Counterman

Lucas Oil Products has introduced a new essential roadside-safety product just in time for the winter travel season. The Lucas tire inflator is an easy-to-use, non-flammable tire inflator and sealer for use in all passenger vehicles to quickly seal punctures and re-inflate a damaged tire. “As someone who has had their fair share of flat tires in the past, this is one of my favorite new products,” said Shane Burns, sales vice president, Lucas Oil Products. “Our new tire inflator is a necessity when it comes to quickly and easily addressing a common auto emergency and has the potential to be a true lifesaver. This serves as another great example of our commitment to developing a robust line up of problem-solving products for vehicle care and roadside safety.” Key benefits: Seals and inflates flat tires for a temporary emergency repairSafe and easy to useNo tools requiredWorks fastTire-sensor safeNon-flammableVOC-compliant in all 50 states The Lucas tire inflator, available at select retail stores, features an easy-to-use hose applicator that is perfect for emergency roadside fixes without using any tools, according to the company. The post Lucas Introduces New Tire Inflator appeared first on Counterman Magazine. View the full article

Recently, AMN/Counterman Editor Amy Antenora caught up with Jacki Lutz of Sensata Technologies, who serves as chair of the Young Auto Care Network Group (YANG). YANG has really gained a lot of traction in the past few years. Bring us up to speed on the numbers and growth of the group. JL: Number-wise, YANG continues to grow year-after-year despite the obvious “aging” out process. We, of course, lose members as they turn 40 each year but continue to gain more newcomers to make up for those. Currently, we are close to 1,750 members, up almost 100 members from just last year. As members age out, we really try and keep them engaged by becoming “mentors.” We use our mentors for speaking opportunities and to engage in various professional development efforts of our membership. We are nearing 100 active mentors and we are continuing to define and grow that program. Even more importantly, when we talk about the “growth” of YANG, we should consider how the group continues to adapt and grow with the times. All of our initiatives and goals this year are set to make us a more inclusive and engaging organization. Everyone was thrilled to be back to an in-person AAPEX and I know YANG hosted not only a meet-up at the show but also a fundraiser for AACF. How did these two events fare for YANG? JL: I am so proud of the fundraiser for AACF. The council was brand-new at the time and really hit the ground running by hosting meetups across six states all at once. This was the first time we did anything like this and there was a lot of planning that went on behind the scenes. The result was $15,000 raised for AACF ($5,000 more than our goal) and our first in-person event since the pandemic hit. Ultimately, lots of spirits were lifted along with lots of money raised! The AAPEX Meet-Up was a huge success. Along with the rest of the industry, we weren’t exactly sure what the in-person turn out would be. Our membership really showed up though and we ended up with more registrations than we have had in our previous years. Some of that was because of the gorgeous outdoor location but I think it is largely representative of our membership wanting to get back at it and network. What’s on the agenda for YANG in 2022? JL: There is so much on the horizon for this year. In addition to getting in-person meet-ups back on the calendar, our leadership conference back to in-person for the first time in two years and our continuous efforts to give back to our industry, we have added some new initiatives to help grow engagement with our community. Starting in February, we are offering a new monthly Young Professional Series, where we will be utilizing our mentors and industry leaders to help educate our members on various hot industry topics. These are 1 hour long, “lunch n’ learn” type sessions, with about 30 minutes of presentation and 30 minutes of small group discussion and networking. Our hope for these is that by doing more consistent and bite-size content, we will maximize participation and retention and hopefully help our community engagement feel more continuous. We plan to announce our newly defined mentorship program at our leadership conference this year. We are currently polling our members and mentors to understand what they want to see in this program. It won’t be anything overly defined, but our goal is to give some clarity around what the expectations are for both members and mentors if they decide to move forward in a mentor/ mentee relationship. Lastly, we are actively looking for ways to get more of our membership involved on a regular basis with running our initiatives. We want to open up more spots on sub-committees and take advantage of more brain power on these initiatives. On a more personal level, you have been involved with YANG for a number of years now and are a very vocal supporter. Tell us about some of the benefits you have gained as a young aftermarket professional involved in YANG. JL: It is no secret that a strong network is what will carry you in this industry. It is all about the relationships you make and what you give back. YANG has given me an incredible network to fall back on when I need support and has given me growth opportunities to support others as well. It is also all about the opportunities provided by YANG to give back to the industry too. That is what keeps me passionate. The more you do, the more you care. The more you care, the more you do. How can prospective members find out more information and get involved? JL: The best place to go is YANG’s webpage on www.autocare.org. You can find upcoming events, any new monthly content, as well as information on sponsorship, membership and mentorship. I would also encourage any readers to follow us on social media (Facebook and LinkedIn) as we post all of our new content and upcoming activities there! The post Q&A With YANG Chair Jacki Lutz appeared first on Counterman Magazine. View the full article

Steve Bernasek, diesel technologies instructor and team lead for automotive programs at the East Valley Institute of Technology (EVIT) in Mesa, Arizona, has been named the 2021 Byrl Shoemaker Instructor of the Year by the ASE Education Foundation. Bernasek received his award during the recent ASE Board of Governors meeting in Scottsdale, Arizona. An ASE-certified technician for the past 22 years, Bernasek has taught at EVIT since 2016. He serves as the team lead of the diesel, automotive technologies and collision repair programs. EVIT offers over 40 career training programs for high school students and adults, and EVIT’s automotive programs have had a history of success as retired EVIT teacher Randy Baker also was named the Byrl Shoemaker award winner in 2015. This prestigious award is named after Byrl Shoemaker, the past executive director of vocational education in Ohio. Shoemaker is considered the father of the National Automotive Technicians Education Foundation (NATEF) and the national ASE accreditation system that automotive education programs use today. “Everyone at ASE would like to congratulate Steve Bernasek for earning one of the industry’s most esteemed honors,” said Mike Coley, ASE Education Foundation president. “Great instructors are the axle upon which all automotive education turns, and therefore, we are very pleased to recognize Steve as an outstanding example of excellence in automotive instruction.” The post ASE Education Foundation Presents Bryl Shoemaker Award appeared first on Counterman Magazine. View the full article

Forty-eight automotive professionals were recognized at the Fall Board of Governors meeting of the National Institute for Automotive Service Excellence (ASE), held at the Scottsdale Resort and Spa in Scottsdale, Arizona. The annual awards banquet spotlights top scorers on the ASE certification tests. Forty-one companies from both OEM and aftermarket segments sponsored individual technician recognition awards in the Auto, Truck, Collision, Bus, Parts and Service categories, along with awards for instructors. In addition to top scores on the ASE tests, award sponsors look for on-the-job excellence and community service when selecting honorees. “ASE has recognized the best of the best in our industry for more than 40 years, and this year we honored 48 outstanding individuals from across the nation,” said Tim Zilke, ASE president and CEO. “We couldn’t do this without the support of our award sponsors, who include some of the best-known names in the industry. Their commitment to excellence is reflected in the talented individuals receiving these awards. The enthusiasm and professionalism displayed by our award winners testifies to the high-quality of ASE-certified technicians and specialists. We are proud to have them as part of the ASE family.” The National Institute for Automotive Service Excellence was established in 1972 as a nonprofit organization to help improve the quality of automotive service and repair through the voluntary testing and certification of automotive technicians and parts specialists. Today, there are approximately a quarter of a million ASE-certified professionals at work in dealerships, independent shops, collision repair shops, auto parts stores, fleets, schools and colleges throughout the country. For more information about ASE, visit www.ase.com. The post 48 Technicians Honored At ASE Annual Meeting appeared first on Counterman Magazine. View the full article

Lumileds recently introduced the new Philips GoPure GP5212, a powerful, compact and innovative car air purifier that can quickly remove up to 100 different types of pollutants and neutralize unpleasant odors in a vehicle. GoPure GP5212 uses a special three-layer filter technology to quickly deliver clean, fresh air in minutes, according to the company, and its extremely compact and portable design makes it easy to use anywhere in the vehicle. Unlike other filters that simply remove odors, the Philips SelectFilter Plus technology quickly and effectively filters out small particles, viruses, bacteria, pollen and toxic gases, according to the company. The first stage is a pre-filter designed to capture large particles such as pet hair, dust and airborne dirt. The second layer features a HESA (high-efficiency sorbent agent) filter that scrubs out toxic gases and harmful chemicals and uses a powerful absorption and oxidation process to remove smoke, odors and gases. The final layer employs a HEPA (high-efficiency particulate air) filter that remove over 99% of airborne bacteria and virus in a laboratory. It also captures ultra-fine particles, as small as 0.015 microns, that can get deep into the lungs that may cause health issues. The Philips GoPure GP5212’s exceptional clean-air delivery rate (CADR) of 16 m3/hour for particulate matter down to 2.5 microns (PM2.5) makes it an ideal solution for protecting drivers and passengers from harmful particles in the vehicle cabin, according to Lumileds. GoPure GP5212 can filter 50% of interior air in a standard sedan or SUV in just 10 minutes. GoPure GP5212’s advanced filter technology decontaminates the vehicle’s interior environment by removing harmful NO2/SO2 fumes and toxic gases from road traffic brought into the vehicle by cabin fans and ventilation. By treating nitrogen dioxide (NO2) at a CADR of 13 m3 per hour and sulphur dioxide (SO2) at 7.9 m3 per hour, the GoPure GP5212 reduces the exposure to dangerous levels of air pollution that can be much higher inside the car than outside. “The new Phillips GoPure GP5212 car air purifier comes into our automotive marketplace at a very opportune time,” noted Aubry Baugh, product marketing manager. “In light of current pandemic conditions, air pollution and overall air quality, as well as a greater awareness of healthy living and well-being, most motorists and their passengers are keenly aware of the need for fresh, clean air in their vehicles. Our advanced GoPure GP5212 helps deliver that healthy air, so our customers can drive comfortably and breathe easier.” The Philips GoPure GP5212 is designed to operate automatically, so the driver can focus on operating the vehicle. When plugged into the vehicle’s auxiliary power outlet, the unit turns on and off with the vehicle’s ignition. The GoPure GP5212 two-speed fan can be easily adjusted by the power button. An indicator light signals the need for a filter replacement. The GoPure GP5212 has a compact and lightweight footprint of only 7 inches by 7 inches by 2.7 inches, and 1.7 pounds. This allows for easy and convenient installation anywhere in the vehicle. GoPure GP5212 comes complete with a hook fastener, armrest and headrest attachment belt, and a 12-foot 12-volt power cable. The post Lumileds Introduces GoPure GP5212 Automotive Air Purifier appeared first on Counterman Magazine. View the full article

