Counterman

In the latest episode of “AMN Drivetime,” Babcox Media CEO Bill Babcox sits down with John Lussier, president of Tendeco Sales Inc., under which the Litens brand resides. In the interview, the two executives talk about a variety of important industry issues – from supply chain challenges to sourcing, R&D, OE heritage, international business and more. Having been born in Argentina and educated in Venezuela, Lussier says that experience has certainly helped him lead an international business however, he points out that the continued value proposition of the “Made in the USA” still holds weight around the globe. “For me personally, in my automotive career, it’s helped me a lot into understanding other cultures and how that might benefit and learn to work together. Obviously, it’s a very important thing,” Lussier said. Yet he also shared, “… Having grown up in South America and then subsequently moved to the United States, I learned early on what it meant to be ‘made in the United States,’ because that translates into quality around the world.” In this episode of “AMN Drivetime,” Bill and John also dive into the following topics: 00:56 – Litens’ history and its involvement in the invention of the tensioner04:25 – The vehicle technologies Lussier is keeping a close eye on today6:36 – How growing up in Latin America informs Lussier’s his role as an international business leader today8:08 – Just how many languages does Lussier speak?8:10 – What “made in the USA” really means to Lussier9:23 – How Litens manages today’s continuing supply chain challenges10:55 – The importance of R&D and how Litens differentiates itself in the market13:09 – Diving into the details of having “OE heritage”14:40 – Funny stories from the road16:35 – The popular and insightful Lightning Round Sponsored by Litens, the “AMN Drivetime” podcast entertains and educates listeners, conversing with today’s top aftermarket drivers and industry leaders who are having an impact on the automotive aftermarket industry. This bi-monthly podcast offers candid, one-on-one conversations between Babcox Media CEO Bill Babcox and notable figures in the automotive aftermarket, sharing their experiences and life lessons as they have traveled the aftermarket. Watch the video Listen to the podcast The post ‘AMN Drivetime’ Chats With Tendeco President John Lussier appeared first on Counterman Magazine. View the full article

In the latest episode of “AMN Drivetime,” Babcox Media CEO Bill Babcox sits down with John Lussier, president of Tendeco Sales Inc., under which the Litens brand resides. In the interview, the two executives talk about a variety of important industry issues – from supply chain challenges to sourcing, R&D, OE heritage, international business and more. Having been born in Argentina and educated in Venezuela, Lussier says that experience has certainly helped him lead an international business however, he points out that the continued value proposition of the “Made in the USA” still holds weight around the globe. “For me personally, in my automotive career, it’s helped me a lot into understanding other cultures and how that might benefit and learn to work together. Obviously, it’s a very important thing,” Lussier said. Yet he also shared, “… Having grown up in South America and then subsequently moved to the United States, I learned early on what it meant to be ‘made in the United States,’ because that translates into quality around the world.” In this episode of “AMN Drivetime,” Bill and John also dive into the following topics: 00:56 – Litens’ history and its involvement in the invention of the tensioner04:25 – The vehicle technologies Lussier is keeping a close eye on today6:36 – How growing up in Latin America informs Lussier’s his role as an international business leader today8:08 – Just how many languages does Lussier speak?8:10 – What “made in the USA” really means to Lussier9:23 – How Litens manages today’s continuing supply chain challenges10:55 – The importance of R&D and how Litens differentiates itself in the market13:09 – Diving into the details of having “OE heritage”14:40 – Funny stories from the road16:35 – The popular and insightful Lightning Round Sponsored by Litens, the “AMN Drivetime” podcast entertains and educates listeners, conversing with today’s top aftermarket drivers and industry leaders who are having an impact on the automotive aftermarket industry. This bi-monthly podcast offers candid, one-on-one conversations between Babcox Media CEO Bill Babcox and notable figures in the automotive aftermarket, sharing their experiences and life lessons as they have traveled the aftermarket. Watch the video Listen to the podcast The post ‘AMN Drivetime’ Chats With Tendeco President John Lussier appeared first on Counterman Magazine. View the full article

In the latest episode of “AMN Drivetime,” Babcox Media CEO Bill Babcox sits down with John Lussier, president of Tendeco Sales Inc., under which the Litens brand resides. In the interview, the two executives talk about a variety of important industry issues – from supply chain challenges to sourcing, R&D, OE heritage, international business and more. Having been born in Argentina and educated in Venezuela, Lussier says that experience has certainly helped him lead an international business however, he points out that the continued value proposition of the “Made in the USA” still holds weight around the globe. “For me personally, in my automotive career, it’s helped me a lot into understanding other cultures and how that might benefit and learn to work together. Obviously, it’s a very important thing,” Lussier said. Yet he also shared, “… Having grown up in South America and then subsequently moved to the United States, I learned early on what it meant to be ‘made in the United States,’ because that translates into quality around the world.” In this episode of “AMN Drivetime,” Bill and John also dive into the following topics: 00:56 – Litens’ history and its involvement in the invention of the tensioner04:25 – The vehicle technologies Lussier is keeping a close eye on today6:36 – How growing up in Latin America informs Lussier’s his role as an international business leader today8:08 – Just how many languages does Lussier speak?8:10 – What “made in the USA” really means to Lussier9:23 – How Litens manages today’s continuing supply chain challenges10:55 – The importance of R&D and how Litens differentiates itself in the market13:09 – Diving into the details of having “OE heritage”14:40 – Funny stories from the road16:35 – The popular and insightful Lightning Round Sponsored by Litens, the “AMN Drivetime” podcast entertains and educates listeners, conversing with today’s top aftermarket drivers and industry leaders who are having an impact on the automotive aftermarket industry. This bi-monthly podcast offers candid, one-on-one conversations between Babcox Media CEO Bill Babcox and notable figures in the automotive aftermarket, sharing their experiences and life lessons as they have traveled the aftermarket. Watch the video Listen to the podcast The post ‘AMN Drivetime’ Chats With Tendeco President John Lussier appeared first on Counterman Magazine. View the full article

In the latest episode of “AMN Drivetime,” Babcox Media CEO Bill Babcox sits down with John Lussier, president of Tendeco Sales Inc., under which the Litens brand resides. In the interview, the two executives talk about a variety of important industry issues – from supply chain challenges to sourcing, R&D, OE heritage, international business and more. Having been born in Argentina and educated in Venezuela, Lussier says that experience has certainly helped him lead an international business however, he points out that the continued value proposition of the “Made in the USA” still holds weight around the globe. “For me personally, in my automotive career, it’s helped me a lot into understanding other cultures and how that might benefit and learn to work together. Obviously, it’s a very important thing,” Lussier said. Yet he also shared, “… Having grown up in South America and then subsequently moved to the United States, I learned early on what it meant to be ‘made in the United States,’ because that translates into quality around the world.” In this episode of “AMN Drivetime,” Bill and John also dive into the following topics: 00:56 – Litens’ history and its involvement in the invention of the tensioner04:25 – The vehicle technologies Lussier is keeping a close eye on today6:36 – How growing up in Latin America informs Lussier’s his role as an international business leader today8:08 – Just how many languages does Lussier speak?8:10 – What “made in the USA” really means to Lussier9:23 – How Litens manages today’s continuing supply chain challenges10:55 – The importance of R&D and how Litens differentiates itself in the market13:09 – Diving into the details of having “OE heritage”14:40 – Funny stories from the road16:35 – The popular and insightful Lightning Round Sponsored by Litens, the “AMN Drivetime” podcast entertains and educates listeners, conversing with today’s top aftermarket drivers and industry leaders who are having an impact on the automotive aftermarket industry. This bi-monthly podcast offers candid, one-on-one conversations between Babcox Media CEO Bill Babcox and notable figures in the automotive aftermarket, sharing their experiences and life lessons as they have traveled the aftermarket. Watch the video Listen to the podcast The post ‘AMN Drivetime’ Chats With Tendeco President John Lussier appeared first on Counterman Magazine. View the full article

