to the company. It’s formulated to stop bearing, piston and valve noises inside the power-steering pump. Special lubricity additives smooth out rough, hard and tight steering and reduce friction. Stop-leak additives repair minor leaks and help prevent new ones. Customers can use the product to top off existing fluid when low or add a bottle as a preventive-maintenance measure whenever power steering fluid is changed. It’s compatible with all types of domestic and imported power-steering fluids, including petroleum and synthetic formulas, and works with systems that use ATF automatic-transmission fluid. Most passenger cars and light trucks require one 11.8-ounce (350-millileter) bottle for every 1 to 3 quarts of power-steering fluid. In smaller systems (those under a quart of capacity), use half a bottle. Depending on the power-steering problem, results will either be immediate or noticeable within a few days of driving, according to the company. A second application may be needed for hard-to-stop leaks or to solve other system issues. Rislone High Mileage Power Steering Stop Whine with Leak Repair is a sister product to Rislone High Mileage Transmission Stop Slip with Leak Repair (P/N 4502) for automatic and manual transmissions. For more information, visit rislone.com. The post Stop Power-Steering ‘Whine’ With New Rislone Additive appeared first on Counterman Magazine. View the full article

All Star Auto Lights, a specialty distributor of alternative automotive parts and a portfolio company of Atlantic Street Capital, has announced the acquisition of Blackburn OEM Wheel Solutions. Blackburn is a Macedonia, Ohio-based supplier of new and refurbished OEM steel and alloy wheels for the automotive aftermarket. This is All Star’s third acquisition in the aftermarket OE wheel space since 2021 “and transforms All Star beyond its traditional auto lights business and into a leading automotive aftermarket equipment supplier,” the company said. “This acquisition significantly increases our capacity to manufacture and supply OEM wheels through our growing nationwide network,” said Matt Immerfall, CEO of All Star. “Combined with our existing family of brands acquired in 2021, Jante Wheel and Perfection Wheel, the addition of Blackburn quickly doubles our impact in the automotive-wheels sector and offers our customers a more comprehensive selection and faster delivery while solidifying All Star’s wheel division to better serve its customer base.” Phil Druce, partner of Atlantic Street Capital, added: “We are excited to add Blackburn to All Star’s family of brands. With 13 sites and more than 400 employees, All Star is positioned as a national player with collision and body shops, tire and service centers, rental-car and auction-house customers to profitably repair cars faster with the highest-value OEM alternative replacement parts.” Blackburn is one of the leading distributors of OEM wheels in the United States and provides OEM wheels (steel and alloy), wheel covers (hubcaps) and center caps in brand-new, refinished and used condition. “Blackburn has a great industry reputation for quality and customer service that is consistent with what All Star stands for,” Immerfall said. “Maximizing the amazing business that Blackburn has built over the last 30-plus years with All Star’s capabilities is a true privilege. It’s exciting for the All Star Team to round out our newly formed wheel division with Blackburn. Our ability to partner manufacturing and supply to take care of our customers on a national level is an incredible opportunity that we are thrilled about.” The post All Star Auto Lights Acquires Blackburn OEM Wheel Solutions appeared first on Counterman Magazine. View the full article

BBB Industries announced a new online portal designed to enhance 24-hour ordering, enabling customers to instantly order replacement parts from www.bbbind.com/1stop. “BBB Industries is committed to providing an efficient and effective customer experience. We want our customers to easily get the parts that they need quickly,” said Shane Garner, director of customer service. “Through the use of advanced technology, we continuously work to improve upon our service levels. In Phase 1 of our rollout, these new features will greatly decrease the time it takes to place stock orders, place emergency orders and view the history of orders.” The BBB Industries 1Stop customer portal shows real-time inventory for emergency orders and allows customers to immediately place orders. The portal also can automatically calculate if freight minimum requirements are met for stock orders and provide estimated shipping charges for special orders. As added reassurance, the system automatically alerts the customer via email when an order is placed and when a special order is canceled, and can display the status of all orders with BBB Industries. Customers can order competitively priced sustainably manufactured parts 24/7 with next-day and ground flat-rate shipping available, according to the company. The post BBB Introduces New Online Portal To Enhance 24-Hour Ordering appeared first on Counterman Magazine. View the full article

The American Petroleum Institute (API) has submitted a request to the Auto/Oil Advisory Panel and the API Lubricants Group to add SAE 0W-8 and SAE 0W-12 viscosity grades to the current ILSAC GF-6 specification. ILSAC GF-6B currently is applicable only to oils meeting the SAE 0W-16 viscosity grade. As a result, the Auto/Oil Advisory Panel will be called into session and will be co-chaired by the ILSAC chair and the API Lubricants Group chair. The group first will need to evaluate the request and, if accepted, it will undertake the technical efforts of adopting the new viscosity grades into the category, following the procedures detailed in API 1509, Annex C. Changes to API SP will be handled by the API Lubricants Group in parallel with any changes for ILSAC GF-6. API said it anticipates that the SAE 0W-8 and SAE 0W-12 viscosity grades can be fast-tracked for quick approval, with the goal for the new oils to be ready for first license by API by the end of 2022. The existing GF-6 fuel-economy tests have not demonstrated the ability to accurately measure fuel economy in these ultra-low-viscosity grades, according to API. Therefore, API recommends reliance on a recently published fuel-economy test standard from the Japanese Automotive Standards Organization (JASO). The test standard, JASO M366 (Automobile Gasoline Engine Oils – Firing Fuel Economy Test Procedure), stipulates a test procedure for the measurement of the fuel-economy performances of these very-low-viscosity gasoline engine oils by the measurement of the fuel consumption using a fired engine test. This test is available in U.S. independent labs and has some Base Oil Interchange and Viscosity Grade Read-Across guidelines. API said its plan is to adopt this test into GF-6 in a manner to be determined by the Auto/Oil Advisory Panel and establish test limits as set forth in JASO M364 (Automobile Gasoline Engine Oils), which specifies the performance of SAE 0W-8 and SAE 0W-12 viscosity-grade engine oils. Benefits of Adding Lower Viscosities to ILSAC GF-6 There are a number of benefits to adding the lower viscosities to ILSAC GF-6 now, according to API. First, it would fill an identified gap for licensing of “low-vis” oils in the global marketplace. In fact, calls for introduction of these grades came early in the development of GF-6 but could not be accommodated at that time because the SAE J300 specification on viscosity-grade classification had not yet defined SAE 0W-8 and SAE 0W-12 viscosity grades, and a test to measure fuel economy was unavailable. Now that a fuel-economy test exists and that test is referenced, coupled with the fact that the test is confirmed to be available in North America, there no longer is a barrier to adopting the grades into ILSAC GF-6/API SP. “An important additional benefit to licensing these oils is that there is precedent for EPA recognition of ILSAC engine oil specifications on engine approvals,” API said. “While there are currently not many engines on U.S. roads requiring oils of these viscosity grades, adopting them into ILSAC now could make the path of engine approvals a little less burdensome on future engines.” API works continuously with the auto industry, oil marketers, additive companies and others to meet the lubricant needs of current and future engines. The post API Wants To Add 0W-8, 0W-12 To ILSAC GF-6 Specification appeared first on Counterman Magazine. View the full article

Well this is a first. Apparently, after months of easy puzzles, the August/September “Guess the Car” contest has stumped our readers. So far, Counterman hasn’t received any correct answers. However, we’ve seen some excellent guesses, and we can tell you this: Some of you are on the right track. The woman in the picture is having an “aha moment.” That much is obvious. But how does that translate into the name of a vehicle model? Here are a few answers that are close but not correct: Fiat IdeaGM Bright IdeaHonda Insight If we don’t receive any correct answers in the next week or two, we’ll provide more clues to help you gain some clarity on the current puzzle. The post No Correct Answers For ‘Guess The Car’ … Yet appeared first on Counterman Magazine. View the full article

Get the popcorn; it’s time for a movie. The matinee: “My Cousin Vinny”! If you’ve seen it, you know why it’s the matinee. If not, I won’t ruin it. It’s an enjoyable 1992 comedy that, believe it or not, is related to the information in this article. It’s worth a watch. Who’s heard of one-wheel peel? That’s what it’s called when you decide to “burn rubber” and only one wheel spins, leaving rubber particles from that tire onto the road. It’s not an official term, rather one of joking intention among the performance crowd. However, it doesn’t mean anything is wrong. It’s actually perfectly normal operation for an “open” differential, so for now just remember that term; it’ll all come together down the page. To understand limited-slip, you first must understand normal differential operation. Every vehicle has a differential. The differential is the component in the drivetrain that transfers the power output from the transmission to the axles that drive the wheels. It’s necessary because wheels travel at different speeds when turning a corner. The inside wheel turns slower because it’s essentially traveling in a smaller circle, whereas the outer wheel is traveling in a larger circle so it must turn faster to cover the increased distance. There was a time when virtually every automotive platform was a front-engine, rear-axle design – so I’ll call this “traditional,” for sake of reference. In a traditional drivetrain, the power output from the transmission travels via the driveshaft to the rear-axle assembly. The rear-axle assembly mounts to the rear suspension and consists of the housing itself, with the differential assembly and both rear axles inside. Most full-size trucks and vans, as well as front-engine rear-wheel-drive cars, still use this same design (see Figure 1). Figure 1 The rear-axle assembly often is referred to as just the “rear axle,” “rear end” or “differential,” but most of the time someone is just looking for some of the parts. As technicians, we call it that too. It’s easier and a generally understood reference, but it’s nothing a few key questions can’t handle. The power inputs the rear axle via the differential pinion gear. The pinion gear drives the ring gear, which is bolted to the differential carrier. The carrier houses the spider and side gears. There are two side gears, which are splined to the axles but rotate freely against the carrier (see Figure 2). The spider gears are supported by a center pin that rotates with the carrier, but they also have the ability to spin around that same pin, so the spider gears can move in two different ways. Picture a vehicle traveling in a straight line at a steady speed. Under these conditions, the spider gears do not spin; they remain stationary on the pin, but they rotate with the differential carrier and, in turn, cause the side gears to rotate. In other words, in this example, the ring gear, carrier, spider gears and side gears are all rotating at the same speed and the axles are being driven, both at the same speed. Figure 2 When the vehicle goes around a corner and a different axle (wheel) speed is required from side to side, the spider gears will spin on their mounting pins in order to allow the differential action to occur. The spider gears are still rotating with the ring gear and carrier, transferring the direction of motion through the side gears to the axles, but their ability to spin on their mounts allows them to “walk” around the side gears at the same time, allowing one axle to rotate at a different speed. A differential requires only one spider gear for operation, but for added strength most have two, and