3D Beta, a Beta Utensili Spa Group company, recently announced the immediate availability of the C50S three-drawer service tool cart manufactured in Italy. Developed from customer feedback, the cart reveals Beta Tools’ commitment to deliver the latest product, the company noted. “Our new C50S tool cart is adaptable for many industrial and automotive applications,” said Randy Booth, general manager at Beta Tools USA. “It is brilliantly designed with an assortment of optional features.” Unique features and benefits include: Thermoplastic worktop handles the demands around the shop.Three drawers (23¼” x 143/8” x 2¾”) on ball bearing slides for easy opening and closing.Drawer capacity of 33 pounds is evenly distributed.Unit is key-locking to secure tools.Side-mounted nine-piece screwdriver holder and two built-in bottle holdersLarge lower shelf protected by a PVC, oil-resistant rubber mat.Static load capacity of 880 poundsOptional items include a folding side shelf, 5000MS a paper roll holder, 2400S-R/PC and a rear-mounted pegboard tool panel. All three C50S colors – orange, grey and red – are in stock and ready to ship throughout the United States. For more information: call 717-449-5044 or visit the 3D Beta website. The post Beta Tools USA Introduces 3-Drawer Tool Cart appeared first on Counterman Magazine. View the full article

Have you ever seen one of those movies where all of the main characters are the same actor or actress? In some cases, the makeup and acting is done so well, you don’t even know it’s the same person. They have a lot of roles, and you don’t even know what they all are! If you could liken this to an automotive application, it would be tensioners and pulleys. They play a lot of roles, and we often don’t know – or sometimes just don’t think about – what they are. We take them for granted. We’ll start with pulleys, since they’re just about as old as any other automotive part in existence. For years (and still for the most part), pulleys were just a static piece of metal. In other words, they were boring. They simply gave belts a place to sit in order to transfer power from the crankshaft to the accessories that were mounted on the engine, such as the alternator, water pump, air-conditioning compressor or power steering, just to name a few. While they seemed like such a simple device, there always has been a lot more behind the scenes. There are two basic types of pulleys: a V-belt pulley and a serpentine-belt pulley. There also are toothed pulleys that are associated with timing belts or chains, but I’m just going to focus here on the pulleys that are external to the engine. Size Matters Regardless of the type of pulley, one of the first things that goes into the design of a pulley is its size. Think of them like the gearing on a typical 10-speed bicycle. When you need more power, you shift gears, so the chain is on the small sprocket in front and the large sprocket at the rear wheel. The pedals spin fast and easy and you have the power to go up a steep hill, but you don’t get anywhere quickly. Conversely, when you want to go faster, you shift so the chain is on the large sprocket in front and the small one at the rear wheel. This is where you get your speed, but it takes a much greater effort from you to do it. So, the size of each pulley has a considerable effect on how fast engine accessories spin. The larger the crankshaft pulley, the faster they all spin, but more power is required from the engine to do it. Accessory pulleys are the opposite. The larger the accessory pulley, the slower that accessory spins, but it draws less power from the engine. This is important because each different type of accessory is designed to operate at a certain speed to perform its intended job. To illustrate this, let’s consider an engine running at idle speed and look at alternator operation. Have you ever been in a car at night that when idling, the lights are dim, but as soon as you accelerate, they get bright? The alternator wasn’t spinning fast enough to generate the necessary electrical output. Either the idle speed is too low, or the electrical consumption is too high. Using this example, when a vehicle is designed, the alternator pulley is sized so that it spins fast enough at idle for the battery to charge properly. If you add electrical accessories like fog lights or a powerful stereo, you may experience low charging at idle, and installing a smaller pulley to increase the speed of the alternator could solve the problem. But, then you have to consider how fast the alternator spins at high engine rpm. On a high-revving engine, it’s very possible that you could spin an alternator in excess of its mechanical limits. Alternators can spin very fast without problems, but when you exceed 16,000 to 17,000 rpm, you could be knocking on the door for trouble. To further illustrate this in design, many performance cars in the past have utilized larger alternator pulleys for two reasons. One, so they didn’t spin too fast at high rpm; and two, so they consumed less power from the engine. Of course, we could open a can of worms on the subject of alternators, but we’ll leave it closed for now. They work as a good example. The same principle is true for any accessory driven by the engine. The second aspect of pulley design is the relationship between the belt and the pulley. V-belt pulleys seem simple, but they are different widths, designed for different-width belts. Using the correct belt is important, because if you consider the cross-section of each, the belt and pulley must make sufficient contact, or there won’t be good grip between the two and the belt will slip. Another aspect of the V-belt pulley is the depth of the groove. Performance vehicles that were expected to see higher rpm typically would feature pulleys with deeper grooves to prevent the belt from jumping out. This leads us to many of the drawbacks of a V-belt system. The contact area between the belt and pulley was often small, leading to squealing and slipping, and the belts themselves were more susceptible to stretch. V-belts required regular adjustment and more frequent replacement, slipping and squealing was common and pulley misalignment often led to noisy belts or belts that jumped off. Part of this problem was related to the fact that most engine-mounted accessories were done so via stamped-steel brackets and there was a lot of flex that naturally occurred. Technicians spent many years battling the V-belt system, and when automotive design began to switch to serpentine-belt technology, it was a welcome change. Serpentine Belts: An Instant Improvement The relationship between the serpentine belt and pulley brought an instant improvement in belt performance, providing a much greater contact area. Although serpentine belts would stretch to a certain degree, it was not near the same extent as a V-belt, so maintenance was a lot less. Serpentine belts were not immune to noise complaints, and they were even more susceptible to it from even the slightest pulley misalignment. One of the big improvements that came around quickly at this time was the mounting of the driven accessories. Flimsy stamped-steel brackets were disappearing, and cast-steel or aluminum brackets took their place, offering solid mounting points, creating laser-straight pulley alignment. Another cause of noise from serpentine belts stemmed from the slapping of a belt that spanned a longer distance. This problem (one that occurs with all belts, serpentine or V) is the result of the tension changes on a belt during engine acceleration and deceleration. Under acceleration, the belt is pulled tight on the side leading to the crank pulley, but slack forms following the crank pulley. This reaction of the belt reverses under deceleration. Not only can this cause noise, but also vibration, and it can cause additional wear on the belt and driven accessories. Even though this caused noise in either type of belt, it was more audible with a serpentine belt due to its width. This is where two different types of functional pulleys come into play: the idler pulley and the tensioner pulley. Idler pulleys are used for the purpose of supporting a belt across a long span or guiding it to change direction where there’s no accessory to perform the task. Idler pulleys, depending on which side of the belt they are located, either will be grooved to match the belt (V or serpentine), or they will be smooth. Since idler (and tensioner) pulleys aren’t driving an accessory, they ride on a bearing. Tensioners: Automatic and Manual While idler pulleys help reduce the effects of acceleration and deceleration, they don’t completely solve the issue – but the automatic tensioning pulley does the job. Normally, they’re referred to simply as tensioning pulleys or belt tensioners. I’m using the term “automatic” here in order to clarify the difference between a manually adjustable tensioner. Manual tensioners, used on both serpentine and some V-belts, are just an idler pulley that’s mounted onto an adjustable base. A threaded bolt goes through the base, and the head of it is supported by a bracket. The belt-tension adjustment is made by tightening or loosening the belt, depending on application. While it’s an effective method and often much easier than the traditional “swing” of an entire accessory to take up slack, it doesn’t solve accel/decel effects, and it still leaves the age-old problem of manual belt adjustment, getting it too tight or not tight enough. The second type of tensioning pulley continuously and automatically keeps belt tension at its optimal point and, as mentioned before, is really what we refer to when we say “tensioner” or “tensioning pulley.” It’s simply an idler pulley that is mounted on a bracket, which, in turn, contains a spring mechanism that applies a constant, predetermined amount of tension on the belt. This type of tensioner eliminates noise, regular belt adjustment and over- or under-tightening of the belt, and reduces harsh effects on accessories from accel/decel forces. Special Pulleys Many new vehicles have special alternator pulleys that are either overrunning alternator pulleys (OAP) or overrunning alternator decouplers (OAD). The purpose of both is to reduce any remaining noise, vibration or harshness (NVH) that’s associated with a serpentine belt. An OAP works through a one-way clutch mechanism located in the hub. It drives the alternator in one direction, but under rapid deceleration it allows the pulley to freewheel so the alternator will spin free on its own. An OAD works in the same manner, with the added feature of internal vibration dampers to absorb harmonic vibrations in the belt and reduce noise. Idler pulleys have earned a unique position over the years of occasionally being a replacement for bad A/C compressors. With some higher-production vehicles that see frequent compressor failures when they get old, many owners opt not to spend the money to fix them. But, without the pulley from the compressor, the serpentine belt loses its running path. An idler pulley for this application will be designed with its own mounting bracket that uses the same mounting bolts for the compressor, and the pulley is the same size as the original compressor pulley. Performance pulleys are a very common upgrade on newer vehicles with serpentine-belt drive systems. One modification is weight. A lighter-weight pulley translates to less rotational weight, which means an engine can build speed quicker. Larger or smaller pulleys are used to reduce or increase the speed of accessories, as we mentioned earlier, but a very popular one today is to get a smaller supercharger pulley, which increases the speed and boost for increased power. As with a lot of performance modifications, when increasing or decreasing pulley size to attain a certain result, it can have an effect on other engine-operating aspects. Companies that offer different-sized pulleys are well-aware of it and do a good job at clearly describing any other modifications that need to be done in conjunction with a pulley change. Serpentine-belt systems are without a doubt more enjoyable than V-belt systems due to their dependability and lower maintenance. For this reason, most of the V-belt systems on popular older engines can be replaced with a serpentine-belt system that’s readily available in a kit. It’s not uncommon to see this conversion on old classic or muscle cars. We’ve been spoiled by the serpentine belt. So, you can see that tensioners and pulleys play a huge part in engine and accessory operation. For a round piece of metal that doesn’t seem like it would do much, other than support a belt, they play a surprising number of roles. The post Tensioners And Pulleys appeared first on Counterman Magazine. View the full article