More than 18 months after Massachusetts voters overwhelmingly approved a ballot measure expanding the state’s Right to Repair law to include data access for vehicle owners, the voter-approved changes remain in limbo. Douglas Woodlock, a judge with the U.S. District Court for the District of Massachusetts, issued a notice on July 1 announcing another delay in the decision on the automakers’ challenge to the Right to Repair ballot initiative. Citing “the need to consider fully the implications of the long-anticipated decision” and “unforeseen and unforeseeable scheduling complications encountered in the past several weeks coming upon the extended holiday weekend,” Woodlock further delayed the conclusion of the case. Based on his statement, the delay is expected to be short. However, the judge previously stated that he would issue a final judgment no later than July 2. On Nov. 3, 2020, Massachusetts voters approved the ballot measure by a 75% to 25% margin. The new Right to Repair law would require manufacturers to provide vehicle owners both access and control of the diagnostic and repair data generated by their vehicles. In December 2020, the Alliance for Automotive Innovation, whose members produce the vast majority of cars and light trucks sold in the United States, filed for a preliminary injunction against enforcement of the new law. The motion for injunction claims that the updated Right to Repair law “is unconstitutional because it is preempted by federal law.” “By requiring auto manufacturers to eliminate existing cybersecurity controls that protect core vehicle functions and thereby ensure the safe operation of vehicles within prescribed emissions limits, the Data Law conflicts with the requirements, purposes and objectives of the federal National Traffic and Motor Vehicle Safety Act and the Clean Air Act,” the alliance asserts in its court filing. The Auto Care Association continues to fight for the consumers’ right to choose where they get their vehicle maintained and repaired through both state and federal legislation. The post Federal Judge Delays Right To Repair Ruling … Again appeared first on Counterman Magazine. View the full article

Continental’s line of ATE replacement brake fluids feature special formulations designed to help maximize brake-system performance in all types of electronic, hydraulic and racing systems. The full line includes ATE Super DOT 5.1, the technological standard for brake fluids; ATE SL.6 Brake Fluid, the ideal replacement for ESP, ABS and ASR electronic brake systems; ATE SL for hydraulic brake and clutch systems; and ATE TYP 200 for high-performance and racing applications. ATE Super DOT 5.1 Premium Brake Fluid’s formulation sets a new performance standard for brake fluids, according to Continental. It combines a high wet boiling point of 356 F with outstanding viscosity at very low temperatures to deliver a capability that previous brake fluids were unable to achieve. With a maximum of 750 mm²/sec. at minus 40 F, ATE Super DOT 5.1 viscosity values exceed even those of ISO Class 6, which are well above the specifications for DOT 5.1 class brake fluids, according to the company. ATE SL.6 brake fluidis the optimum replacement for DOT 4 fluid in ESP, ABS and ASR brake systems. Its low-viscosity texture allows electronic brake systems to react more quickly for improved safety. ATE SL.6 offersexcellent application coverage for the advanced braking systems used in high-end vehicle makes and models. ATE SL brake fluidis an excellent DOT 4 replacement for use as hydraulic fluid in brake and clutch systems. It features a mixture of polyethylene glycol ethers, polyethylene glycols and boric acid esters of polyethylene glycols with anti-corrosion/anti-aging agents. ATE SL meets and exceeds the requirements of the brake-fluid standards FMVSS-No. 116 – DOT 4, SAE J1704 and ISO 4925, Class 4, among others. ATE TYP 200 brake fluid exceeds all DOT 4 standards and excels under the extreme demands of high-performance driving. Compatible with all DOT 3, DOT 4 and DOT 5.1 brake fluids, the formula delivers a minimal drop in boiling point due to outstanding water-binding properties that result in a long-lasting fluid that can provide optimal performance for up to three years under normal highway driving conditions, according to Continental. The high wet and dry boiling points make this fluid an excellent choice for street-driven vehicles as well. “ATE brake fluids are the result of many years of experience and expertise in developing OE brake systems,” notes Dan Caciolo, head of product management at Continental. “The viscosity, boiling point and pressure behavior of our fluids interact perfectly to allow the braking system to react quickly and reliably in any application. Our boiling points and viscosity exceed legal specifications, while our high-quality additives help deliver outstanding corrosion protection and optimum compatibility with brake system’s sealing materials.” ATE is an aftermarket brand of Continental. For more information, visit www.ate-na.com or contact [email protected]. The post Continental Highlights Line Of ATE Replacement Brake Fluids appeared first on Counterman Magazine. View the full article

Electric vehicles, specifically those that are 100% battery powered (BEVs) have everyone “amped up” and anxious to get the most “current” projections on sales, share of the car parc and long-term impact on the aftermarket parts and service business. The impact of BEVs will be felt slowly over a very long time. But the time to get educated and prepared is now. Beginning with the joint industry report at AAPEX from the Auto Care Association and AASA and continuing with presentations at the AASA Technology Council and Vision conference this spring, forecasts about BEV sales and their trajectory of market share have fascinated and frightened those who grew up with and depend upon the Internal Combustion Engine (ICE) for their livelihood. The consensus I heard is that the demise of the internal combustion engine has been exaggerated and the growth forecasts of BEV market share are optimistic considering the limits of current battery technology, tepid consumer demand resulting from the high cost, and shortcomings in charging infrastructure and the electric grid. There is no secret that CO2 emissions are responsible for changing the chemistry of our atmosphere and warming the planet, and vehicle tailpipe emissions are a major contributor to the problem. So, every alternative form of vehicle propulsion has been thoroughly explored in the last decade and Lithium-Ion batteries are the leading technology for the time being. Tailpipe emissions from the vehicle are eliminated, there’s instant and plentiful torque and the new models are even starting to look cool. But, BEV adoption has lagged below the projections of futurists and will continue to face a number of challenges and headwinds. To put this in perspective, BEVs in the U.S. account for barely 1% of the fleet in 2021. That market share will double to 2% in 2025. By the end of this decade, BEVs will account for 6% of the domestic parc — and the vast majority of those will still be under factory warranty. It won’t be until 2035 that the BEV share rises to double digits. These numbers are from the joint industry report issued at AAPEX and represent the Base Adoption scenario. The numbers could be lower if development and investment lag, or they could be higher under the rosiest of assumptions. A few inconvenient truths about battery-powered vehicles have jumped out at me from my research: 1) Consumers have expressed reluctance to invest in a BEV unless their range-anxiety is satisfactorily addressed, and they can confidently head out on a road trip without the need to plan their itinerary around rest stops at the charging station. Derek Kaufman from Schwartz Advisors told the AASA Vision Conference audience that the government has a goal of investing $5 billion on an additional 500,000 charging stations. That’s great, but the need is for 4X that number. Until the number of charging stations is dramatically increased, depending on a BEV will require changes to driving and consumer behavior. 2) Current battery technology can be charged with standard household current. But, it takes all night, and the full range potential is not achieved. Fast-charging DC stations typically cost 3 to 4 times as much per KWh limiting their use unless absolutely necessary. Brian Daugherty, chief technology officer at MEMA, explained that a typical home consumes 1.2 kilowatts (KW) per hour on average. A direct current (DC) fast charger on the side of the interstate uses 300 KW or the equivalent demand on the grid of 250 homes. Imagine your favorite rest stop equipped with a couple dozen charging stations on Memorial Day weekend with everyone plugged in for a fast charge to get them to the beach. The entire East Coast will go dim. 3) Just as concerning as the infrastructure is the source of the minerals that go into modern batteries. China controls 70-80% of the lithium, cobalt, manganese, nickel and graphite use in electrodes and Russia produces more than 20% of battery-grade nickel. Half of the cobalt is supplied from the Republic of the Congo, with a dismal record of child-labor abuses. But, battery technology is rapidly advancing and professor and inventor John Goodenough, who is credited with inventing the current state-of-the-science Lithium-Ion battery, recently co-developed a rapid-charging, high-cycle, non-flammable glass battery. Years of testing and development are needed to prove the viability of this tech in automotive applications. But, apparently, the 2019 Nobel Prize winner for Chemistry did not think Lithium-Ion battery technology was … Good Enough. 4) Finally, it is worth remembering that switching from a gasoline ICE to a BEV that plugs into the electric grid is simply a trade off from tailpipe emissions to smokestack emissions until we have a much higher portion of our electricity supplied from renewable sources (solar, hydro and wind). Even in our current position, battery electric cars generate only 50% of the emissions of a comparable gasoline vehicle, even when battery manufacturing is included in the calculation, according to Cultura.org. With all that said, battery electric vehicles are here to stay, and their share of the market will slowly increase. Costs will come down, range and performance will go up, and the investment of the OEMs and the government will ensure that electrics command a significant share of our transportation system in the future. Internal combustion engines are not facing extinction and will remain relevant to hybrid vehicles, heavy equipment and large SUVs and trucks for many decades. As Kaufman explained, electrics will be the preferred solution for small package delivery fleets, autonomous urban vehicles and fleet-shared transportation solutions. The best thing for an aftermarket parts or service business with an eye on the long game is to take your local Avis, Uber or Waymo executive out to lunch and talk about their need to eliminate underperformed maintenance and deliver 100% up-time with a reliable supply of aftermarket parts. The aftermarket should do what we’ve always done when faced with something new and uncertain, adapt and pay attention. Change is coming faster than ever, but we are Essential — regardless of the propulsion technology. The post The Inconvenient Truth About Electric Vehicles appeared first on Counterman Magazine. View the full article