some heavy-duty vehicles can have even more. Open Differentials In independent-suspension automotive platforms that include front-wheel drive and mid- or rear-engine rear-wheel drive, no separate rear-axle assembly is needed, and the differential is an internal part of the transmission. Combining the two is what gave us the term “transaxle.” In place of the axles, these vehicles utilize CV (constant-velocity) shafts or half-shafts (very short driveshafts). Regardless of traditional or transaxle, the differential inside operates the same. A standard differential is considered an “open” design. While this allows the wheels to rotate at different speeds when needed, an operating characteristic of an open differential is that it only transfers power to the wheel that spins the easiest. If one wheel is on ice and one is on dry pavement, for example, the wheel on ice will spin, and no power will be transferred to the wheel on dry pavement. The same affect is what causes a car under heavy acceleration to “burn rubber” with only one wheel. On a completely dry road surface and during normal acceleration, an open differential is fine, but add these other factors and traction becomes a problem. From a performance standpoint, if you lose traction, you lose acceleration. The traction of two tires is always better than one, so if your street machine exhibits one-wheel-peel, be prepared for the ribbing to begin. In the era of the “traditional” automotive platform and muscle cars, an open differential wasn’t adequate for the amount of power you had. A solution was needed to allow these cars to get traction from both rear tires, and the “limited-slip” differential (LSD) was the answer. Limited-Slip Differentials LSDs are also known by the familiar GM trademark “positraction,” but it’s the same thing. A limited-slip differential has clutch packs located between the side gears and the differential carrier. Remember, in an open differential, the side gears are splined to the axles, but they spin freely against the carrier. The power in an open differential always flows from the rotating carrier through the spider gears into the side gears. But, if you were to lock the side gears to the carrier, the power would then flow from the carrier directly to the side gears and the axles, eliminating the spider gears but losing differential action. This is where the clutches come into play. The clutch packs consist of friction discs and steel plates. The discs are splined to the side gears and the plates have tabs that lock them onto the carrier. There is a spring between the side gears that keeps a slight tension on the clutch packs, keeping them partially engaged at all times. However, when differential action is required going around a corner, the clutches are able to slip just enough to allow for the action to occur. Here comes the tricky part. Look at the shape of the spider and side gears in Figure 2 on page 53. By nature, when force is applied to these types of gears, they attempt to force themselves apart during rotation. When the differential carrier begins to spin, the spider gears rotate as well, and the natural action of the gears forcing themselves apart presses the side gears toward the carrier, fully engaging the clutch packs. Now, with the side gears effectively locked to the carrier, power can be transferred directly to the axles and wheels. The more traction a wheel has, the more force it will take to move it, and the more force will be pressed against the clutch packs. So, if one wheel begins to slip, a greater force will be applied to the clutch pack on the opposite wheel with better traction. The process goes back and forth instantaneously, allowing a wheel to slip for only a limited amount of time before power is transferred to the other. The result is traction from both wheels, and a burn-out that leaves two tire marks. Pretty cool, huh? Due to the additional cost, the majority of cars and trucks come standard with open differentials. LSDs generally have always been an option. That’s been changing with the advancement of all-wheel-drive technology, and those vehicles will come standard with a limited-slip type of differential. There are many different types and designs of differentials that exhibit the same operating characteristics, including those designed for all-wheel-drive vehicles, so don’t be surprised to see a lot of different stuff. Selling Parts for LSDs When selling parts for an LSD, the two biggest factors are identification and fluid. Even as easily as you can identify a vehicle through its VIN, there are still a number of them – especially trucks – that can have different rear-axle assemblies that are not positively identified by the VIN. It often takes considerable research to figure out what you have, and as technicians we always spend the time to figure it out. But, just as often, we rely on counter professionals who may have more information than us. The biggest problem is that rear-axle identification is often done by a small metal tag or a stamping into the axle housing. These are commonly rusted away, and sometimes disassembly is required before you can make a definitive identification. Over the years, I can honestly say this is the one area of auto repair that has posed the biggest challenge with getting the correct components. There have been times I’ve been certain of what I had, but I was flat-out wrong! The fluid you sell is critical, and you always should use exactly what the manufacturer recommends (again making identification important.) Not only does the viscosity differ between different units, but the additives also have a direct and immediate affect on clutch operation. The wrong fluid can cause wear to the clutches or cause a chattering when turning. Seals are important during repairs, and generally there is only the pinion seal, axle seals and sometimes a rear housing cover gasket, although these have mostly been replaced by silicone-type sealants. The biggest detail with seals is to sell the best quality you can. A tip that’s good to share with your customer – especially if they’re replacing seals – is to make sure the axle vent is operational. Axle vents commonly get plugged with dirt, especially on trucks. The axle assembly will generate heat during use, causing the air inside to expand. If it’s not able to vent, the pressure can overcome the seals and force fluid out. Don’t get caught in that trap. That should cover the basics of LSD operation. The rest I’ll leave to the movie. The post The Lowdown On Limited-Slip Differentials appeared first on Counterman Magazine. View the full article