NRS Brakes recently launched new galvanized brake pads designed exclusively for late-model Ford and Lincoln vehicles. The galvanized brake pads are for the following makes and models: 2017-2020 Ford Fusion; 2015-2020 Ford Edge; 2017-2019 Ford Escape; 2017-2019 Lincoln Continental; 2016-2018 Lincoln MKX; 2018-2020 Lincoln MKZ; and the 2019-2020 Lincoln Nautilus. NRS Brakes is globally recognized for its premium, fully galvanized brake pads. “Like all brake pads from NRS Brakes, this new release features unparalleled semi-met friction, patented mechanical-attachment technology and fully galvanized-steel backing plates,” the company said in a news release. “The galvanized steel withstands rust and corrosion, meaning NRS brake pads require significantly fewer replacements than other aftermarket pads, making them the most affordable option based on total cost of ownership over the life of the vehicle.” The brake pads for all of the Ford and Lincoln models have undergone rigorous testing in one of the world’s most advanced brake-testing labs to ensure quality, efficiency and performance, according to the company. To view a complete listing of NRS galvanized brake pads and vehicle compatibility, visit https://nrsbrakes.com/. The post NRS Launches Galvanized Brake Pads For Ford, Lincoln Models appeared first on Counterman Magazine. View the full article

As a technician, the most common after-hours call I get is from friends or relatives who are doing their own brake work. Inevitably, they run into trouble and have gone from no real problem to no brakes at all in the course of an evening. I can’t come down on DIYers for getting it wrong, because I’ve seen a lot of professional technicians who don’t do a good job at it either. But truth be told, it’s not that difficult if you have everything you need before you get started. The parts and the tools are half the battle, but the knowledge of what to do and how to do it is the other half. For this article, we’ll just tackle disc brakes, and leave drums for another time. First, let’s look at some of the ways that DIYers are at an immediate disadvantage when it comes to tools, equipment, supplies and time — and how they can use your professional help. No professional technician can accurately diagnose what’s needed for brake work until they disassemble the vehicle for inspection. Sure, it’s often easy to just look at the brakes and make an initial assessment. For example, if the pads are worn down to the metal and grinding away at the rotors, we know it needs pads and rotors at a minimum. But, there still are a lot of questions, regardless of what you can see. Are the calipers OK? Are the hoses OK? What about the caliper slide pins and boots? Can the rotors be turned? What about the condition of the brake fluid? Are the pad carriers (caliper brackets) worn out? All of these questions can be answered only through disassembly and inspection. The inspection leaves DIYers at a disadvantage because what if it’s their only car, or what if they’re trying to do this after work? If they tear something apart to inspect and then they need to get parts, if they don’t have another car at their disposal, it’s either walk, ride a bike or put it back together and drive to the parts store. Nobody – technician or DIYer – likes to double their work, so they want to get all the parts they need first, and then tackle the job. Tools and equipment leave them at a disadvantage because it’s safe to say they don’t have a brake lathe, a caliper-piston tool or any type of suction device to remove brake fluid from the master cylinder either. As a parts professional, this is where the fun begins. You have to dig into what they’re doing so you can get them the parts and tools they need before they start the job. At a minimum, if you prepare them for any potential issues, they at least will know what they may be facing and have a plan in place so they’re not high and dry should a problem arise. Plus, if they don’t get what you recommend – and find out later that they need it – they can’t blame you. Recommend New Rotors What plays to your advantage is that turning rotors is uncommon, even for shops that have a lathe. There are many factors involved that affect how long a rotor may last or if it can be turned, including the type of pads, the type of rotor, how the owner maintains the vehicle, driver-braking habits and the climate the vehicle lives in. Still, most of the time, the rotors are too thin or too rusty to resurface. And, for the uncommon ones that you can, the cost of labor for a DIYer to have it done or a shop to do it on a customer vehicle outweighs the cost of a new one. For these reasons, it’s a good and honest practice to recommend pads and rotors every time. The exception would be some trucks and vans that have excessively expensive rotors, and most of these are usually solid enough to be turned. Of course, you’ll have a number of DIYers who will want to “pad-slap” the car, but the pads will never break in or wear right in those situations. In addition to pads and rotors, hardware and caliper slide-pin service kits always should be recommended. Some pads come with the hardware (anti-squeal shims, clips, etc.), but if not, you should sell them a kit. Slide-pin boots, even when they look OK upon disassembly, ideally should be replaced. They see constant motion and temperature change and even if they’re not torn, they’ll be relaxed in comparison to new and they won’t provide the same tight seal to keep grease in and contaminants out. In short, if you use the old ones, you’re using worn components that may fail and shorten the lifespan of a new brake job. So, they have pads, rotors, hardware and boots. (Keep in mind fixed calipers won’t have boots; we’re just covering the most common type.) The majority of the time this is all they’ll need, but here’s where you can prepare them for what they may need once they get things torn apart. Getting Into the Job Once they’ve unbolted the calipers, the first thing they’ll need to do is draw some brake fluid out of the master cylinder to prevent it from spilling when they push the pistons back into the calipers. An inexpensive suction-bulb works well; it’s a nice tool to keep on the shelf. And no, they shouldn’t use the turkey baster from the kitchen. Brake fluid is highly corrosive and can do immediate damage to painted and other surfaces, so the best rule is avoid spilling. Next, the pistons must be pushed back into the calipers, but inspect the piston boot first. If it’s torn, the caliper should be replaced. A caliper-piston tool is what should be used, because it will push the piston back evenly, but a lot of people may use a “C” clamp or large channel locks. The goal is to push the piston back evenly into the caliper so you don’t bind it up. If they don’t have the correct tool and they don’t want to buy one from you, we understand. Money doesn’t grow on trees. Tell them to place an old brake pad on top of the piston before pressing it back in. It will help distribute the force evenly. The piston will go back in slowly, but should require only light pressure. If you really have to force it, it’s time for calipers. Ideally, you should open the bleeder screw or crack the hose fitting when pushing the piston back. This prevents contaminants from being forced back past the seals in the master cylinder and it’s the best practice, but again, this is reality. Bleeders may not open, and hose ends could be rusty. Technically, should they replace calipers and hoses at that point? Yes, but we have to respect the fact that DIYers are trying to save money. They will usually buy what they need if they really need it, but if you help them perform the job economically, they will respect you for that. Caliper Brackets For the majority of disc-brake systems, a caliper bracket (or brake-pad carrier) is bolted to the steering knuckle. The bracket fits over the rotor, and one brake pad rests on each side. The bracket also houses two caliper slide pins, and the boots allow the pins to slide in and out (allowing the caliper to float, so the pads will wear evenly.) The brake caliper itself bolts to the slide pins. When servicing or replacing the brakes, the caliper should be removed first, then the bracket. Even though the entire assembly can be removed as one and the pads wrestled in and out, it’s not the proper way to do it. You’re not able to properly inspect and prepare the bracket using this method. The bracket is where the brake pads rest, and also where any anti-rattle clips or shims will reside. Not only is it important to make sure the bracket is completely clean and free of rust buildup (the most common problem,) but it also should be inspected closely for wear. In many cases, the brake pads ride directly on the bracket and often will wear deep grooves in it. This will prevent the pads from sliding freely and the bracket will need to be replaced in this situation, which means it’s time for calipers, since they will come with the bracket. A tip for doing the job right: Once the caliper bracket is cleaned and any new shims are in place, the pads should slide into place on the bracket very easily. If they don’t, there’s still rust buildup on the bracket. It’s easy to miss. It often takes more than a wire brush to remove it. The other important aspect of the bracket is the slide pins. They must slide freely in and out or else the brake pads won’t wear and/or release properly. What I see frequently on new/remanufactured calipers that have special coatings or paint is that this coating is dripping or running into the hole for the slide pin and puddling at the bottom. The result is everything will seem normal when installing the brakes, but when the brake pedal is pressed, the caliper won’t release, and the wheel will be locked solid. As soon as you unbolt the caliper from the slide pins, the brakes release. It’s a dead giveaway. A quick hit with a drill bit will remove the offending coating from the slide-pin hole. The calipers are not defective, as a customer may try to claim. It’s an easy fix. Pads, rotors, hardware and boot kits are the core parts needed to get the job done. Basic hand tools should be enough to remove the caliper. Special tools are a caliper-piston tool and a suction tool, and you’ve prepared your customer for the possibility of needing calipers. Brake calipers begin to wear and degrade the moment they’re put into service, and while it’s not uncommon to see them last for 100,000 miles or even longer, the more miles they have and the older they are, the closer they are to failing. It’s not if they will, it’s when. Calipers wear out; it’s a simple fact. So, if someone is really pushing the limits of mileage and time, save them a headache down the road and sell them the calipers now. Parking Brakes There are a few extra things that should be in their shopping cart, but before we get to that, rear disc brakes can be a fly in the ointment of a routine DIY brake job. Generally speaking, everything is the same, but the catch is the parking brake. Some parking brakes actually are small drum-brake assemblies, utilizing a small drum machined inside the rotor. What’s nice about these is they are identical to front brakes from a service or repair standpoint. What’s not so nice is often it can be difficult to remove the rotor because the shoes will hang up on the inside. A good majority of the time – especially since most people rarely use their parking brake – the shoes, hardware and cables are all rusted and seized and need to be replaced. This is great from a parts standpoint, but many people opt not to fix it, and we’ll get into drum brakes at a later date. The other style of parking brake is incorporated into the caliper, and an internal mechanism forces out and retracts the piston. Until recent years, most of these were cable-operated and the mechanism was mechanical. The only trick to these is that you need yet another special tool to return the piston into the caliper. The pistons must be rotated and pushed in at the same time; without the proper tool, you’ll be there for hours. Other than that, the job is identical to the front, and, in most cases, you can leave the brake cable attached. Only if it prevents you from lifting the caliper off and out of the way do you need to remove it. More and more will you be seeing and answering questions about electronic parking brakes (EPB). The electronic actuator and mechanism takes the place of the cable and mechanical internals and, honestly, I like them. I think they’re much easier to deal with. But, again, this system puts the DIYer at a disadvantage. In many cases, you need a scan tool to retract the piston and put the caliper into a service mode. Some manufacturers were nice enough to build the function into the existing on-board vehicle software. You just have to be able to decipher the often-confusing instructions and figure out how to get through multiple menus and mystery functions to make it happen. Seriously though, if it requires a scan tool, there’s no way around it. Period. Unless a DIYer has a way to borrow one or wants to buy one, they won’t be able to perform the job. Don’t Forget Fluid What else does a DIYer need to do a brake job? Fluid, for one. You can’t change brake fluid too often, and most likely it hasn’t been done. What I see most of the time is someone pushing the pistons back in without extracting any fluid from the reservoir. It usually overflows. Then, when they’re done with the brake job and set the pedal, the fluid level is fine. Recommend against this as strongly as possible. If brake fluid is anything other than transparent with the light gold hue that it has out of the bottle, it’s bad. Dark fluid means it’s contaminated with both moisture and particles from degrading rubber hoses and seals. Get it out of there! The best thing to do, bleeding or not, is to draw as much as you can out of the master-cylinder reservoir before you push the pistons back in. Then, after the pistons are pushed all the way back, draw any additional fluid out and fill the reservoir with fresh, clean fluid before setting the brake pedal or bleeding. Brake lubricant? Is it special? You bet. It can handle the heat of brakes, it’s designed to stay in place and not wash away, and it’s designed not to damage any of the rubber seals and components it comes in contact with. Use it on slide pins and anywhere the brake-pad backing plates contact the caliper or caliper bracket. The post DIY Brake Jobs appeared first on Counterman Magazine. View the full article