Bosch has introduced Bosch 360, a new custom-fit wiper-blade combo package for sport-utility vehicles (SUVs) and crossover vehicles (CUVs). Currently available on www.AutoZone.com, the new offering from Bosch includes vehicle-specific wiper blades for front-windshield and rear-window applications in a single, convenient package for the most popular foreign and domestic SUVs and CUVs on the road today. With the introduction of Bosch 360, Bosch states that it becomes “the first automotive parts supplier to address a long-standing problem for SUV and CUV owners by eliminating the need to purchase two or three wiper blades separately.” The all-in-one solution also helps vehicle owners adhere to consistent, regular vehicle-maintenance schedules and it helps SUV and CUV owners avoid a common mistake: forgetting to replace their rear wiper blade. Bosch 360 features Dual-Strike technology, a double-steel clamping construction to handle harsh driving conditions for superior blade robustness and durability. In addition, Bosch 360 wiper blades are made with HydroDefense technology, which precisely applies liquid graphite to each blade’s rubber element to combat daily wear from salt, bugs and road debris for all-season versatility. “At Bosch, we’re constantly working to respond to our customers’ needs,” said Thu Teesdale, director of product management and marketing at Bosch. “Bosch 360 represents the latest example of our efforts to bring innovative new solutions to the automotive aftermarket by making purchasing decisions easier for busy families or individuals who drive SUVs and crossovers, two of the highest-selling vehicle segments today. By packaging high-quality and reliable driver, passenger and rear wiper blades together for specific vehicles, we have also set a new standard of quality, safety and convenience for our customers.” For more information regarding Bosch and its products, visit www.BoschAutoParts.com. The post Bosch Introduces Wiper-Blade Combos For SUVs, Crossovers appeared first on Counterman Magazine. View the full article

Sunsong North American recently switched from an in-house cataloging solution to ShowMeTheParts. Sunsong North America is a technology company specializing in research, development, manufacturing, sales and distribution of automotive fluid transfer hoses and lines. Prior to using ShowMeTheParts, Sunsong was using an in-house solution created in 2014 by its IT department. “It was an OK catalog, but it had some deficiencies in that it was very simplistic,” said Dan Lewis, director of product management for Sunsong North America. “You would put in year/make/model and it would pull up everything from brake hoses to power-steering hoses. You couldn’t filter on just the part type or front vs. rear. It just brought up everything.” Another shortcoming of the existing lookup tool was that users couldn’t select specific attributes such as “with or without ABS brakes” to accurately narrow down their product choice. It also would provide a list of part numbers, but it wouldn’t show the pictures for each part. Each of these limitations combined to make it very time-consuming at times to find parts, according to Lewis. While the in-house lookup tool was useful to search for OE interchanges, Lewis and the team at Sunsong felt an improved search tool would be good for business. The in-house solution hadn’t been updated since its launch and alongside the launch of their new website, they began looking for solutions to upgrade their online cataloging. Selecting a Replacement Solution Sunsong wanted to ensure the new lookup process was easy to use, accurate, and displayed information in an intuitive way. The company also needed to move quickly and had heard that Vertical Development had helped other companies get up and running in a short time period. Sunsong offers bulk hose and end fittings in a range of sizes and needed a search tool that would help customers find these products that people might not lookup via application. This feature allows customers to look up by diameter and length to determine the proper number to order. Customers also call in frequently for special applications such as a brake-hose assembly that is several inches longer than the original hose because the customer added a lift kit to their truck. “ShowMeTheParts came up with an ‘Attribute Search’ feature where you could go in and say ‘I want to select a category such as brake-hoses hose’ and input fitting size, type and overall length,’” resulting in a list of hoses that meets those parameters, Lewis explained. “This gives people an easy way to find parts when everything isn’t by application.” By creating a way to quickly find these items using key attributes, customers can quickly find what they need for customized applications. This custom feature puts the tool directly into the customer’s hands vs. having to call customer service or a product manager to manually do research through a series of spreadsheets or diagrams. While the “Specialty Application” search upgrade was significant, it’s not the only advantage Sunsong has realized since switching to ShowMeTheParts. One new feature that wasn’t possible with the in-house solution is to narrow search by engine size. This is particularly important for power-steering and A/C hose assemblies that can greatly vary by engine size. More robust 360-degree images give customers a great way to see all aspects of a part. Time Savings Since switching to ShowMeTheParts, the improved search functionality saves considerable time. Users are able to quickly enter key attributes that narrow down results, eliminating confusion or ordering errors. “Now, you can see pictures of all results in a row,” Lewis shared. “You don’t have to go back and key in other numbers. Simply scroll through and see all the images and options listed for the vehicle and narrow it down by selecting the position to see what options are presented. It’s dramatically faster.” Working with Vertical Development “I can’t imagine working with someone that doesn’t know the parts business,” Lewis said with a laugh. “That would be a nightmare. “You absolutely have to have a company working with you that knows the parts business and knows cataloging. Working with Vertical Development is so much easier because they know what they are doing and they’ve done hundreds of these things. “You don’t have to explain a whole lot as they just know how to do it. They ask you key questions and then it’s done. If you see something that isn’t quite right, then you let them know and it gets fixed. “It’s very easy working with Vertical Development because of their background experience and how many ShowMeTheParts implementations they’ve done.” Vertical Development provided this case study. For more information, visit the Vertical Development website. The post Sunsong North America Switches To ShowMeTheParts appeared first on Counterman Magazine. View the full article