The Aftermarket Warehouse Distributors Association (AWDA), a community of the Auto Care Association, announced that nominations are open for its 2022 Industry Awards. The AWDA Industry Awards are presented annually during the AWDA Business and Education Conference, which will take place Oct. 30-31 in Las Vegas. Over the years, the list of AWDA award recipients has evolved into a who’s who of aftermarket luminaries. AWDA’s are among the most widely recognized and highly respected awards the aftermarket has to offer. The AWDA Industry Awards include: The Art Fisher Award for Excellence in Education – This award, presented in memory of former AWDA Chairman Art Fisher, recognizes a company or individual for their leadership and commitment to education and training, either within their own organization or throughout the industry. Lifetime Achievement Award in Honor of Martin Fromm – This very selective award recognizes individuals who have, over the course of a career spanning many years, distinguished themselves through their integrity, unselfish commitment to and high level of performance within the motor vehicle aftermarket. Outstanding Leadership Award in Honor of Jack Creamer (Formerly the Jack Creamer Automotive Leader of the Year Award) – This award recognizes an individual, employed in the aftermarket, who over the past several years has made a unique and monumental contribution to the industry and/or the association. Pursuit of Excellence Award: Recognizing Special Achievement – This award is presented in recognition of excellence in business performance and the setting of high standards as an example for others to follow. The deadline to submit award nominations is Aug. 26. Learn more about the award criteria, see former winners and submit nominations by visiting the AWDA webpage. The post Nominations Open For 2022 AWDA Industry Awards appeared first on Counterman Magazine. View the full article

Continental has expanded its line of hybrid-battery cooling fans to provide coverage for some of the most popular hybrid models on the road today. The growing line now delivers direct-replacement fans for Ford, GM, Honda, Hyundai, KIA and Toyota hybrid models from 2003 to 2021. “As the average age of hybrid vehicles on the road continues to climb, it is very important that the ‘air-cooled’ technology used to keep the battery and battery cells properly cooled continues to operate to OE specifications,” said Christina Bergstrom, Continental senior product manager. “That is why we have continued to expand our hybrid-battery cooling fan coverage to popular model years of the Buick LaCrosse, Chevrolet Impala and Volt, Ford C-Max and Fusion, Honda Civic, Hyundai Sonata, Kia Optima, Toyota Camry and Prius, and more. The battery packs on these vehicles can begin to weaken after only five years of service and the cooling fans may need to be replaced in the seventh and eighth year in order to maintain required cooling performance.” Designed as an exact replacement for the original fan, Continental hybrid-battery cooling fans restore the original battery cooling performance to the vehicle. Ensuring that the fan is properly functioning is critical to maintaining the health of the battery and the vehicle’s overall fuel economy. The fans feature an OE design, including identical mounting locations and plug-and-play electrical connections, that helps ensure an easy installation. For more information, visit continentalaftermarket.com or contact [email protected]. The post Continental Adds Coverage For Hybrid-Battery Cooling Fans appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) announced that it is the recipient of Waytek’s 2021 Product of the Year Award for SMP’s Trombetta CAN bus power splitters and control modules. Each year, Waytek presents the Product of the Year Award to recognize the supplier that has distinguished itself by introducing an innovative product that delivers outstanding value. The award also recognizes the chosen supplier’s strong commitment to excellence and collaboration with Waytek. The Trombetta CAN bus power splitter and control modules series was selected to win the award due to its high quality, utility and quick acceptance by Waytek customers. The series enables the breaking out of CAN signals using one connector, reducing the number of required plugs, wires and harnesses. “Trombetta’s CAN bus power splitters and control modules are an innovative solution quickly embraced by our customers seeking an affordable, compact product for connecting multiple devices to a J1939 CAN bus network,” Waytek Chief Customer Officer Kevin Pung said. “We are privileged to work with a supplier like Trombetta who is committed to maintaining a strong relationship with us and providing valuable solutions to our customers.” “We are so proud to have been awarded Waytek’s New Product of the Year Award,” added Mike Hassinger, Trombetta’s director of sales and marketing. “The introduction of our new splitter products has been an exciting venture, and we strongly believe these products will emerge as the industry standard. We’d like to thank Waytek for this tremendous honor and look to a strong continued partnership in the future.” The post SMP Wins Waytek New Product Of The Year Award appeared first on Counterman Magazine. View the full article

At the same time the auto industry was dipping its toes into technology, I was your typical high school adolescent who only cared about the cars I could afford – which at that time was nothing newer than mid-‘70s iron. The only language I knew was that of carburetors, camshafts, headers and hot rods, and growing up in a college town, I thought lambda was a fraternity. In a few short years when I entered both the auto repair industry and technical college, I found out I had a lot to learn. All of a sudden, I had to learn technology, which required first off to learn the terminology. Oxygen (O2) sensors were new to me, and then throwing in the term “lambda” made it all seem complicated. I eventually learned that it really wasn’t, but I also learned not to get wrapped up in all the overly technical jargon. From a technician standpoint, I needed to understand how things worked – not re-engineer them – so here’s what I taught myself to know about O2 sensors, and I promise I won’t use the word “lambda” … at least for a while. O2 sensors