We deal with a LOT of electrical components on a daily basis, but equally important is the wiring that connects these components to the rest of their circuits. Sensors, switches, solenoids and actuators require electrical power to do their jobs. Quite often, though, our customers condemn the part we just sold them as “defective” when it doesn’t fix their issue. Considering the thousands of feet of wire in today’s automobiles, along with dozens of quick connectors and repair pigtails, sometimes it’s just a matter of bad wiring that causes our quality parts to look bad. Repairing these wires and connections requires only a handful of basic tools and some universal supplies, many of which we sell and stock every day. Electrical troubleshooting can be intimidating to the novice, and sometimes frustrating even for the professional. At its most basic level, all we really need is power at the correct voltage, and a ground to complete the circuit. Diagnostic tools of all kinds use basic electrical principles to help us find and isolate the problem. From the most advanced digital volt ohm meter (DVOM), right down to a homemade continuity tester made from wires and a light bulb, you’re looking for the potential to pass electricity through a circuit. The DVOM, also known as a “multimeter,” combines many of these tests into one handheld unit. It can test for continuity, resistance, voltage and amperage, giving the user the ability to diagnose issues in powered or ­­ un-powered circuits. Specialized attachments can test spark plug wires, fuse blocks and even probe temperatures. The simple “ice-pick” continuity tester is sort of a “go/no-go” gauge to show if there is a break in a powered circuit. If a completed circuit is ON, it lights up. No lights? No power! The self-powered test light is similar to the continuity tester, but has its own power source, so it can be used on components that are disconnected from their circuit. These can be used to actuate solenoids and switches, and power other circuits for component testing. Once the problem in the circuit has been diagnosed, we must repair the fault in the circuit. If a standalone component is bad, we simply replace it with the appropriate cataloged part. If the fault is in the wiring or a connector, other tools and supplies will be required. For connector failures, technicians often simply connect a new pigtail to the existing wire ends, taking note of the position of each wire and its color coding. For wire failures, the technician would repair or replace the damaged section of wire. These wiring repairs can be done in many different ways, with varying results and quality. The most common type of wire repair is a “crimp” connection. A repair terminal or connector is attached to the wire end by stripping away approximately a half-inch of insulation, sliding the terminal over the bared wire and crimping it into place with a plier-type crimping tool. This is only a mechanical connection, and aside from twisting wires together by hand (NOT recommended, by the way!), this is the weakest and least effective type of wiring repair. The best method of inline wire repair is to twist the wires together and solder the joint, creating a conductive and solid connection that lasts much longer than crimp-type connections. This method requires additional tools and supplies: a soldering iron, rosin-core solder and heat-shrink tubing to insulate the soldered joint. An “in-between” alternative is the heat-shrink crimp connector, which is crimped in place, then heated to create a weather-resistant seal. A quality electrical tape can be used to protect crimped or soldered repairs, but heat-shrink provides better protection. Heat-shrinking can be achieved with a heat gun, or (carefully) with a disposable lighter or mini-torch. In addition to the most common diagnostic and hand tools, there are a wide array of specialty tools available for various wiring-repair tasks. Some of these are gimmicky, single-purpose tools, but others can be incredibly handy, like terminal-release tools. These special probes are used to release individual wire terminals from their connector housings, although small picks or screwdrivers can work in a pinch. These tools also are helpful for separating connectors from their mating components. Test leads, with pins or alligator clips, also are handy additions to the electrical toolkit, as well as a good variety of repair terminals, wire, tape and fuses. Most of these tools and supplies fall into the category of “non-catalog” ­parts, although pigtail connectors usually are found alongside the components to which they connect. Depending on the skill level of the individual customer, you may find yourself recommending one or more of these tools and repair supplies. Knowing these best practices, as well as what tools and supplies are necessary for a particular repair, allows us to recommend the most appropriate solutions, even if it isn’t the component your customer came in for originally! The post Selling Tools For Electrical Repairs appeared first on Counterman Magazine. View the full article

Rotomaster, a Vancouver-based turbocharger brand of ADP Distributors, has unveiled its new logo and packaging with an expanded vision to provide comprehensive, industry-leading solutions to the automotive aftermarket. The re-engineered brand reflects Rotomaster’s forward-thinking approach to turbocharger engineering and design, according to the company. “Since 1978, Rotomaster has lived and breathed turbochargers, celebrating much growth and success over the years,” said Garret Wiebe, general manager of Rotomaster. “After joining forces with CARDONE Industries in 2017, we wanted to modernize the look and feel of our brand to reflect the same innovative drive that continues to inspire our organization.” After a long history in the heavy-duty, marine and powersports markets as a Tier 1 and aftermarket supplier, Rotomaster is now also focused on the gas-powered, light-duty vehicle market, which is steadily growing as new vehicles utilize turbo technology to provide more horsepower while reducing fuel consumption. By combining the engineering and testing capabilities of Rotomaster with the distribution footprint and scalability of CARDONE, Rotomaster is poised to make a significant impact on the turbocharger aftermarket, the company said. The redesign of the logo represents that synergy ‒ striking a balance between Rotomaster’s history and the bright future to come. Beyond new packaging and the refreshed logo, Rotomaster also has redesigned its website to offer a more user-friendly experience for its customers. “Rotomaster is a market-leading brand that offers the widest breadth of coverage and top-quality products for turbocharged vehicles of all types,” said Mike Carr, chief executive officer at CARDONE. “Now it has a revitalized logo and packaging that reflect that fact.” The post Rotomaster Puts New Spin On Its Turbocharger Brand appeared first on Counterman Magazine. View the full article