Who remembers having your driving instructor tell you to “pump the brakes” when stopping on slippery roads? If you raised your hand, congratulations – you’re over the hill like me! The purpose of pumping the brakes was to humanly perform what an ABS does. You apply the brakes just to the point where the tires begin to slip on the road surface, then release and reapply pressure as quickly as possible. You simply do this over and over again, all in a split second. And if it’s an emergency, you calmly steer around the danger as adrenaline rushes through your veins and your heart rate skyrockets. No problem, right? Well, I think you can see the problem. And, what if one tire is on ice and the other isn’t? There goes the steering, and there’s no fancy footwork that can overcome that. So, what was the solution? Antilock braking systems (ABS). When they were first developed, the intention was that a driver could maintain directional control of a vehicle under extreme braking (when a wheel locks up, steering control is lost). The fact that ABS stops a vehicle quicker in a straight line (though not an unexpected result) was just a bonus. ABS Operation ABS initially was a dedicated braking system, but the signals from the wheel-speed sensors (WSS) quickly proved useful for traction- and stability-control systems, and on some vehicles the signals also are utilized by the powertrain control module for other functions. It can seem complicated, but for the practicality of parts and service, we can leave that end of it to the engineers who design the systems. Functionally, ABS is one of the easier systems to understand, and we can break it down into three main areas: the WSS, the ABS control module and the ABS modulator. Each WSS generates a signal proportionate to wheel speed and sends that signal to the ABS control module. The WSS works in conjunction with a reluctor wheel, which is a toothed wheel that is fixed on a component rotating at wheel speed. This allows the WSS to generate a signal through electromagnetic or Hall-effect principles. The ABS control module is the computer that monitors the WSS signals, decides what to do and when, and sends output commands to the ABS modulator. The ABS modulator is the hydraulic unit of the ABS system that contains the ABS pump and valving. The regular state of the valves allows hydraulic pressure from the brake master cylinder to pass through for normal braking. If, during braking, the ABS control module receives a signal from one or more WSS that indicates a wheel is losing traction (locking up), it sends a signal to the ABS modulator, and the valve for that given wheel closes to prevent additional hydraulic pressure from being applied. If the wheel continues to lose traction, the valve then will release the pressure on that given wheel. The pressure is released to prevent wheel lock-up, but the pressure must be reapplied immediately for proper braking and steering control. This is when the ABS pump turns on to create the necessary hydraulic pressure for this to happen. Not too bad so far, right? ABS Repair and Diagnosis When it comes to repair, the vast majority of the time, real-world ABS problems are caused by nothing more than the fact that one or more of the wheel-speed signals received by the ABS control module is incorrect. Depending on the nature of the errant signal, the ABS control module responds by either actuating ABS function when it is not required, or by storing a diagnostic trouble code (DTC) and turning on the ABS warning light. Taking it one step further, the vast majority of errant wheel-speed signals are caused by either wiring issues such as a broken wire or resistance in a connector; a WSS that is not positioned properly to pick up the signal from the reluctor wheel; or, in some cases, a missing or damaged reluctor wheel. A WSS can go bad, of course, but it’s less common than a related mechanical or electrical issue that affects the ability of the sensor to get its signal to the ABS control module. If you’re playing the role of technician and a customer is asking you to help with their self-diagnosis of an ABS issue, they’re not going to get anywhere without a scan tool. Luckily, there are some basic scan tools that have just the right functions. In the case of ABS, if you can view DTCs and wheel-speed data, you’re most likely going to have all you need. If there’s a DTC stored, this provides the initial information to begin diagnosis. For example, a DTC may be “RF wheel-speed sensor implausible signal.” Wheel-speed data allows you to see the reported speed from each sensor. If everything is working correctly, you can watch the speed of each wheel as you slow down, and all four should read the same: 10, 9, 8, 7 … all the way down to zero, almost. There’s a catch. For a long time, most wheel-speed sensors were considered “passive” sensors, which generated their own electrical signal when the vehicle was in motion. These sensors aren’t able to generate and send a signal below 3 or 4 mph, so seeing the reading drop off at low speeds is normal. But, when compared to the others, if one drops off earlier, then you have identified a problem area, and just need to determine why. Whereas passive sensors generate their own signal, active sensors receive a reference voltage and work like a Hall-effect sensor, so they’re able to provide a wheel-speed reading all the way down to zero. This ability improves ABS performance at low speeds and has made them more common. Either way, wheel-speed data is the primary diagnostic focus for ABS systems. Selling ABS Components Scan Tools If you stock basic scan tools and you offer one with ABS functions, borrow one and try it out. It’s fun to see the ABS data and see first-hand how you can relate it to ABS operation. Plus, when you’re talking to a customer, it gives you the upper hand in knowledge to sell them on one. It’s a good investment, because if they’re keeping and maintaining an older vehicle and there’s one problem now, there will be another down the road. Electrical Repairs Wiring problems are incredibly common, and it’s usually right down near the wheel. The ABS harness might have worn from age, but this isn’t too common. More often, something off the road has damaged it, or it wasn’t properly installed and rubbed against a wheel or other suspension component. The best practice is to always advise your customer to replace the sensor with a new harness (most sensors have an integrated harness that connects to the main harness just inside the wheel well). The reason is that any repair eventually will have an effect on circuit resistance, and like any computer-related circuit, even the slightest increase in resistance can cause a problem. There always will be times when a customer will forego a sensor and opt for a repair, but this still is an opportunity to sell them the tools and supplies they might need – such as wire strippers/crimpers; extra wire; butt connectors; solder; a soldering gun; heat-shrink tubing; and electrical tape. Using butt connectors to repair the harness is temporary at best. Although butt connectors are acceptable for some electrical repairs, in this case it introduces a rigid area into a harness that needs to flex due to suspension and steering movements. Each end of this rigid section is now more susceptible to breaking. The ideal repair – although still never considered “permanent” – is to solder a very small, short (approximately 1 mm) section of the wires, then seal the repair with heat-shrink tubing. The more precise you can be, the less rigidity you will introduce into the harness, and the longer it will last. Wheel Bearings Generally speaking, wheel bearings have nothing to do with ABS, but in some cases, the reluctor wheel is part of the wheel bearing. Some vehicles have press-in style wheel bearings that appear identical on both sides, but one side has a reluctor and one doesn’t. Pressing this style of wheel bearing in wrong is a common mistake, and with no reluctor wheel by the WSS, there is no way of generating a WSS signal. Even on an older vehicle, when someone is replacing a wheel bearing, be sure to ask if it has ABS. It may or may not be relevant depending on the vehicle, but better to ask and avoid the potential for a problem. Along the same lines, if you sell a bearing that appears as if it could install either way and the vehicle has ABS, make sure to determine if it is indeed a bearing with an internal reluctor wheel. On wheel-bearing/hub assemblies that are more common today than the press-in style, most of the time the ABS sensor comes with the assembly. Often the customer doesn’t notice the worn, loose wheel bearing until it affects the ABS sensor, and they may think the ABS sensor itself is the problem. If the ABS sensor is available separately, be sure and caution them that a bad wheel bearing may have caused the problem in the first place, and they should check it if they’re not sure. CV Shafts The same holds true here. Generally, a CV shaft has nothing to do with ABS, except that many of them have the reluctor ring on the outboard CV joint. Always ask if a car has ABS when ordering a CV shaft, just to make sure you get the right component. Since CV shafts often fit more than one application from the same manufacturer, it’s common for them to all be made with reluctor wheels simply to avoid the problem in the first place. If the car doesn’t have ABS or if the reluctor is in the wheel bearing, the reluctor on the CV joint does no harm or it can be removed. Flush Brake Fluid Brake-fluid flushes often are ignored, and while problems with ABS modulators are uncommon, when they do arise, it’s frequently because the brake fluid wasn’t flushed. It’s always a good service to recommend. Tires Why tires? If someone has installed the wrong-size tire in one location, guess what immediately changes? Wheel speed. I think you know the rest. Sensors ABS sensors generally are easy to sell because we look them up by application and there are no other factors involved. You can take advantage of additional sales and save your customer time when sensors have to be removed during the course of another repair. Many sensors fit into a hole, and after a few years of driving, they might as well be welded in place. ABS sensors frequently need to be replaced simply because they’ve been destroyed during removal. All in all, ABS isn’t too complicated, so you can be comfortable helping your customers understand how it works. Getting them all the right parts and giving them good advice is what brings them back. The post Understanding Antilock Braking Systems appeared first on Counterman Magazine. View the full article