have a simple function. They generate voltage, and their job in an automotive context is to provide a varying output voltage in response to the amount of oxygen in the exhaust. Determining the amount of oxygen in the exhaust is what allows modern engine-management systems to calculate the efficiency of the combustion process and adjust the fuel delivery to maintain the correct air/fuel ratio. So, how do they do this? The principal is an electrochemical reaction that takes place, the catalyst for which is the difference between the amount of oxygen in the air we breathe compared to the amount of oxygen in the exhaust. In order to get the “outside” sample of air, some O2 sensors have provisions that allow air into the body of the sensor; others have a sealed sample inside. One of the important factors in the operation of an O2 sensor is heat. The bottom line is they can’t produce an accurate signal until they’re warmed up. Until an O2 sensor is warmed up, the computer will run the engine in a mode called open loop. All this means is that it’s running on pre-programmed parameters, but it also means it’s not running efficiently since it’s not yet utilizing the critical data from the O2 sensor that it needs to adjust the air/fuel ratio. When the O2 sensor warms up, the engine computer will switch to closed-loop operation, meaning it’s now adjusting the air/fuel ratio based on the input it receives from the sensor(s). Since this is so important for emissions, the quicker the O2 sensor warms up, the better. Location or placement in the exhaust has an effect on how quickly they warm up, but the two biggest factors are the addition of built-in heaters and higher idle rpm when the engine is cold. High rpm also is important to warm up the catalytic converter, since they don’t work efficiently until warm either. But enough of that. Let’s move on. AFR Sensors So, you have an idea of what an O2 sensor does and when it does it. It’s time to throw a wrench in the works. There’s another sensor called an air/fuel ratio (AFR) sensor. An AFR sensor also is called (or nicknamed) a wideband O2 sensor. What they ultimately do is the same thing, and up to this point in the article, feel free to switch the term O2 with AFR. They also look basically the same and mount the same. We often call them all O2 sensors, and nobody gets really hung up on it, because they’re close enough. AFR sensors, however, have different operating parameters because they have a wider range and are able to provide more precise information to the vehicle computer. They simply are a more accurate version of an O2 sensor. The fact that they operate differently is obviously critical for diagnostics, but it’s also just as important from the standpoint of replacement. The only acceptable replacement is a sensor that is specified for the exact vehicle in the exact location on the vehicle. An O2 sensor won’t work in place of an AFR sensor, or vice-versa. Some vehicles also have both types of sensors installed, making it more important to confirm which sensor is being replaced. Most modern vehicles have two sensors on each bank of the engine. An inline engine only has one bank (with the exception of a couple strange anomalies out there that you may run across), and any V-configured engine has two banks. When you sell an O2 or AFR sensor, you’ll need to know the location referenced as Bank 1 Sensor 1, Bank 1 Sensor 2, Bank 2 Sensor 1 and so on. Real-World Operation Let’s touch briefly on operation. Ideally, we would like to make an engine run at the perfect air/fuel ratio (referred to as stoichiometric ratio) at all times. In the real world, that’s not possible due to constantly changing parameters of engine operation, so the best we can do is allow the engine computer to make constant adjustments. An O2 sensor (not an AFR sensor) is only able to send basic voltage signals of rich or lean. When it sends either signal, the control unit reacts and adjusts the fuel mixture. So, for example, if it sees a rich signal, it will continue to lean out the mixture until it sees a lean signal. As soon as it sees a lean signal, it then will begin to enrich the mixture until it sees a rich signal. This all happens really fast of course, and on an oscilloscope, normal O2 operation will look like a consistent waveform ranging from about .2 volts (a lean signal) to approximately .8 volts (a rich signal). As long as the average between the high and low readings is about .45 volts (450 millivolts), we know that the sensor is operating correctly, and the control unit is able to maintain the proper fuel mixture. An AFR sensor operates in conjunction with the control unit through current flow. The current flow changes direction for rich or lean, and when the mixture is at the stoichiometric ratio, current flow stops. The AFR sensor also increases or decreases the current flow (in either direction) in direct proportion to the changing rich or lean condition. This provides much more information to the control unit, allowing it to better predict and control fuel mixture. On an oscilloscope, normal operation is similar to that of an O2 sensor, but the voltage can vary in a range from 0 up to 5 volts. Lower voltage indicates a rich signal, whereas higher voltage indicates a lean signal. I may have bridged the gap of too much technical information, but it’s all more knowledge you can share with your customer and use to your advantage when explaining the importance of a quality sensor. Undoubtedly, you’re also going to be asked two things. One, how to tell if a sensor is bad; and two, tips about replacement. Diagnosis Diagnosing a sensor can be difficult when it comes down to the level of using an oscilloscope, primarily because it takes a lot of experience to get familiar with reading the waveforms. So, here’s a good way to approach it when your customer asks. Generally speaking, a customer buying an O2 sensor is almost always trying to “fix” the “Check Engine” light because of an O2-sensor code. If the stored code is related to the sensor heater, diagnosis should be easy. The control unit provides power and ground to the heater, and wiring problems are very common. Check for power and ground at the sensor connector wires. If you have it, the sensor heater is bad and the sensor needs replaced. If you don’t have it, there’s a wiring issue. If the code is related to sensor operation, it could be a bad sensor, bad wiring or another problem such as a vacuum leak or leaking injector. You