The industry shouldn’t be afraid of EVs. On the contrary, EVs are certain to present more business opportunities to automotive shops that are prepared for them. That was the takeaway from Ben Johnson, director of product management for Mitchell 1, during his session on the AAPEX stage on what shops, and the aftermarket, need to do to get ready for electrification. “Whether BEVs (battery electric vehicles) are 5% or 50% of the market, we’re in business to solve problems and to keep these vehicles on the road and maintained properly,” Johnson said. “So, what we need to be focused on is not ‘when,’ but ‘what’ to do about it. It’s not a matter of ‘if.’ And, the good news is, for all these people who say to themselves that this is going to put them out of business, it just isn’t true.” For shops to prepare to start working on EVs, Johnson suggested first getting familiar with the service information for these vehicles. For example, disabling the high-voltage system in these vehicles isn’t always as simple as just pulling a connector. Instead, some vehicles require the technician to wait a period of time – around 10 minutes or so – for the supercapacitors in the vehicle to discharge their stored energy. Johnson said EVs are unique in that they have a servicing mode, and that it can’t be assumed it is safe to work on a vehicle as long as it is turned off; some electric vehicles could still be active. Johnson added technician knowledge will eventually make up for time lost researching this EV service information. “[Systems] are not getting simpler. They’re getting more complex to deal with the things that we lose when we lose the internal combustion engine. You know, I’ve always said that a technician’s best tool is actually not their information system. It’s their experience,” Johnson explained. “When we look at a problem on a car the first time, we see a symptom on a particular vehicle that might drive us crazy figuring it out. But, once we figure it out, the next time we see that vehicle, which is inevitable, we’ll do it that much faster. So sometimes we lose a little money on the first one, but we make it up in spades as we go through the repair process.” Johnson also suggested technicians should receive some training on the relationship between voltage, current and resistance, as well as how current flows, how to isolate circuits and how to measure many of these values. Technicians also should be familiar with basic EV tools, like a digital multimeter or oscilloscope. In 2020, 2.3% of the vehicles sold were true electric vehicles, Johnson noted. About 12% were electrified, but also had a gasoline engine. “So, 98% of what was sold last year still had a combustion engine,” he said. “If you look at the car parc and the actual cars that are on the road, over 99% of those still have internal combustion engines. There are over 70 EV models planned between now and 2027.” Although the Biden administration is targeting half of all vehicles sold in the U.S. being EVs by 2030, that target is likely a bit aggressive, Johnson asserted. “With Mr. Biden and his plan, nobody really sees a path to a 50% BEV sale by 2030. But, they do see a path if everything goes correctly, and it would be pretty aggressive, to see 32% by 2030,” he said. “And, just to put it into perspective if that happened, we would still have 68% of the vehicles sold with an internal combustion engine, and 92% of the vehicles on the road with [an internal combustion engine].” The post AAPEX Session: Don’t Fear EVs; Embrace Them appeared first on Counterman Magazine. View the full article

Mevotech announced the promotion of Assaf Bar-Menachem as its vice president, product management. “Bar-Menachem is committed to ensuring that Mevotech is continuously innovating and creating top-quality, technologically advanced automotive parts,” the company said in a news release. “Managing the product coverage volumes and research streams, he has extensive experience in product lifecycle management, supply chain optimization, value-stream mapping and customer satisfaction.” During his tenure, Bar-Menachem has held several prominent positions, including director, supply chain, and most recently that of director, product management. Bar-Menachem is and will continue to serve as a member of Mevotech’ s leadership team. Mevotech is a Toronto-based manufacturer of driveline, steering and suspension parts for the North American aftermarket. The post Mevotech Promotes Assaf Bar-Menachem appeared first on Counterman Magazine. View the full article

From the time he was a kid, Rocky Gragg has been tinkering on anything with a motor. Growing up in Augusta, Georgia, Gragg honed his mechanical skills out of necessity. His dad served in the military – including two tours in Vietnam – which often left Gragg to fend for himself around the house. “He wasn’t around a whole lot, so I kind of had to learn how to do stuff,” Gragg says. Gragg remembers starting a “neighborhood fix-it business for lawnmowers” when he was 12 or 13. “I was always working on cars, motorcycles, lawnmowers,” Gragg recalls. “I could fix just about anything back then, unless it was something major.” Little did Gragg know that he was laying the foundation for a long, productive and award-winning career in the automotive aftermarket. Gragg, today a senior market specialist at Parts Authority in Norcross, Georgia, has been an in-demand counterman for more than 40 years. During the 2021 AAPEX show in Las Vegas, AMN/Counterman and WIX Filters recognized Gragg as the 2021 Counter Professional of the Year, sponsored by WIX Filters. “The thing I’ve always tried to do is treat people just the way I want to be treated,” Gragg says of his approach to customer service. “Working on cars is hard enough as it is, and from doing it a lot myself, I know all the trials and tribulations they go through. I just want to get people the right stuff, the first time.” Gragg’s first big break in the business came when he was in high school: A neighbor, who happened to own an auto parts store in Augusta, offered him a part-time job. Gragg worked at the neighbor’s store for several years, coming in after class, and established himself as a capable counterman during that time. Photo by Shelby Scott Still, Gragg had aspirations of becoming a lawyer, and he enrolled in Augusta College after graduating from high school in 1976. But, he already was building a reputation as an up-and-coming parts specialist with a passion for automotive and a knack for customer relations. When another parts store in Augusta tried to recruit him for a full-time position, Gragg initially said no, because he was planning to finish his college degree. However, the owner of the store made him an offer he couldn’t refuse. “I think it was like $300 a week,” Gragg chuckles. “As a kid, that was a ton of money. So I said, ‘Well, I’ll give it a try and see what happens.’” The rest, as they say, is history. Gragg gained valuable experience as a counterman and manager at several Augusta parts stores before Johnson Industries in Atlanta came calling. Chris Bolden, now general manager for Parts Authority’s Georgia region, recruited and hired Gragg in 1993. (Parts Authority acquired the Johnson Industries Atlanta operation in 2014.) During the recruiting process, Bolden asked several repair shops to name their favorite counter personnel in the area. The name “Rocky Gragg” seemed to be on every shop’s short list. “[Shops] told us that he knew the automotive trade, he had a lot of experience and he invested the time with customers to get them the right part at the right time. He wasn’t just looking to make a quick sale and get off the phone,” Bolden recalls. “That type of quality customer service is what really piqued my interest at the time – and that’s certainly something that Rocky has lived up to over all these years.” ‘I’ve Been Very Fortunate’ Gragg has been at Parts Authority’s Norcross call center since 1993. Over the years, he has built up “a tremendous following” of DIFM customers, according to Bolden, and many of them ask for Gragg by name when they call. As for what makes Gragg so endearing to his customers, Bolden describes Gragg as “honest, straightforward and forthright with information.” “He does a lot of sharing best practices,” Bolden says of his approach to customer service. “That may sound odd as a guy who sells auto parts, but you can get into some tricky applications and tricky fixes, and he does a good job of ascertaining information from various shop customers and passing it along to others when the repair is not just a straightforward fix.” Gragg, a self-proclaimed “Mustang guy,” is happy to share his decades of automotive knowledge with the Parts Authority team as well. For a number of years, Gragg has served as a mentor/trainer for new hires in Georgia. “He’s just a library of information,” Bolden says, adding that Gragg has an insatiable “thirst for knowledge.” “I don’t think Rocky is ever satisfied with how much he knows about the car parts and the repair business.” When Gragg accepted the 2021 Counter Professional of the Year award in Las Vegas, he offered a heartfelt thank you to Bolden, his longtime manager, for hiring him. “I’ve been very fortunate,” Gragg says. “I’ve had a lot of good bosses, a lot of people who took time with me and showed me all the ropes.” Gragg also expressed appreciation for all the support from his employer, Parts Authority. “They’re a great company. They give me everything that I need to do my job right,” he says. “If we need extra training, we get it. We keep way more parts than these other places. We have a huge warehouse – and it’s quality stuff. “They do everything they can to make me feel at home, and I appreciate that. Them being from New York [Parts Authority is based in Long Island] and me being from the South, you might expect there to be a little bit of turmoil. But there never was. It’s been great from the beginning.” A New Lease on Life For Gragg, it was “business as usual” during the pandemic in 2020 – with an asterisk. While Gragg worked his usual hours, he did it in what he describes as “a plastic cocoon, where people couldn’t come into my space unless I let them in.” He compared the arrangement to the 1976 made-for-TV movie “The Boy in the Plastic Bubble,” starring John Travolta. “John Travolta was the boy in the plastic bubble,” Gragg says. “Well, I was the old guy in the plastic bubble.” There was good reason for taking extra measures to keep Gragg safe. In 2018, Gragg suffered what’s known in the medical world as a “widowmaker” heart attack. Gragg was told that only 10% of people survive a widowmaker (hence the name). But Gragg, now 63, beat the odds. “I had great doctors and they pulled me out of it,” Gragg says. Much to the chagrin of his medical providers and co-workers, Gragg wasted precious little time getting back to work. “I only stayed out of work 10 days,” he recalls. “My doctor went nuts when he found out, because he wasn’t going to release me for a month. And everybody was like, ‘Are you crazy?’ I said, ‘No, but I’m going crazy sitting around the house.’” Still, the whole experience has had a profound effect on Gragg, as it would for anyone else in his situation. “My life’s been different since then; it’s really been different. I got a new lease, and I’m really happy. I always treated my customers well, but I’m especially nice now. And every day that you’re on this planet is a blessing. Every day.” The post Rocky Gragg, 2021 Counter Professional Of The Year appeared first on Counterman Magazine. 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Malco Products recently announced the addition of disinfectant products to the company’s product portfolio. As a trusted chemical-products manufacturer for the automotive, marine and consumer-products industries, Malco Products now offers EPA-registered disinfectant wipes and ready-to-use cleaner across all segments. Malco disinfectant wipes are multi-purpose wipes that clean, disinfect and deodorize hard, non-porous surfaces in one easy step. Made with an EPA-approved bleach- and alcohol-free formula, the wipes are effective against cold and flu viruses and kill 99.9% of bacteria in 15 seconds, according to the company. They also are effective against SARS-CoV-2, the virus that causes COVID-19, after 30 seconds, according to Malco. Malco disinfectant RTU cleaner is a ready-to-use cleaner that disinfects, sanitizes, cleans and deodorizes hard non-porous and soft surfaces. The cleaner is made with an EPA-approved bleach- and alcohol-free formula that is effective against cold and flu viruses and kills 99.9% of bacteria in 5 seconds, and is effective against SARS-CoV-2, according to the company. “Malco has been providing trusted cleaning products to the automotive, marine, and consumer products markets for years. Once the pandemic hit, it only made sense that we should expand our offering to include disinfectant products,” said Seth Glaburman, president. “The Malco disinfectant products provide our existing customers access to the products they need, where and when they need them to keep their business, vehicle, office and home safe for all who enter.” Malco disinfectant wipes are industry-standard 7-inch by 8-inch and available in a 75-count canister. Malco RTU cleaner is available in a 22-ounce spray bottle, 1-gallon or 5-gallon sizes to support the demand from consumer and automotive customers. The disinfectant products are available for purchase from local distributors across the United States or on the Malco Automotive website. The post Malco Introduces Disinfectant Products appeared first on Counterman Magazine. View the full article