Selling shocks and struts simply comes down to knowledge, and sometimes it’s a little tricky because many of our customers confuse the difference between shocks, springs and struts. So, let’s start by clarifying the difference with information you can pass on the next time you get into the conversation across the counter. The suspension of a vehicle includes every component that supports the weight of the vehicle and travels up and down in response to the road surface, driving conditions or vehicle load. Springs are the components that support that actual weight of the vehicle, but they’re just one part of the suspension. Shock absorbers are the components that dampen the movement of the springs, but again, they too are just one part of the suspension. In a traditional upper and lower A-arm front suspension (one of the oldest styles), the shocks and springs mount in separate locations, and the springs are either coil or torsion-bar type. Vehicles with this type of suspension – such as older full-frame vehicles and full-size trucks – typically have solid-axle leaf- or coil-spring rear suspension, in which, of course, the springs and shocks also are separate components. Struts The term “strut” is a shortened reference to the MacPherson strut design of suspension. A strut suspension differs from a “traditional” suspension in the manner that the spring and shock are assembled together as a unit that mounts to the vehicle body on top, and an axle component on the bottom. The top of the assembled unit includes rubber mounting, and in the case of front suspension, a bearing to allow it to rotate in response to steering (Figure 1). The assembled coil-spring and shock-absorber unit is referred to as the strut, but from a functional standpoint, you can still think of them as a shock, spring and related mounting components – because that’s all they are. Coil-Overs So, what’s a coil-over? It’s a coil spring mounted over a shock absorber (Figure 2). Sound sort of like a strut? Guess what? It’s basically the same thing. The only difference is that coil-overs typically are smaller with adjustable coil-spring perches, which makes them a very versatile choice for performance suspensions, allowing adjustable ride height and use in a variety of suspension designs. But again, don’t let the fancy name throw you: It’s just a spring and a shock. In addition to these, there are many different types and variations of suspension; definitely a topic for another article, but for the sake of this discussion, regardless of what they are, there are always springs that support the weight of the vehicle and shocks that dampen the movement. Most new cars and small SUVs have strut front suspension. Some have strut rear suspension, but separate coil-spring/shock-absorber rear suspensions are just as common. Full-size trucks and SUVs typically have upper/lower A-arm suspension in front and leaf-spring suspension in the rear. For many years, suspension springs in general were never a problem for technicians. They rarely broke, and it took a long time before they sagged or weakened, regardless of the style of suspension. Shocks wore out frequently – a common problem – and we’ve all replaced many shocks over the years. If it was a car that had strut suspension front or rear, you removed the strut assembly, compressed the coil spring, removed the top plate and disassembled the strut. Parts of a strut included the upper plate/bearing, coil spring, bump stop, dust boot, various washers or spacers and the shock-absorber/strut housing itself (Figure 3). Sometimes, the lower spring perch is a separate piece that slides onto the shock/strut housing, and sometimes it’s part of the strut housing. The shock-absorber/strut housing may be one piece (not serviceable), but often, replacing the shock absorber itself was yet another step that included removing a large nut on the top of the strut housing and sliding it out. The strut housing was reused, a new shock was installed (or if not serviceable, the housing was replaced), then the original spring was reinstalled along with a new upper mount and hardware. I’ve probably done it a thousand times, until … dun, dun dun …the quick strut! But before we get into that fast fix, let’s drive it home with a final word of wisdom: Shocks are not struts, and struts are not shocks, but a shock is part of a strut. The closest you get is when the strut housing isn’t serviceable, and the shock absorber and strut housing are one piece. On a vehicle that has separate suspension springs and shocks, you can replace one or the other. On a vehicle that has strut suspension, you also can replace one or the other. Think about it like this: Regardless of the type of suspension, the same components are there, and they do the same things – they just differ in the way they are put together. Every time a shock absorber is collapsed or expanded, oil is forced between different chambers, through a small orifice inside. The effort that it takes to force the oil through is what dampens the suspension movement, and you can feel the resistance when you attempt to move the shock rod by hand. What makes them good or bad? If there’s no resistance in the movement of the shock rod, the shock is bad. It can’t dampen the movement of the suspension, and when you hit a bump, the car will bounce like a pogo stick. On the freeways around here, I see it at least once a day. Traditional shock absorbers commonly experience aeration, meaning air bubbles mix in the oil. This causes a similar effect as air in brake fluid, and the performance of the shock absorber diminishes. The solution? A gas-charged shock. The pressure keeps the air bubbles from forming, creating consistent performance. Traditional shocks tend to provide a slightly smoother ride; the type of ride we are used to in a big-old car, whereas gas-charged shocks will stiffen up the ride feel slightly but offer better handling performance. Service Life of Shocks How long a shock absorber lasts depends on many factors such as age and mileage, but one of the biggest is initial quality. I’ve seen them last anywhere from one to 15 years, and with all the variables, it just comes down to one question: Are they still good? There are two things to look at. One, are they leaking? If they leak oil, they are probably bad, but not always. Some shocks can exhibit minor signs of seepage, yet they still operate correctly. The second – and the ultimate determining factor – is the bounce test. With the vehicle sitting on the ground, quickly push down on the suspension and release it. Focus on one spot of the vehicle and watch closely. The vehicle should return to its original height and stop dead. No wiggle, no jiggle – a dead stop exactly where it started. A slight hop above, then a return to original height, means the shocks are worn. If they’re completely wasted, it’ll pogo-stick where it sits. The bounce test is the only way you can accurately assess performance, and a visual inspection for leaks or worn mount bushings, coupled with age and mileage, can help you determine if it’s time to replace the shocks, or if it’s time to plan for it in the near future. Recognizing the fine line between good and bad shocks can take some experience, and there’s a point where they can begin to adversely affect tire wear and braking distance before any noticeable handling or ride-related symptoms appear, so tire and brake wear should also be considerations when assessing shock condition. At this point shocks may seem cut-and-dry, but there are some additional topics that may come up when selling them, and it’s good to be prepared with an answer. Compression/Rebound When the shock rod travels in, it’s considered the compression stage of operation; when the rod travels back out, it’s considered the rebound stage. The percentage of compression and rebound stage can differ depending on the application of the shock, but normal shock operation is about 25% compression stage and 75% rebound. This allows the suspension spring to react quicker to the road surface for the best ride. One of the most common examples of different compression/rebound rates is on the front shocks of a drag car. A 90/10 shock absorber is the most common application here, meaning 90% of the effort to move the shock rod occurs during compression, and it only takes 10% of the force to allow the shock to rebound. On a drag car, under heavy acceleration, this allows the front end to come up easily – shifting the weight to the rear wheels for traction – then slowly allows the suspension to settle to prevent bouncing in the front. You’ll also see 60/40 or 50/50 percentages depending on the type of racing, performance or ride intended by a manufacturer, and maybe even something different than what I’ve listed here. Generally, you’ll be selling shocks by application, so you won’t have to be concerned about the numbers. But, you never know when someone might ask, so it’s always good to know. Adjustable Shocks Many performance shocks are built with adjustable valving, allowing you to change the compression and rebound rates to suit your needs. The adjustments can generally be made by an accessible knob on the side or top of the shock. Some shocks offer adjustment for only one aspect, some offer it for both. This also is the basic idea behind many modern suspensions that offer adjustable dampening, such as luxury or sport mode options. Instead of a manual adjustment to change compression and rebound rates, the adjustment is performed by a built-in electronic actuator that receives its signals from the vehicle control unit. Measuring Shocks Sometimes it becomes necessary to measure the required length of a shock absorber for a vehicle that’s been raised or lowered, changing the suspension travel. This is especially common for lifted trucks. If the question comes your way, it’s not hard to do. The specs you will need are compressed and extended height, but there are three measurements to take to get them. Park the vehicle on level ground, then first measure the static height, which is simply the distance between the upper and lower shock mounting points. For this to be an accurate measurement, you’ll have to remove the shock. Next, with the vehicle still on level ground, measure the distance between suspension bump stop and the contact point for the bump stop. Subtract this from the static height and you have your compressed height. To get extended height, jack up the vehicle so the wheel is off the ground, support it with a jack stand (for safety), then measure again between the upper and lower shock mounting points. Load-Supporting Shocks Many traditional shock absorbers are designed to assist the suspension when towing or hauling heavy loads. These are available as both air- and spring-assisted types. They are not designed to increase the load-carrying ability of a vehicle, but rather to help maintain the proper ride height and prevent bottoming out with a heavy load. Spring-assisted shocks offer a consistent load assist without affecting ride quality, and air shocks are adjustable to handle a wider range of varying loads but are designed to have the additional pressure released when the load is removed so the ride height returns to normal. Selling Struts When a customer comes in and wants to buy struts, the first thing that should come to your mind is what do they really need? Do they need a complete strut assembly? Or do they just need a strut housing? Maybe they only need shocks and just have their terminology wrong. Once you determine they indeed need struts, most likely you will direct them to a quick strut. As I mentioned earlier, we always used to rebuild struts. It never seemed like a problem to me, but then again, I was used to it, and broken coil springs were never much of a problem. Then, all of a sudden, coil springs started breaking frequently, and some cars were known for it. When it came to a repair, it was common to find the shock leaking, and since you had everything apart, it didn’t make sense to replace the spring with an old shock. Then you found that the strut mounts were worn, so you ordered those too. No matter how you looked at it, you had a lot of parts and a lot of labor involved. Then came the quick-strut: a fully assembled strut with new spring, shock, strut mounts and everything, ready to bolt in. On vehicles that needed everything, this proved to be an efficient solution. Do I use them all the time? No. They’re not available for all vehicles, and in some cases on certain performance vehicles, the OE equipment is the best and only option for quality and customer satisfaction. You may have to do it the old-fashioned way. But for many applications – especially on older high-mileage vehicles – if the shock is completely worn out, you can bet the rest of the components are too, and it just makes sense. Sure, a lot of technicians like them because it makes the job much quicker and you don’t have to fight with a coil spring, but it more importantly gives you a big advantage in selling to DIYers, because most likely they don’t have the tools to compress the spring. Some final extras are sway-bar links, which often attach to a bracket on the strut housing. They’re often hard to remove and it’s probably a good time to replace them too. Shock absorbers should come with all needed hardware, and some shocks and struts are bushing-mounted at the bottom. As with any suspension bushings, these should be tightened with the vehicle at ride height to prevent premature wear of the bushing. The post Become A Pro On Shocks And Struts appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) announced the expansion of its Blue Streak line. SMP’s latest Blue Streak product release includes 23 new part numbers in the direct-ignition and variable-valve timing (VVT) categories. As part of the expansion, SMP introduced new Blue Streak ignition-coil multi-pack kits. These kits include a full set of heavier-duty ignition coils, providing technicians exactly what they need for a complete coil service. Many of the most popular Blue Streak ignition coils now are available in these multi-packs, with coverage for more than 23 million repair opportunities. “Blue Streak heavier-duty coils are engineered with improvements and upgrades that continue to elevate Blue Streak products above the competition,” the company said in a news release. Also added to the Blue Streak lineup are VVT solenoid kits for 2017-2006 General Motors vehicles equipped with the 2.4-liter engine and 2010-1999 Lexus and Toyota vehicles powered by 3-liter and 3.3-liter six-cylinder engines. Each kit includes two premium Blue Streak solenoids, along with the necessary hardware, for a complete VVT solenoid repair solution. Additionally, nine VVT solenoids, engineered and manufactured at SMP’s Poland facility, will be available in the Blue Streak brand. This adds coverage for more than 21 million vehicles in operation. Blue Streak VVT solenoids feature upgrades that ensure proper application-specific performance and long service life. “The newest additions to our Blue Streak program are a testament to our commitment to the high level of quality and durability professional technicians have always expected from our Blue Streak brand,” said John Herc, vice president engine management marketing, SMP. All new applications are listed in the catalog found at StandardBrand.com, and in electronic-catalog providers. The post Standard Motor Products Expands Blue Streak Line appeared first on Counterman Magazine. View the full article