have to be careful about misdiagnosis, so it’s fair to recommend your customer have the problem professionally diagnosed. However, it’s a fact that O2 and AFR sensors will wear out with age. Since we know it’s a chemical reaction that takes place to make them work, think of it like a traditional car battery. A chemical reaction takes place to generate electricity in a battery, and over time the ability for that chemical reaction to take place diminishes. The same is true with an O2 or AFR sensor. They simply wear out. Don’t be afraid to recommend them based on age. O2 and AFR sensors also are very sensitive electronic devices, and they can be damaged by coolant, engine oil, incorrect fuel or silicone and sealants that are not safe for use with them, so beware of these other outside possibilities that can ruin them. Installation Tips When asked about installation, here are some tips. All sensors, O2 or AFR, are 22 millimeters. There are many different O2-sensor sockets, which are designed to allow you to remove the sensor without damaging the wiring harness. This is really only important if you are removing a sensor for access to another repair. If the sensor is bad, there’s no need to worry about the wires. Cut them off at the sensor and use a 22-millimeter wrench or socket. The most common thing that happens during replacement is that you break the sensor loose, get about a quarter-turn on it and it locks up. You have to be patient at this point and allow penetrating oil time to work its way in, then slowly work the sensor back and forth until you can remove it. Thread damage is common, but almost always repairable using a thread chaser or tap. Most new sensors come with a little anti-seize on the threads, but if not, use a high-temp anti-seize for installation. The ‘L’ Word I know I promised I wouldn’t use the “L” word, but just for the record, lambda is a numerical representation of stoichiometric ratio, which itself is a reference to air/fuel ratio. Most of us know 14.7:1 – the stoichiometric ratio for gasoline, which is necessary for complete combustion, or for all fuel to burn with no excess air left over. What’s tricky is that the stoichiometric ratio is different for alternative fuels. In other words, all fuels don’t require the 14.7:1 ratio for correct combustion. E85, for example, has a stoichiometric ratio of 9.77:1 for correct combustion. The lambda value for the ideal stoichiometric ratio, regardless of fuel type, is 1.00. Basically, it’s just a different scale, like using the metric system vs. fractional. Utilizing the lambda value has become more popular in recent years, primarily due to the interest in aftermarket vehicle tuning. Many tuners utilize lambda simply for consistency, but you have to be careful. Some control units use lambda numbers, some use stoichiometric, so when you’re at that level, you just need to know what you’re dealing with. The post Lambda, Lambda, Lamba: Understanding Oxygen Sensors appeared first on Counterman Magazine. View the full article

Malco Products Inc. announced the addition of 22-ounce spray bottles of Bug-Off Insect Remover, Complete Wheel and Tire Cleaner, E-Zee Shine Premium Emulsion Dressing and Oxy Carpet and Upholstery Cleaner to the Malco Automotive Line of professional-grade detailing products. The addition of 22-ounce sizes in these popular detailing products offer professional and enthusiast automotive customers the convenience of a ready-to-use spray bottle and gives distributors a retail-friendly size option, the company said. Bug-Off Insect Remover loosens dried bugs from windshields, hoods, bumpers and grills. It is an ideal pre-wash for vehicles that cover many miles on the open road and have large frontal areas, such as trucks, buses and RVs, according to the company. Complete Wheel and Tire Cleaner is an acid-free formula that dissolves and loosens soils from the wheel and tire in one step. Because of the unique blend of cleaners, the product is safe for virtually all types of wheels and should be a staple in any detailer’s arsenal. E-Zee Shine Premium Emulsion Dressing RTU is a ready-to-use version of the high-gloss economical dressing that helps prevent drying, fading, cracking, discoloration and deterioration of rubber, vinyl and plastic surfaces. Oxy Carpet and Upholstery Cleaner is a peroxide-based oxygenated all-purpose fabric cleaner that quickly removes coffee, wine, juice, food, dyes and ink stains. “As the Malco Automotive brand gains popularity among car enthusiasts, we have experienced an increased demand for retail-friendly sizes from our distribution partners,” said Mike Goldstein, Malco product manager. “Malco has been selling these popular automotive detailing products to professionals for years in 1-gallon and larger sizes. It only made sense to expand the availability to 22-ounce retail-friendly sizes to meet the demand of smaller customers.” Bug-Off Insect Remover is available in 22-ounce, 1-gallon and 5-gallon sizes. Complete Wheel and Tire Cleaner is available in 22-ounce, 1-gallon, 5-gallon and 55-gallon sizes. E-Zee Shine Premium Emulsion Dressing is available in 22-ounce, 1-gallon and 5-gallon sizes. Oxy Carpet and Upholstery Cleaner is available in 22-ounce and 1-gallon sizes. For more information, visit MalcoAutomotive.com or contact your Malco Automotive distributor. The post Malco Offering Detailing Products In Retail-Friendly Sizes appeared first on Counterman Magazine. View the full article

The process of cooling the inside of a vehicle is the same process that’s used to cool your home, and they both include the same basic elements: a compressor, a condenser, an evaporator and a system of hoses or tubes. In both situations, the A/C system isn’t producing fresh cold air. Instead, the system is taking existing hot air, removing the heat and moisture, and recirculating it as cold air. While all of the components play an important role, the process wouldn’t be possible without refrigerant. The reason the system uses refrigerant instead of say, water, is because refrigerant has a very low boiling point. So, it’s easy to boil the refrigerant into a vapor – which enables it to quickly remove heat from the air – and to repeat this process over and over. Up until the mid-1990s, the most widely used refrigerant was CFC-12, which most people refer to as R-12. The EPA considers R-12 an ozone-depleting chemical and a potent greenhouse gas. In the United States, R-12 has been banned for use in newly manufactured