FleetPride announced that its senior director of marketing, Victoria Roberts, recently presented a $30,000 donation to St. Jude Children’s Research Hospital on behalf of the company, after successfully launching the company’s first-ever GivingTuesday campaign. The funds donated will support the lifesaving mission of St. Jude: “Finding cures. Saving children.” “I am incredibly proud to be a part of this great organization and delighted with how quickly our employees and customers rallied around our first GivingTuesday effort,” said Roberts. FleetPride kicked off its 2021 GivingTuesday efforts on Nov. 30 by encouraging customers and employees to make a purchase through the new FleetPride.com, with a percentage of online sales from that day benefiting St. Jude Children’s Research Hospital. St. Jude is leading the way the world understands, treats and defeats childhood cancer and other life-threatening diseases. Partnerships like this are fueling the $11.5 billion, six-year St. Jude strategic plan, which includes tripling its global investment to impact more of the 400,000 kids with cancer around the world each year. Because of generous donors, families never receive a bill from St. Jude for treatment, travel, housing or food, so they can focus on helping their child live. “Working together to raise funds for this cause is something the entire team was honored to be a part of,” said Mike Duffy, CEO of FleetPride. “This time of year, we have so much to be thankful for. To give back as a team, with the support of our customers, is incredibly rewarding for us.” The post FleetPride Donates $30,000 To St. Jude Children’s Hospital appeared first on Counterman Magazine. View the full article

Pull-A-Part, an Atlanta-based automotive recycler and parts retailer, announced it has raised more than $33,000 in donations through its annual Adopt-A-Family Program. Pull-A-Part operates 25 self-service auto parts stores and automotive salvage and recycling facilities in 12 U.S. states, according to the company website. Pull-A-Part said it will provide holiday gifts and related assistance for 41 families across the 12 states in which it operates. This is the fourth year Pull-A-Part has sponsored its Adopt-A-Family Program, a community-focused effort to help families in need during the holidays. Each store selects a family (or multiple families) to “adopt” in their community and sets a fundraising goal to meet the needs of those families. Each Pull-A-Part store raises the funds through a combination of direct contributions from Pull-A-Part and donations collected from their customers and other members of the community. All 25 of Pull-A-Part’s stores exceeded their fundraising goals this year, according to the company. “The amount of support we received from the Pull-A-Part community for the Adopt-A-Family program this year was inspiring,” said Ross Kogon, chief executive officer of Pull-A-Part. “Our customers, partners and employees stepped up in a big way, making it possible for us to help more families than ever this year. On behalf of Pull-A-Part and the families we’re serving this year, I would like to personally thank everyone who helped make this program a success.” Pull-A-Part stores select families based on nominations from team members and business partners or in response to requests for assistance they receive from organizations in their community. In Birmingham, Pull-A-Part is helping three families who were victims of recent floods that impacted the area, and in Tucson, Pull-A-Part is providing support for 10 different families who were nominated or recommended for the Adopt-A-Family Program this year. Other Pull-A-Part stores chose families based on requests from national charitable organizations the company supports, such as Soldier’s Angels, which provides assistance to military, veterans and their families. Soldier’s Angels identifies families in each store’s local community that need help and relies on companies like Pull-A-Part to meet these needs. This year, Pull-A-Part’s local stores have adopted 21 Soldier’s Angels families around the country. “Our Adopt-A-Family program is unique, empowering our local stores to identify and support families in need in the communities we serve,” Kogon added. “Whether a recommendation from a team member or a request from a local or national organization with a family in need, Adopt-A-Family is part of our ongoing commitment to helping the people, causes or projects that make our communities stronger.” In addition to supporting local families in its communities, Pull-A-Part contributed more than $7,000 in Adopt-A-Family donations to The Red Cross to support disaster relief currently underway in several parts of the county. These much-needed donations will go directly towards helping families most-impacted by recent destructive and deadly storms that impacted many communities in Kentucky, Tennessee, Arkansas, Mississippi, Illinois and Missouri. For a complete list of Pull-A-Part’s Adopt-A-Family efforts for all 25 of its stores, refer to the detailed summary page on the company’s website. For more information on Pull-A-Part’s Adopt-A-Family program or to speak with a representative of its Building Communities team, click here. The post Pull-A-Part Donates $33,000 To Help Families In Need appeared first on Counterman Magazine. View the full article

AutoZone reported net sales of $3.7 billion for its first quarter of fiscal-year 2022, a year-over-year increase of 16.3%. Domestic same-store sales for the quarter, which ended Nov. 20, were up 13.6%. AutoZone’s DIFM sales in the United States grew by a whopping 29.4% to $900 million – a first-quarter record for the company, according to CEO Bill Rhodes. Over the past four quarters, DIFM sales totaled $3.5 billion, a 27% increase compared to $2.8 billion over the four quarters before that. During a Dec. 7 conference call with analysts, Rhodes attributed AutoZone’s DIFM strength to a number of factors, including the company’s addition of hub and megahub stores with expanded product assortments, technology investments, competitive pricing and improved delivery times. “Many people want to understand what’s driving our tremendous sales growth in commercial,” Rhodes said during the call. “In short, it’s not one thing. It’s a whole host of key initiatives we’ve been working on for several years.” DIFM revenue represented 25% of AutoZone’s total sales in the first quarter. Weekly domestic DIFM sales per store were up 25% to $14,400 – a company record – compared to $11,500 in the first quarter of fiscal-year 2021. According to CFO Jamere Jackson, AutoZone launched 32 new net commercial programs in its U.S. stores in the first quarter, bringing the total to 5,211 programs. “The disciplined investments we’re making are helping us grow [market] share, and we’re making tremendous progress in growing our business in this highly fragmented portion of the market,” Jackson said during the call. “We now have a commercial program in approximately 86% of our domestic stores, and we’re focused on building our business with national, regional and local accounts.” Jackson reiterated that AutoZone is “doubling down” on its megahub strategy. Megahub stores typically carry around 100,000 SKUs, and “drive tremendous sales lift inside the store box as well as serve as a fulfillment source for other stores,” Jackson said. Currently, AutoZone has 62 megahub stores, and expects to open approximately 16 additional megahubs in fiscal-year 2022. “The expansion of coverage and parts availability continues to deliver a meaningful sales lift to both our commercial and DIY businesses,” Jackson said. “And we’re testing greater density of megahubs to drive even stronger sales results. By leveraging sophisticated predictive analytics and machine learning, we’re expanding our market reach, driving closer proximity to our customers and improving our product availability and delivery times.” During the conference call, Rhodes pointed out that the megahubs “continued to exceed our expectations.” While the company has publicly stated that its near-term goal is to establish 100 to 110 megahubs, senior executives believe “once we’re finished, we’ll be closer to 200 megahubs,” Rhodes added. Still, Rhodes emphasized that megahubs are just one important element in AutoZone’s overall growth strategy. “A lot of people think that this success that we’re seeing in commercial is either driven by the megahubs or driven by pricing. And frankly, that’s not what we believe,” Rhodes explained. “We talked about it about four years ago that we were developing a new strategic plan for our commercial business, and it has a whole host of elements. Megahubs is a critical part of it. But don’t forget, we also refreshed the assortments in every single AutoZone store in the United States and put those assortments commercial-leaning forward. “The megahubs are helping us a tremendous amount, but so is the Duralast brand. So is our sales floor. So is the engagement of our store managers and district managers.” DIY Sales Up 9% On the DIY side of the business, domestic sales were up 9% compared to the first quarter of fiscal 2021. “The business has been remarkably resilient as we have gained and maintained over three points of market share since the start of the pandemic,” Jackson asserted during the conference call. Jackson attributed the increase in DIY sales to a number of factors, including competitive pricing, improved product assortments and expanded product availability via the company’s growing network of hub and megahub stores. “These dynamics, along with favorable macro trends and miles driven, a growing car parc and a challenging new- and used-car sales market for our customers, have continued to fuel sales momentum in DIY,” Jackson said. “And the execution of our AutoZoners who are taking care of our customers gives us a key competitive advantage.” Regarding the widespread supply chain challenges in the automotive aftermarket and many other industries, Jackson noted that AutoZone’s in-stock positions are “still below where we would like them to be.” However, he company’s supply chain and merchandising teams “have made great progress in a challenging supply chain environment.” “We’ve been able to navigate supply and logistics constraints, and have product available to meet our customer’s needs,” he added. “DIY has been a strong contributor to the growth of our company, and while comps are difficult because of our strong past performance, the fundamentals of our business remain strong.” Rhodes touched on another potential challenge for the automotive aftermarket: inflation. In the first quarter, AutoZone saw a 4% year-over-year sales boost from inflation, while the company’s cost of goods was up around 2%. “We believe both numbers will be higher in the second quarter as cost increases in many key merchandise categories continue to work their way through the system,” Rhodes added. “We could see mid-single-digit inflation in retails as rising raw-material pricing, labor and transportation costs are all impacting us and our suppliers. We have no way to say how long this will last, but our industry has been disciplined about pricing for decades and we expect that to continue.” The post AutoZone: DIFM Strength Drives 16% Sales Jump In Fiscal Q1 appeared first on Counterman Magazine. View the full article