TNT Parts announced that it has added Lithonia, Georgia-based D&J Supply Inc. to its team through an acquisition. As a family-owned/-operated business for more than 45 years in east Atlanta, D&J brings a wealth of knowledge in the aftermarket heavy-duty truck-parts industry combined with a talented team delivering exceptional customer service. “We are thrilled to have a company of the quality of D&J join TNT Parts,” said Dale Herold, CEO of Tidewater Fleet Supply/TNT Parts. “Our continued goal is to be the customer’s first choice as the best provider for their heavy-duty truck and trailer and equipment parts needs. We are committed to exploring new ways to better serve our customers today and in the future. Partnering with D&J allows us to increase the number of customers we can reach and also positions us to take care of their other aftermarket parts needs.” In a press release, Jeff Schubach and Dan Schubach, presidents of D&J Supply Inc., said: “We chose to join Tidewater Fleet Supply/TNT Parts because of their company culture. How they care for their employees and how they care for their customers was a perfect fit for us.” D&J Supply joining TNT Parts brings together two highly rated, honest and reputable local companies that care, and are perfectly positioned to support the needs of truck fleets and individual operators and repair shops in the Atlanta metro area, TNT added. Both companies are, and remain, part of VIPAR Heavy Duty, North America’s leading network of independent aftermarket truck-parts distributors. Hart Marx Advisors facilitated the acquisition. The financial terms of the purchase were not disclosed. The post Tidewater Fleet Supply/TNT Parts Acquires D&J Supply appeared first on Counterman Magazine. View the full article

Computers. Almost every aspect of modern life involves some sort of interaction with an electronic device that is essentially a computer. From smartphones to PCs, automobiles to electronics, we all use these tools and toys to work, play and in the case of some medical devices, survive. The recent “chip shortage” highlights our dependence on microprocessors in a number of daily applications. In the automotive repair industry, we rely heavily on scan tools to communicate with the multiple onboard “computers” found in today’s vehicles. Our customers (both DIY and professional) are likely to use this information for diagnosis and repair – sometimes with mixed results. On our side of the counter, this information is translated from alphanumeric codes into parts requests, hopefully resolving the issue. There’s a lot of misinformation out there regarding engine-management electronics. I still commonly receive requests for fuel caps and oxygen sensors based on a shotgun diagnosis of an illuminated MIL or “Check Engine” lamp. Somewhere along the way, these two components have become the “go-to” answers for a multitude of unknown faults. Some customers, armed only with an entry-level code scanner, automatically associate a code with a failed sensor and immediately replace the offending part. When a replacement part (or multiple parts, based on suggested “fixes” associated with a particular code) doesn’t solve the issue, the “technician” eventually might condemn the computer. Known by many acronyms (PCM, ECM, ECU, TCM, BCM, etc.), vehicle computers use input from multiple sensors to make decisions about how to keep the vehicle running correctly throughout a wide range of conditions and then send their own signals to various actuators, modules and solenoids. You can think of these as “if/then” functions. If the PCM receives signal “X” from a particular sensor, then its programming prompts it to do “Y.” If it does not receive this particular signal, it may do nothing, or if it receives a different signal, then it does “Z.” At its heart, a PCM operates in binary language, which is a series of ones and zeros that can represent “yes” or “no” answers to a question. This same logic can be applied to the CAN bus (controller area network) by broadcasting these “yes/no” signals along two channels between the dozens of individual ECUs so that they can share information. Each module can choose to accept or ignore these signals based on its own programming. When something goes wrong, the PCM logs a fault known as a “pending” code. If that pending code isn’t seen again for 40 to 50 drive cycles, it goes away. If it happens in two consecutive drive cycles, it “matures” into a “stored” or “active” code, and the “Check Engine” lamp illuminates. A steady MIL simply shows a stored fault is present, while a flashing MIL indicates a serious misfire condition that may cause severe drivability issues or catalytic converter damage. Analyzing the stored five-digit codes will lead the technician to the possible root causes of the fault. These are grouped into several categories, each representing a sub-system. We most commonly deal with “P” (powertrain) codes, but “B” (body) codes and “C” (chassis) codes also may be seen in scan reports when faults exist in HVAC, restraint or ABS systems. In most cases, the PCM or other ECU is simply reporting a fault found among the incoming sensor information, but codes P0600-610 are associated with problems within the PCM circuitry itself. These are the most likely scenarios when PCM replacement becomes necessary. When a customer does need a replacement PCM, identifying and selecting the correct unit is critical. The original part number and application, as well as any calibration codes and vehicle options, should be determined before ordering the replacement. Depending on the application, additional on-vehicle flashing may be required for the vehicle to become mobile again. This may include VIN and mileage programming, calibration updates and even a relearn period. Most aftermarket PCMs are offered as remanufactured units, so a rebuildable core of the same/equivalent part number is often required. For obsolete or uncommon units, “R&R” of the customer’s original unit may be the only replacement option, which often involves shipping the existing failed unit to a rebuilder and waiting for it to be processed and returned. In any case, accurate diagnosis of the “failure” is critical so that the replacement PCM actually solves the problem. PCMs often are replaced as a “last-ditch, hail Mary” effort when a number of other “solutions” have failed, so “alleged defective” returns should be processed carefully. Given their sensitive electronics and the VIN-specific programming required of most modern PCMs, these units should be considered non-returnable final sales. All customers (especially DIYers) should be fully informed of any additional programming requirements and your own store policies before ordering any of these modules. The post The ABCs Of PCMs appeared first on Counterman Magazine. View the full article

Continental now offers an ultrasonic backup-sensor kit that can be retrofitted to or incorporated as OEM for virtually any vehicle including commercial vehicles, RVs and off-highway, agricultural and material-handling equipment. Out of the box, the ultrasonic backup-sensor kit provides an audible alarm to the operator when the vehicle comes within 10 feet of an object and beeps faster as the driver gets closer to the obstacle. The kit also can customized for specific distance intervals to meet OEM specifications. The innovative backup system delivers a voice announcement of object distance at specific intervals and easily integrates with on-board camera/monitor systems, according to Continental. When paired with a backup camera system, a monitor will display an overlay, revealing the active sensor(s) and the object distance from that sensor. “Backup sensors are an essential component of operator and workplace safety in modern vehicles,” notes Jared Hall, Continental product manager. “The Continental ultrasonic back-up-sensor kit can be fitted to a wide variety of vehicles including commercial trucks, buses, RVs, fire trucks, garbage trucks and agricultural vehicles, as well as construction, mining and material handling equipment.” The Continental ultrasonic backup-sensor kit is easy to set up and simple to configure as a retrofit or original equipment installation, according to the company. The kit includes four sensors, a central control unit and a speaker. Cameras, and monitors are available from Continental as options. The post Continental Introduces Ultrasonic Backup-Sensor Kit appeared first on Counterman Magazine. View the full article

Purolator Filters, a division of MANN+HUMMEL, announced that the company is launching a nationwide rebate promotion on Purolator filters to support their summer filtration vehicle maintenance needs. Between July 1 and Aug. 31, consumers can receive up to $15 after a mail-in rebate on up to three qualifying Purolator oil, air and cabin air filters. Participating brands include PurolatorBOSS, PurolatorONE and Purolator. “As the busy summer travel season nears, it’s important for drivers to remember good vehicle maintenance,” said Tina Davis, senior marketing manager of brand and communications at MANN+HUMMEL Purolator Filters LLC. “This promotion encourages timely maintenance to keep vehicles running at peak performance while offering significant cost savings so they can be prepared for the busy travel season ahead.” Consumers can look for participating retailers and shops that will be promoting these savings through online and onsite resources. For additional information on the promotion, visit https://www.PurolatorNOW.com/en/offers.html. Consumers can mix and match up to three items. Maximum rebate payout is $15. Limit one rebate payout per customer, per household. The post Purolator Launches National Rebate Campaign appeared first on Counterman Magazine. View the full article