vehicles since 1994, but you might come across some pre-1994 cars and trucks that still use it if they haven’t been retrofitted to a non-ozone-depleting refrigerant. And if they haven’t, you might want to recommend a retrofit parts kit if your store carries them. Vehicles produced after 1994 use HFC-134a, more commonly known as R-134a. While R-134a isn’t considered an ozone-depleting refrigerant, it is a hydrofluorocarbon, which is a group that generally poses a very high potential to contribute to climate change, according to the EPA. This is commonly referred to as GWP, or global-warming potential. Automakers began transitioning to R-134a with 1992 model-year vehicles, and by the 1995 model year, all new vehicles sold with air conditioners in the United States used R-134a. Starting in 2012, the automakers began shifting to HFO-1234yf, more commonly known as R-1234yf. This is a far more environmentally friendly alternative to the aforementioned refrigerants. While R-1234yf is mildly flammable, it isn’t considered an ozone-depleting refrigerant. According to the EPA website, R-1234yf has a GWP of 4, compared to 1,430 for R-134a. The Chemours Company, which manufacturers Opteon YF refrigerant for automotive A/C systems, estimates that more than 80 million light-duty vehicles on the road today in the United States were factory-filled with R-1234yf refrigerant. That number will continue to grow, as Chemours estimates that 95% of vehicles manufactured for sale in 2022 will use R-1234yf as part of their original-equipment design. “The advantage with R-1234yf is that it has a zero ozone-depletion potential, and it has an exceptionally low global-warming potential,” says Christina Spalding, business development manager, thermal & specialized solutions, at Chemours. “This is why we’ve seen a significant number of U.S. car manufacturers converge on R-1234yf, even though fundamentally there’s no mandate requiring them to do so.” Chrysler was an early adopter of R-1234yf, going all the way back to the 2014 model year. The list of automakers using R-1234yf in vehicle models in the United States today includes Audi, BMW, Ford, General Motors, Honda, Hyundai, Kia, Mercedes-Benz, Subaru, Tesla, Toyota, Volkswagen and others. It’s just a matter of time before R-1234yf is found in the majority of vehicles in the overall U.S. fleet, explains Constantine Giannaris, North American mobile marketing consultant for thermal & specialized solutions at Chemours. “We encourage retail stores and shop owners to make the investment [in R-1234yf supplies] sooner rather than later to begin reaping the benefits now and into the future,” he adds. Aftermarket Opportunities While working on R-1234yf systems isn’t much different from R-134a systems in terms of operation or theory, identifying the refrigerant and recharging the system have some new twists. To determine if a vehicle was factory-filled with R-1234yf, there’s a label under the hood that indicates the type of refrigerant that the vehicle uses. (This information also is available in the owner’s manual.) This is an important point, because it’s illegal to use R-134a in vehicle that was factory-filled with R-1234yf. If your store isn’t seeing a lot of demand for R-1234yf yet, an easy to way to dip your toe in the water is to stock R-1234yf cans. Chemours offers its Opteon YF automotive refrigerant in self-sealing 12-ounce and 28-ounce cans. Purchasing R-1234yf in a can doesn’t require EPA 609 Technician Training and Certification, which means anyone can purchase them. However, DIY demand for R-1234yf is small compared to the more mature R-134a DIY market. Even so, you might have some DIY customers who want to “top off” their R-1234yf systems. In these situations, make sure your customers know that they won’t be able to use an R-134a charging hose to connect to the service port on an R-1234yf vehicle. While R-134a and R-1234yf air-conditioning systems are very similar in terms of their overall design, the respective service ports are different, to prevent the refrigerants from being mixed. To recharge an R-1234yf system, your DIY customers will need a gauge-and-hose set with hose couplers that fit an R-1234yf service port – another potential sales opportunity for your store. That said, you also might want to tell your customers that simply topping off the refrigerant might not solve the problem if the air conditioning isn’t working. It could be a mechanical or electrical issue, or a refrigerant leak (the most common cause of cooling problems). If a refrigerant leak is suspected, you can recommend an ultraviolet leak-detection dye or an electronic leak-detector tool. There are some kits out there that include the dye, the injection gun, UV glasses and even a fluorescent light to help them find the leak. On the DIFM side, your professional customers will need a new recover/recycle/recharge (RRR) machine to service R-1234yf vehicles, although there are some machines on the market that can service R-134a and R-1234yf vehicles. Chemours Opteon YF offers 10-pound and 25-pound cylinders for use with RRR machines. The cylinders are for professional technicians, as they need EPA Section 609 certification to purchase them. The 10-pound cylinders by far are the most popular, according to Giannaris. With approximately 15 million R-1234yf passenger vehicles coming out of their factory warranty each year, aftermarket demand for R-1234yf refills and service is growing steadily. For parts stores that haven’t started stocking R-1234yf cylinders yet, Spalding recommends “planting the seeds” with their DIFM customers. “If you’re selling cylinders of R-134a, those are potential customers for cylinders of R-1234yf,” Spalding says. “Ask your customers if they are seeing the increase in vehicles containing yf at their shops. I think there is a lot that a retailer can bring to their customers in terms of educating them about how the market is changing and how the fleet is changing. If you recognize a customer has been purchasing R-134a from you for quite some time, asking them how you can help them transition to R-1234yf can go a long way.” The post Keeping Your Cool With R-1234yf appeared first on Counterman Magazine. View the full article