AutoZone will build a new distribution center in Chowchilla, California, the company announced on Dec. 16. AutoZone expects to begin construction in the summer of 2022 for a projected opening in 2024, according to a news release from the city of Chowchilla. The distribution center will bring at least 280 jobs to Chowchilla, a community of 19,000 residents that’s about a two-hour drive from San Jose. “With more than 640 stores across the state of California, we are very excited to be a part of the Chowchilla community,” AutoZone CEO Bill Rhodes said. “During our process to identify our next distribution-center location, Chowchilla’s leadership team has been amazing and has helped solidify our decision to come and be an integral part of this great community. Our significant investment in Chowchilla represents our commitment to always putting our customers first and is an important part of our strategy for accelerated growth.” Chowchilla is located at the intersection of two major highways. Highway 152 serves as the gateway to the Bay Area, and Highway 99 links together the major cities within the San Joaquin Valley. Chowchilla boasts 2,800 acres of land zoned for industrial and commercial development, ready for building or occupancy, according to the city. “We are very excited for this new development and what it means for the city of Chowchilla and the people who live here,” said Mayor John Chavez. “We needed a way to create new jobs for the community, so they do not have to commute outside our city for work, and they can spend more time with their families.” The post AutoZone To Build New DC In Chowchilla, California appeared first on Counterman Magazine. View the full article

Consumers can’t imagine holiday road trips without their furry family members. In fact, 78% of pet owners travel with their pets each year, and 68% of those travel between 100 and 500 miles with their pets, according to a recent TripsWithPets survey. That’s why Advance Auto Parts says it is creating the “purrfect” surprise experience for “paw-rents” this holiday season. This holiday season, pups and their paw-rents are invited to stop by a participating Advance Auto Parts store for road-trip essentials and a free gift, as modeled by Sammy the golden retriever. Developed with the 23 million households who adopted pets during the pandemic in mind, from Dec. 13-24, participating Advance retail locations will welcome road trippers to pull off the highway and treat their four-legged co-pilot to a free bandana and fresh water while grabbing any pet and personal travel and road-trip essentials they need to complete their holiday journey. “Advance has always been a trusted location for motorists, which is why we wanted to elevate our in-store experience to meet the needs of this year’s traveling consumer,” said Jason McDonell, Advance’s executive vice president, merchandising, marketing and eCommerce. “Many consumers are eager to reunite with family this year, and we want to support them with care and speed every mile of the way. Creating a space for furry family members while motorists handle pre-road trip maintenance, last-minute gifting or one of our free curbside services along the way are all part of that mission.” Paw-rents are encouraged to spread holiday cheer and snap a photo of their dog, cat, bunny or other “pawsome” co-pilot rocking their new accessory using the hashtag #AdvancePups for the chance to score some additional pet products and gift cards. Advance’s latest seasonal initiative comes as part of the retailer’s larger purpose to help consumers both “advance their holiday checklist” via deals on gifts that “get ya somewhere” and dependable services that get them to their holiday destinations safely. This includes free curbside services such as battery testing and installation, wiper-blade installation and “Check Engine” light scanning. Visit AdvanceAutoParts.com for additional road-trip tips and gift-guide inspiration for this season and beyond. The post Advance Puts Pets In The Driver’s Seat For The Holidays appeared first on Counterman Magazine. View the full article

PRT recently introduced 95 new complete strut assemblies for the North American aftermarket. The new SKUs cover more than 12 million cars, trucks and SUVs in operation. The launches include popular models such as the Subaru Crosstrek, Ford Explorer and BMW 5 series, in addition to new applications such as the 2019 Jeep Cherokee, 2018 Hyundai Santa Fe and 2019 Ford Ranger. PRT is a brand of the ADD USA group, one of the largest manufacturers of shocks, struts and complete strut assemblies in the world. PRT products are produced under the strictest OE quality processes required by the major automakers, according to the company. “As an OEM supplier, our company is continually investing in research and development, bringing innovative and high-quality solutions from OE to our clients in the aftermarket,” said Bruno Bello, director of category and marketing at PRT. “These new items are in stock and ready to ship to all North America.” For more information about PRT, call 770-238-1611 or visit www.prtautoparts.com. Follow PRT on social media @prtautoparts. The post PRT Launches 95 New Complete Strut Assemblies appeared first on Counterman Magazine. View the full article

CRP Automotive has named Matt Zarlenga of the Sherman-Pearson Co. as its 2021 U.S. Sales Representative of the Year. Zarlenga has been with Sherman-Pearson Co. since 2019 and has represented CRP Automotive’s AAE, REIN, Pentosin and AJUSA brands in the Northern and Central Ohio market. CRP Automotive presented the award to Zarlenga during the 2021 AAPEX Show in Las Vegas. CRP Automotive Channel Sales Manager Nicole Ryan and U.S & Canada Sales Director Warren Morley presented the award. “Matt exemplifies what makes a professional sales representative successful and has done a great job for us in our Northern territory,” Ryan said. “He always brings a great deal of enthusiasm, energy, and product knowledge to our sales efforts.” Zarlenga accepted the award on behalf of Sherman-Pearson, noting that the accomplishments in 2021 were the result of a solid team effort and made possible only by the dedication and hard work of everyone involved. Prior to joining Sherman-Pearson Co., Zarlenga was a manufacturer representative with Bowdoin Marketing specializing in the automotive aftermarket. He also worked in the OE dealership channel as a sales consultant and warranty administrator. The post CRP Automotive Names Matt Zarlenga 2021 US Sales Rep Of The Year appeared first on Counterman Magazine. View the full article