In spite of the skyrocketing cost of fuel, I’m still looking forward to a couple of summer road trips. While there’s nothing we can do about the prices at the pump, keeping our vehicles properly maintained can help those gallons go further. Getting ready for a long trip is the perfect excuse (not that you really need one) for your customers to check off a number of maintenance items that can help make their time behind the wheel more enjoyable. It also can make it a little less expensive! Many people wait until the last moment to do a “pre-trip inspection.” How many times have you had a customer tell you that they need a laundry list of items “immediately” because they’re planning on leaving for a long trip “tomorrow?” Sometimes these requests are easy to fulfill, especially if they’re simple maintenance items. Other times, the customer really should have addressed the issue long before now! Either way, we can help in a number of ways to get them on their way safely and efficiently. While the traditional “tune-up” is fast becoming obsolete, one of the essential items from this service is still a common sale. Changing the engine air filter is a quick and easy way to ensure proper airflow into the engine, and that filter also is the first line of defense against dirt and other contaminants. A clogged, dirty or damaged filter also can expose the MAF sensor to contaminants that alter its signal to the PCM, which can lead to a rich condition, wasting fuel. Examination of the filter also can indicate if there are worn piston rings or a fault in the PCV system. While examining the air intake, also look for cracks or gaps in the tube between the airbox and the throttle body, which can allow unmetered air into the engine, skewing sensor readings and altering fuel efficiency. Changing the cabin air filter not only will make the trip more comfortable, but it also can potentially lessen the strain on the HVAC system. Turning up the A/C to compensate for a clogged cabin filter can increase the load on the belt-driven compressor and therefore the engine. While you’re at it, have a look at the belt(s) too. Worn, glazed or slipping belts can cause noise, friction and even cooling-system or charging-system issues – which may leave you on the roadside rather than at your destination. Battery condition and state-of-charge should be tested periodically, and a pre-trip inspection is a great time to offer this service to your customers. No-start conditions are inconvenient at any time, but can cause much more anxiety when you’re miles away from familiar territory or service providers. Breakdowns become more inconvenient and time-consuming if you’re travelling to your destination on a tight schedule, or if you’ve drawn the “late-night” driving shift. If you do break down after dark, having functioning lights (especially your four-way flashers) makes you more visible to passing motorists, as well as emergency service providers like police or roadside assistance. Lighting and visibility checks also should include topping off the washer solvent, making sure your washer nozzles and pump are functioning correctly and changing wiper blades as needed, including the rear blade (if equipped). Fluids, filters, belts, wipers and electrical items all are tangible products, but one of the most important road-trip essentials is actually invisible … AIR! Properly inflated tires can have positive effects on fuel mileage, handling, braking and even passenger ride quality. Most of the vehicles on the road today have TPMS sensors to keep tabs on the tires, but it’s not a bad idea to get out the old-fashioned tire gauge now and then to double-check their calibration. On most vehicles, the spare tire is not TPMS-equipped, and should be checked manually for proper inflation. If a vehicle is not equipped with a spare, verify that the on-board compressor or emergency fix-a flat is accounted for! Speaking of inflation, the cost of the old “penny test” for tread depth has gone up to 25 cents. The old rule of thumb was that if you placed a penny into your tire tread, the top of Lincoln’s head should NOT be visible on a good tire. The distance from the edge of a penny to the top of Abe’s head equates to a tread depth of 2/32 of an inch, which is the DOT minimum before recommended replacement. Many tire manufacturers now recommend the use of a quarter for this “test.” The top of George’s head is 4/32 from the edge of a quarter, which gives consumers a little more warning before needing to discard their current tires. I still prefer to use an actual tread-depth gauge, but pocket change still works in a pinch. Wherever the destination this summer, your customers can save money, save fuel and save time by spending a little on preventative maintenance before they pack the car and pull out of the driveway! The post Easing The Pain With Vehicle Maintenance appeared first on Counterman Magazine. View the full article

Arnold Motor Supply has officially opened its new Lincoln, Nebraska, location at 2811 W O St. Lincoln residents are most likely familiar with the West O location and its roots dating back to the early 1980s as Snow Auto Supply. Joe H. Snow served as a colonel in the U.S. Air Force for 28 years before starting the family business. His son Spencer continued the legacy in 1998 and has been managing the store for the past 25 years. “We’ve wanted to enter the Lincoln market for many years and have had a long relationship with Spencer Snow,” said Eric Johnson, president and managing partner at Arnold Motor Supply. “We’re excited to bring our automotive and commercial vehicle focus to the location while continuing the strong paint and refinish capabilities Snow Auto Supply has always provided the community,” Arnold Motor Supply entered into agreement with Snow Auto Supply and officially purchased the business earlier this month. The store has an extensive selection of replacement parts for automotive, heavy-duty trucks, collision (including PPG refinish paint), agriculture and fleet applications. “We also have the advantage of daily deliveries from our distribution centers and surrounding stores,” added Mike Molle, vice president of store operations at Arnold Motor Supply. “Having a readied supply of parts ensures that whether you’re a DIYer or professional repair shop, we’re going to get you the parts you need.” Customers can visit arnoldmotorsupply.com to shop a full selection of parts, tools and supplies, or stop by the store from 7:30 a.m. to 6 p.m. Monday through Friday and from 7:30 a.m. to 5 p.m. on Saturdays. The post Arnold Motor Supply Announces New Store In Lincoln, Nebraska appeared first on Counterman Magazine. View the full article

Advance Auto Parts announced it has opened 22 new stores in the Los Angeles market as part of the company’s broader strategic expansion into the Western United States. In spring 2021, Advance announced its plan to expand into California by leasing 109 Pep Boys stores and converting them to Advance stores, more than half of which are in the Los Angeles area. “We estimate that 70% of our customers in Los Angeles fit the profile of the classic do-it-yourselfer. Pairing that with the more than 7.6 million registered vehicles in Los Angeles’ unique car culture, this is a tremendous opportunity for Advance to bring care and speed to motorists through expert advice and best-in-class products and services,” said Tom Greco, president and chief executive officer of Advance. “Our timing couldn’t be better as the average vehicle age increases while used car and gasoline prices are rising, resulting in greater demand for vehicle maintenance.” Vehicle owners in Los Angeles and other parts of the West will gain access to everything Advance stores offer, such as free curbside and in-store pickup within 30 minutes of ordering online, as well as some of the most trusted automotive brands in the world, including DieHard, the company noted. In response to the emerging popularity of hybrid and electric cars, Advance last month introduced the DieHard EV battery – the first-to-market 12-volt battery designed specifically for hybrid and electric vehicles and sold exclusively at Advance. Advance also will support local communities and professional technicians across California by employing approximately 1,850 team members in the state when all 109 stores are converted, including staffing the company’s newly opened 45,000-square-foot “super hub” flagship location, centrally located off the 10 and 110 freeways in the Pico Union neighborhood near downtown Los Angeles. With a growing need to service the approximately 14 million registered vehicles in California, including an increased number of electric and hybrid vehicles, Advance also brings the ability for professional repair partners to expand their technical knowledge with virtual and in-person training opportunities, available through Carquest Technical Institute and Worldpac Training Institute, which are developed and taught by factory-trained instructors and available to automotive technicians nationwide, Advance noted. The post Advance Auto Parts Opens 22 New Stores In Los Angeles Market appeared first on Counterman Magazine. View the full article

NPW continues to expand with its new state-of-the-art distribution center and corporate headquarters. Located in Hialeah, Florida, the facility has more than 200,000 square feet of usable space, which includes a state-of-the-art conveyor system along with an automated sorting system. NPW recently held a special lunch and ribbon-cutting ceremony with local dignitaries in attendance. Participating were Mayor Steve Bovo, State Rep. Alex Rizo and City Council President Carl Zogby. NPW also had its key management on hand, including founder and CEO Larry Pacey; his wife Hilda; son Chris, the company’s executive vice president and COO; son John, vice president of purchasing; and all the department heads and staff. “We are very excited about this new facility and expect it to improve and streamline our abilities to serve our customers and suppliers,” Chris Pacey said. “Our business thankfully has grown in spite of COVID, so we decided we needed to forge ahead despite all the issues COVID provided. We appreciate the help and support during trying times from our contractors, suppliers, team members and customers. We look forward to the future.” Click here to view a short video from the ribbon-cutting event. As of June 15, all receiving and shipping is being done from 5801 E 10th Ave., Hialeah Florida, 33013. The post NPW Miami Celebrates Grand Opening Of New Headquarters, DC appeared first on Counterman Magazine. View the full article

Photo caption, left to right: Bob Courtney, mayor of Madison; Sen. Todd Young; Bill Long, president and CEO of MEMA; and Dominic Grote, president and CEO of Grote Industries. The Motor & Equipment Manufacturers Association (MEMA) recently recognized Sen. Todd Young as a 2022 recipient of the Joseph M. Magliochetti Industry Champion Award. The award recognizes elected officials who have shown outstanding leadership on behalf of motor vehicle component suppliers. Young, an Indiana Republican, received the award at the Grote Industries facility in Madison, Indiana. Grote is one of the world’s leading manufacturers and marketers of vehicle lighting and safety systems. “It is a pleasure to host Senator Young at Grote Industries,” said Dominic Grote, president and CEO of Grote Industries. “His leadership continues to make a positive impact to the industry and the state of Indiana.” MEMA President and CEO Bill Long presented the Joseph M. Magliochetti Industry Champion Award. “Senator Young works diligently to promote our industry,” Long commented. “He is a true champion of the motor vehicle parts sector, and we are honored to recognize his efforts with this award.” Young is a leading manufacturing advocate and bipartisan leader in the U.S. Senate. Young’s work carries great significance for the auto parts industry, which provides more than 907,000 direct jobs, making it the largest creator of manufacturing jobs nationwide and contributing two-thirds of the value of a new vehicle. “I am grateful for this recognition and the thousands of Hoosiers who work in the motor vehicle parts sector,” Young said. “In the Senate, I will continue to fight for policies like USICA that support domestic manufacturing and encourage American innovation.” At the instrumental Senate Finance and Commerce Committees, Young has done much to advance MEMA manufacturing and competitiveness priorities. For example, he has been a leader of efforts in 2021-2022 to pass the CHIPS Act, with its vital motor vehicle legacy chip provision for the industry to increase U.S. semiconductor chip production to alleviate stressed supply chains. In fact, Young was the Republican leader of the broad U.S. Innovation and Competition Act (USICA) that passed the Senate in June 2021. The bill includes the CHIPS Act, enhances supply chain resiliency and increases funding for R&D partnerships with manufacturers. Young is working hard to get a final version of this bill passed through Congress as soon as possible in 2022. “Senator Young is a true champion of Indiana motor vehicle parts manufacturers and their 84,000 employees,” said Long. “We are pleased to present MEMA’s 2022 Industry Champion Award to Senator Young.” The post MEMA Honors Todd Young With Industry Champion Award appeared first on Counterman Magazine. View the full article