O’Reilly Automotive reported second-quarter sales of $3.67 billion, up 6% from second-quarter 2021. Comparable-store sales increased 4.3%, while net income was down 1% to $577 million. Comparable-store sales are up 30.4% on a “three-year stack,” which blends comparable-sales growth from the past three years. “After experiencing volatility in our sales results in the first quarter, the trends in our business improved and were steady throughout the second quarter,” Johnson said in a news release. “We continue to be very pleased with the strong growth in our professional business, which performed in line with our expectations for the second quarter, while our DIY business faced more pronounced pressure from the impact of high fuel prices and continued significant broad-based inflation. “Even facing these macroeconomic challenges, we are pleased with the strong sales volumes our team is generating in 2022, against comparisons to record comparable-store sales results the last two years. We are extremely proud of Team O’Reilly’s ability to deliver continued growth on top of the strongest years in our company’s history, and I am grateful for the unrelenting focus each of our team members places on taking care of our customers.” Regarding its outlook for 2022, O’Reilly lowered its sales guidance. O’Reilly now expects full-year revenue between $14 billion and $14.3 billion, down from its previous guidance of revenue between $14.2 billion and $14.5 billion. The company now expects full-year comparable sales to grow between 3% and 5%, down from its previous guidance of 5% to 7%. “The pressure on our DIY customers from heightened inflation and fuel prices has impacted our year-to-date performance, and we have factored the current environment into our expectations for the second half of the year,” Johnson said. “ … Despite these pressures, we remain confident in the strength of the core underlying demand drivers of our business. We are pleased with our start to the third quarter in July and are extremely confident in our team’s ability to execute our business model and provide the excellent customer service that drives our success as we finish out 2022.” The post Inflation Dents DIY Spending, Crimps O’Reilly’s Q2 Sales appeared first on Counterman Magazine. View the full article

Photo caption: Eric Rosteck, Mary Beth Moning, Renee Sandford, Hannah Rayburn, Martin Redilla, Tina Hubbard, Bryan Funke, Laura Hewitt and Danielle Orlando The University of the Aftermarket Foundation (UAF) announced that HDA Truck Pride is a new lifetime trustee and thanked the program group for its generous support. The University of the Aftermarket Foundation lifetime-trustee designation is reserved for exceptional donors who support the UAF mission of providing scholarships and educational opportunities for the next generation of aftermarket professionals. Tina Hubbard, president and CEO of HDA Truck Pride, will serve as the company’s representative on the UAF board of trustees. “It is a privilege to be a part of the University of the Aftermarket board of trustees,” said Hubbard. “I look forward to increasing the attention and focus on the recruitment and education of the next generation workforce for the heavy-duty independent aftermarket.” “The University of the Aftermarket Foundation is proud to welcome HDA Truck Pride as a lifetime trustee,” said Bob Egan, chairman of the University of the Aftermarket Foundation. “We really appreciate Tina sharing her time and expertise as a member of the UAF board of trustees. With the foundation’s new heavy duty/diesel scholarships initiative, we know her insight will help UAF provide more scholarship opportunities to students entering this major aftermarket sector. We thank HDA Truck Pride for recognizing the importance of the UAF mission to the future of our entire industry.” The University of the Aftermarket Foundation is a 501(c)(3) not-for-profit organization, and all contributions are tax-deductible to the extent provided by law. To learn more about the University of the Aftermarket Foundation, apply for a scholarship or grant, or make a donation, visit UofA-Foundation.org, AutomotiveScholarships.com and HeavyDutyScholarships.com. The post UAF Foundation Welcomes New Lifetime Trustee HDA Truck Pride appeared first on Counterman Magazine. View the full article

Who gets to drive the Corvette? That was the question on everyone’s mind this week when Crow-Burlingame announced its 2022 President’s Council winners. Launched in 2006, The President’s Council is a yearly award that recognizes the company’s top 12 store managers in areas such as sales, profit, inventory management and expense control. Winners receive commemorative plaques, custom apparel and an all-expenses paid trip to the Aftermarket Jackpot in Las Vegas this November. Those who have won three times or more also receive the prestigious President’s Council ring. But ask anyone: The biggest motivator is the Corvette. Each winner gets the Corvette delivered to their town, and then it’s theirs to drive for a month – with everything from car washes to oil changes and gas paid for by the company. Winners get to choose from two this year. One is a 2019 Seabring Orange convertible with a V-8 engine. “It comes with everything Corvette offers except the turbo and standard shift,” VP & General Manager Tom Singleton told the group. “The other Corvette, a white 2014 model, is exactly the same, except the interior is red and it’s five years older,” Singleton added. Bryan Jones, a five-time winner from Fayetteville, Arkansas, was hoping to score the car during late October/early November. He grinned when it was his turn to name his car choice (the white one) and his month (officially November, but with the wiggle room usually given to winners who have a special occasion they are hoping to attend and show off the car). “My daughter is getting married on Oct. 30,” Jones said. “I need the car that weekend!” Thomas Martin, who officially retired in 2015 from Crow-Burlingame after 28 years of service, still serves as the official Corvette wrangler. It’s his job to keep the Corvette fleet in tip-top condition, and he facilitate the transfers between each winning manager. (Driving the ‘Vette between destinations is a dirty job, but someone has to do it.) He is the final word on dates. “We can definitely make that happen,” Martin said. The other 11 winners nod and smile in agreement. It’s a family-owned company – since 1919 – and they wouldn’t have it any other way. Think you have what it takes to win a month with the Corvette? Check out the job openings at btbautoparts.com. The post Crow-Burlingame Announces President’s Council Winners appeared first on Counterman Magazine. View the full article