The Philadelphia Inquirer has recognized CARDONE Industries as a 2022 Top Workplace. The award is based solely on employee feedback gathered through a third-party survey administered by employee-engagement technology partner Energage. The anonymous survey uniquely measures 15 culture drivers that are critical to the success of any organization, including alignment, execution and connection. “I’m grateful for the participation of our employees and their honest assessment of our company and culture,” said Mike Carr, CEO. “When you give your employees a voice, it encourages a collaborative atmosphere where you can come together to navigate challenges and shape your path ahead. We’re thrilled to have achieved the Top Workplaces honor during our first year of participation.” A full listing of the Philadelphia and Delaware Valley Region Top Workplace winners is available on Inquirer.com. In August, winners’ rankings will be revealed in print and online at Inquirer.com. The post CARDONE Receives Top Workplace Award appeared first on Counterman Magazine. View the full article

Fisher Auto Parts announced it will acquire LaCava & Sowersby Auto Parts by the end of June. David Reid, executive vice president and chief operating officer of Fisher Auto Parts, and William Sowersby, Steven LaCava and Paul LaCava, principals of LaCava & Sowersby, made the announcement. The acquisition involves three large-volume locations in Fall River, Somerset and New Bedford, Massachusetts, respectively, that are located in close proximity to an existing distribution center owned by Fisher Auto Parts in Providence, Rhode Island. LaCava & Sowersby Auto Parts is a third-generation family-owned business and has been a trusted authority for 37 years. William Sowersby, John LaCava, Steven LaCava and Paul LaCava began operations in a single-floor building on Plymouth Avenue in Fall River, working 13-hour days, seven days a week to build their business. Anthony LaCava, father of John, Steven and Paul, joined the operation two years later, bringing with him more than 40 years of automotive experience. Because LaCava & Sowersby is family-owned and -operated, customers have always enjoyed a high level of personalized service. As the sign out front proclaims, “Service is the Key.” Soon after opening the Fall River location, the building was expanded to add a second floor and an additional loading dock. In 1994, LaCava & Sowersby opened a location on Grand Army Highway in Somerset and in 2001, another location was opened on Kempton St. in New Bedford. Anthony LaCava retired in 2002, and after John LaCava’s sudden passing in 2019, the remaining three owners and their resilient employees continued to thrive even through the toughest of times. Fisher Auto Parts is the founding member of Federated Auto Parts Distributors and now has approximately 500 company-owned locations plus more than 100 independent jobbers in 18 states. The post Fisher Auto Parts Acquires LaCava & Sowersby appeared first on Counterman Magazine. View the full article

Continental has introduced a new packaging design for its next generation of REDI-Sensor multi-application TPMS sensors. Developed as part of an overall branding update coinciding with the launch of Continental’s next generation of TPMS sensors, the new packaging employs an easy-to-read product identification promoting REDI-Sensor’s performance capabilities, key attributes and overall benefits to TPMS service. “We’ve added a key feature to the new REDI-Sensor package to make it as informative and service ready as possible,” noted Lindsay Smith, Continental product manager. “The back panel of the new REDI-Sensor package includes a QR code that provides a quick link to the REDI-Sensor TPMS application online lookup, so customers can quickly verify that they have the right TPMS sensor or service parts for the vehicle they are servicing. The lookup allows search by vehicle year, make and model, or VIN number and also enables access to REDI-Sensor TPMS sensor installation and relearn instructions, service tips, videos, and technical support.” The next generation of REDI-Sensor features four multi-application TPMS sensors that can replace more than 290 different OE sensors and provide coverage for more than 168 million VIO from model years 2002 to 2022. The new REDI-Sensor line gives shops a significant TPMS service advantage by dramatically reducing the number of sensor SKUs needed to service incoming domestic, European and Asian vehicles, according to Continental. With only four REDI-Sensor SKUs on hand, shops are ready to provide TPMS service for virtually every vehicle that comes in. REDI-Sensor TPMS sensors come ready to install, right out of the box, and require no added sensor programming or cloning. They are pre-programmed from the factory and designed to follow existing OE vehicle-relearn procedures. REDI-Sensor works with most major TPMS scan tools and is compatible with TPMS features such as autolearning, pressure by position and tire-fill alert systems. The post Continental Debuts New Packaging For Next-Gen TPMS Sensors appeared first on Counterman Magazine. View the full article

Photo caption: U.S. Reps. Debbie Dingell (left) and Haley Stevens The Motor & Equipment Manufacturers Association (MEMA) honored U.S. Reps. Debbie Dingell and Haley Stevens as the 2022 recipients of the Joseph M. Magliochetti Industry Champion Award. The award is a special recognition given to elected officials who have shown outstanding leadership on behalf of automotive and commercial vehicle suppliers. The awards ceremony was held at the MAHLE Powertrain facility in Plymouth, Michigan. The MAHLE Powertrain site develops advanced zero-carbon and battery electric solutions for global OEMs across all markets from automotive to marine and power generation. MAHLE Powertrain is the Engineering Services arm of MAHLE, the global Tier 1 supplier. “Representatives Dingell and Stevens have both worked diligently to promote the interests of our industry,” MEMA President and CEO Bill Long said. “We are lucky to have them in our circle, advocating for policies that allow our industry to prosper.” Their work carries great significance within the vehicle-supplier industry. Manufacturing automotive parts provides more than 907,000 direct jobs, making it the largest creator of manufacturing jobs nationwide and contributing two-thirds of the value of a new vehicle. As a member of the House Energy and Commerce Committee, Dingell’s work on behalf of vehicle suppliers includes advocating for automated-vehicle legislation, programs and policies to assist the motor vehicle industry’s transition to a net-zero transportation fleet, and introducing legislation focused on vehicle-technology R&D activities at the U.S. Department of Energy. The congresswoman also led efforts to ensure the passage of the CHIPS Act language, which provides federal funding to increase domestic semiconductor chip production. “It is truly an honor to receive the 2022 Joseph M. Magliochetti Industry Champion Award alongside my friend, Congresswoman Haley Stevens,” Dingell said. “MEMA and the supplier industry play such a critical role in the auto industry, employing generations of hardworking men and women in Michigan and contributing billions of dollars to our nation’s economy. Together, we will continue to keep the United States at the forefront of innovation and technology, and ensure that we have a strong and healthy auto industry.” In the House, Stevens helped improve the auto rule of origin provisions of the USMCA and built congressional support for this vital measure. She is a leading House advocate of the CHIPS Act, and its legacy chip provision for the motor vehicle and parts sector. Stevens has an impressive track record of working across the aisle to deliver for Michigan’s manufacturers supporting broad competitiveness, manufacturing and business priorities in the House and often articulating these to House leadership. As chair of the House Science Committee Research & Technology Subcommittee, she has championed federal funding and training programs to assist the auto parts sector in its transition to an EV future. “I am unbelievably honored to receive this recognition. I’ll never stop advocating in Congress for our Michigan manufacturers and automotive suppliers,” Stevens said. “They are truly the backbone of the booming SE Michigan economy and are leading the industry in innovating our future.” The Industry Champion Award is presented in the memory of Joseph Magliochetti, a former MEMA chairman who also served as the chairman and CEO of Dana Corp. until his death in 2003. He was widely recognized as a leader and a visionary in the supplier industry, and as MEMA chairman, he left a legacy of advocacy and outreach on behalf of all vehicle suppliers. Automotive and commercial vehicle suppliers are the largest employer of manufacturing jobs in the U.S., contributing nearly 3% of the U.S. gross domestic product. The post MEMA Honors Dingell, Stevens For Supporting Vehicle Suppliers appeared first on Counterman Magazine. View the full article