My favorite billboard sign of all time was one that once stood over Woodward Avenue during the Woodward Dream Cruise. It had a picture of a 1970 Chevelle and a caption that said, “The only carbs we cared about were under the hood.” It harkened to a different time – a time of automotive passion that saw high horsepower out of low technology. It was the time of high compression and high octane. It also was the time of the distributor. Maybe that’s why I love them. They were simple, basic, maybe even crude by today’s standards – but they worked. And the ability to tune a car – to really make it run well – was left only to those who took the time to understand them. It’s been many years since distributors have been used on new vehicles, but that doesn’t mean there aren’t hundreds of thousands still on the road – and there are. Selling distributor components, from small parts to complete units, can mean big profit, and the key to it is understanding the distributor or, more importantly, helping your customer understand them. As a counter professional, your job – like that of a technician – often comes down to education. You are the teacher, and that’s what your customers expect. It’s very likely, at some point, that a customer will ask you if a distributor is better than modern ignition systems or even try to argue that they were. The answer, of course, is no. (I said I love them, not that they were better.) If you have to explain it, in a nutshell, there are too many wearing parts; too many opportunities for higher-than-normal resistance; continuous maintenance; and lack of precision spark control. Many people consider old technology better due to its simplicity, and it would be fair to agree on that point, but functionally it doesn’t hold a candle to anything new. The Basics So, let’s take a brief look at distributor technology. The first point-style ignition distributor was developed around 1910 to improve on the difficulties experienced with magneto-type ignition systems for automotive use. This point-style ignition was such a success that it was ultimately used in production cars until the mid-1970s. The primary service components were the points, condenser, cap and rotor, and the ignition coil was separate from the distributor. The distributor was driven by a gear on the camshaft or, in some cases, an intermediate shaft. When rotating, the ignition points opened and closed off a cam located on the distributor shaft. How did it all work together? It starts with understanding how an ignition coil works. The ignition coil has primary and secondary windings. When current flows through the primary winding, a magnetic field is created that surrounds the secondary windings. When the current flow is interrupted, the magnetic field collapses and induces high voltage in the secondary windings. The voltage and current from the secondary windings are directed to the spark plugs through the plug wires, distributor cap and rotor. Inside the distributor, the points are the switch that controls the flow of current through the primary windings of the coil. When the points are closed, the current flows and the coil becomes saturated. When they open, current flow ceases, the magnetic field collapses and high voltage travels to ground through the spark plugs. The reason that the secondary voltage is boosted to such a high level is that the primary winding of a coil contains approximately 200 turns of wire. The secondary windings may contain 20,000 or 30,000. This is why 12 volts supplied to a coil can be transformed into voltages of 20,000, to as high as 50,000. By understanding these fundamentals and the fact that ignition coils can differ in the number of windings and ultimately their output, you can see how the amount of and how long the current that flows through the primary side of the coil will affect coil output. Since the amount of time that the points are closed controls how long the current flows through the coil, the critical nature of point adjustment (dwell) becomes apparent. Now that we know where the spark comes from and how it gets to the plugs, there’s one component left to explain: the condenser. As the points open, current will attempt to continue to flow across them by arcing. The condenser quickly absorbs and dissipates this electrical energy and does the following two things: It eliminates arcing between the points, which would burn them up quickly; and it also puts an abrupt stop to the current flow through the coil, making the magnetic field collapse quickly for more accurate spark control. Electronic Ignition So, what is electronic ignition? After all, the points and condenser work off basic electronic principles, right? When electronic ignition first came out in the early 1970s, it (sometimes called transistorized ignition) was still a distributor with a cap, rotor and plug wires and, in many cases, a separate coil. It actually didn’t look different at all until GM released its High Energy Ignition (HEI) distributor, which housed the coil in the distributor cap and was visually much different. What was different was the points and condenser were gone! No more regular adjustments or regular maintenance; the points were replaced by electronic pickups made with solid-state components. The most common was a Hall-effect unit, which passed a rotating magnetic field in front of a Hall-effect pickup that would detect the magnetic field. Solid state meant the electronic components themselves had no moving parts; their operation is based on fundamental electronic theory. Electronic-ignition distributors were much superior to their point-and-condenser counterparts. One of the biggest drawbacks to points was that the rubbing block that contacted the cam on the distributor shaft wears constantly during use. Even though a set of points may ultimately last 10,000 miles, for example, since the rubbing block continuously wears, the dwell continuously changes, which causes the timing to change and the output of the coil as well. It’s easy to think, “If the rubbing block wears, the points will be closed longer. Won’t this allow more time for the coil to saturate, resulting in a higher voltage output?” This is not the case. The correct dwell setting ensures that the coil will be completely saturated. It’s true if the points aren’t closed long enough the coil won’t have enough time to saturate. But if they’re closed too long, that also means they’re not open long enough. If they are not open long enough, the field in the coil will not have sufficient time to collapse and produce the necessary voltage for proper spark before current begins to flow back into the primary side of the coil again. So, electronic ignition eliminated the wear and maintenance problems associated with points and condenser, but all electronic ignition distributors were not created equal. Enter GM’s HEI. Another drawback to points was they don’t last long under a constant 12 volts, so voltage through the coil and to the points was limited by either a ballast resistor or a resistance wire, depending on vehicle make. During cranking, the resistance was bypassed so full battery voltage would be supplied to the coil for starting, but then when the key was released to the “Run” position, voltage was limited. The lower voltage limited coil output and even after switching over to electronic ignition, some systems retained use of the ballast resistor, limiting ignition-coil output. GM’s HEI utilized full battery voltage all the time, and the result was an ignition system with a much higher output. Another aspect of ignition is that the higher the rpm, the greater the spark requirement. As engine rpm increases on a point-style ignition – even with the dwell set properly – the amount of actual time the points remain closed is less, resulting in a less time for the coil to saturate and less spark when the engine needs it the most. GM’s HEI was designed so that the dwell increases as engine rpm increases, providing high rpm performance as well as high output and dependability – whereas some systems retained fixed dwell. If you’ve been around old cars, you’re probably familiar with all of the different variations and names of electronic ignition systems throughout the ‘70s and ‘80s. The only one that stayed the same was GM’s HEI. Everyone else followed their lead. Timing Advance Before we get into selling components, which will be a walk in the park for you now, we’ll touch quickly on distributor advance. Two types of timing advance can be found in distributors: vacuum and mechanical. Sometimes they have only one type, sometimes both. Timing advance is required because once ignited, the air/fuel mixture in a cylinder does not burn instantly. It takes a certain amount of time to burn. The higher the engine rpm, the earlier the mixture must be ignited to reach the full burn, or maximum pressure at the precise time to force the piston down. This gets deep into engine theory and design, but the fact is that having the correct amount of advance at precisely the correct time has a monumental effect on engine performance. Mechanical advance uses weights that move outward from centrifugal force. As they move outward, they rotate the base plate of the distributor that supports either the points or electronic trigger mechanism. The higher the rpm, the more mechanical advance is applied until its mechanical limit is reached. Mechanical advance can be “tuned” using different weights or springs. Vacuum advance also rotates the same base plate of a distributor, but in response to engine-ported vacuum. The more vacuum applied, the greater the advance. This is utilized for low-rpm advance before the mechanical advance spins fast enough to come into play. Selling Distributor Components What can you capitalize on when selling distributor components? Cap, rotor, plugs and plug wires might be the easier topics, and they’re what a lot of people just ask for. The cap, rotor and wire condition generally can be determined through visual inspection, but if it’s time for a tuneup, a vehicle has a misfire or the customer can’t remember when they were done last, the door is open and it’s a perfect time to sell. Never guarantee that a cap, rotor and wires will solve a misfire or running problem. But, they can degrade from use and age, and they’re true maintenance items, so don’t forget to point that out. Spark plugs are a maintenance item that you almost can’t do too often. Some late-model vehicles that still have distributors have efficient fuel-injection systems and engine controls, and the plugs will last for a long time. It doesn’t make sense to unnecessarily replace a good expensive set of plugs on a fuel-injected vehicle, but I shy away from the really high replacement intervals like 100,000 miles. If someone hits 90,000 and says, “It doesn’t call for them until 100,000,” it’s time for plugs in my opinion (they’re getting worn regardless). For older vehicles with less efficient fuel and ignition systems, the plugs need to be replaced more often. OE-style plugs are the best to recommend with any system, and if it’s a classic that isn’t driven as much, don’t be afraid to recommend a fresh set. Most vehicle owners will know if they have points and condenser. When old cars were driven daily, points and condenser were replaced at least once a year, just because of mileage. It’s not necessary to do this now, since most cars with these systems don’t see a whole lot of miles. But, like before, if someone opens the door and can’t remember when they were done last, sell them the parts. It’s always a good idea to clean up the points and adjust dwell, however. If you stock any basic tools, a nice upsell is a point file, a dwell meter, a spark plug gauge and a timing light. This will cover the standard maintenance requirements of a point-type ignition and if they have electronic ignition, just the spark plug gauge and timing light will do. When someone is doing an ignition tuneup, be sure to ask them about the condition of their distributor-advance components. Vacuum-advance diaphragms go bad from time to time, so they should be checked and replaced, if necessary. Mechanical weights should be taken off and their pivot points cleaned and lubricated. In many cases, the mechanical-advance weights pivot on bushings that commonly wear out, and the weights themselves can have grooves worn in them if they haven’t been lubricated on a regular basis. It’s all a great opportunity for an upsell. Additional distributor components include seals and bushings and also the electrical connectors that plug into them (pigtails). If someone is removing their distributor for service, a new seal makes sense, but bushings are a harder sell since most people will generally buy a new distributor if the bushings are worn. But, the sale could be yours if you’re the one who helps them understand their distributor. Worn bushings are common on higher-mileage distributors and easy to spot on an oscilloscope, but since nobody really has one of those sitting around in their garage, they’re easy to check by grabbing the distributor shaft and attempting to rock it back and forth. Any noticeable play means the bushings are worn. Since the trigger wheel or points are driven directly off of the distributor shaft, just imagine what will happen to dwell and timing if this shaft is rocking back and forth in worn bushings. Dielectric Grease Dielectric grease is another great upsell. Forget about the silly little packets that give you just enough to get your finger or an application brush greasy – sell them a tube. No, you don’t need to, nor should you use an excessive amount of it, but it’s frustrating to deal with such a small amount. Plus, you can remind your customer of all the additional electronic uses for dielectric grease (don’t let the name throw you off). Dielectric grease does not conduct electricity at all. What it does do is seal electric components from moisture, which is why you can find it in a lot of electrical connectors and in bulb sockets. This was the original intention of it: to prevent moisture and corrosion from occurring. An added benefit is that when used on plug-wire boots, it keeps moisture out but also keeps the boot from sticking onto a spark plug or distributor cap, making removal much easier. An oddball – but one you will run across – is heat-transfer compound. You also may hear this referred to as thermal grease, thermal compound or even heat-sink compound. Have you ever removed an ignition module or other electronic module from either inside a distributor or another location and found that it had grease underneath? This is a compound that is specially formulated so that it transfers heat from the module to the mounting location. It is a true heat sink and very important. Modules that originally were installed with this will overheat if the proper compound is not reused. A Few More Add-Ons Just a few final things can finish off the perfect ignition-tuneup shopping cart. When someone is working on a vehicle that is from the early ‘70s, don’t forget to see if their car has a ballast resistor. (You’ll get used to these applications pretty quickly.) They commonly go bad and cause a no-start. It’s never bad to have an extra one in your glovebox. For the old point-style distributors, there is a specific grease for the distributor cam to lubricate the ignition-point rubbing block. Some points may come with a small packet. If not, be sure to recommend it. Anti-seize also is a good upsell, but it’s not necessary all the time. Make sure you recommend the proper use. If the plugs are located in a deep well – like a lot of double overhead-cam engines – advise your customer to check for the presence of oil. They may need a valve-cover gasket. And, last but not least, a light lubricating or penetrating oil is nice to have on hand. Many distributors have metal clips that hold the cap in place. These clips commonly get rusty where they attach to the distributor, and it’s nice to work some lubricant in and free them up. It makes it much easier to reinstall the cap. This might be a lot, but when you have the knowledge, your customer will keep coming back. The post Remembering Ignition Distributors appeared first on Counterman Magazine. View the full article

For Dave Marsh, turning personal strengths into something of value as a professional is what has guided him in his 32-year career with General Motors. In his current role as executive director for North America, Marsh handles Customer Care and Aftersales for ACDelco in the United States, Canada and Mexico. In this episode of “AMN Drivetime” hosted by Babcox Media CEO Bill Babcox, Marsh shares some of the wisdom he has accrued over three decades in the industry, including how to go beyond being simply competent to becoming an elite performer. Babcox and Marsh also discuss GM’s recent global rebranding initiative along with new marketing campaigns for the GM Genuine Parts and ACDelco brands. In addition, they discuss some of the bigger industry challenges today: supply chain challenges, parts proliferation, EVs, technology and innovation – oh, and a few favorite funny stories from the road. Watch the episode Listen to the podcast The post ACDelco’s Dave Marsh, A GM ‘Lifer,’ On ‘AMN Drivetime’ (Video) appeared first on Counterman Magazine. View the full article

For Dave Marsh, turning personal strengths into something of value as a professional is what has guided him in his 32-year career with General Motors. In his current role as executive director for North America, Marsh handles Customer Care and Aftersales for ACDelco in the United States, Canada and Mexico. In this episode of “AMN Drivetime” hosted by Babcox Media CEO Bill Babcox, Marsh shares some of the wisdom he has accrued over three decades in the industry, including how to go beyond being simply competent to becoming an elite performer. Babcox and Marsh also discuss GM’s recent global rebranding initiative along with new marketing campaigns for the GM Genuine Parts and ACDelco brands. In addition, they discuss some of the bigger industry challenges today: supply chain challenges, parts proliferation, EVs, technology and innovation – oh, and a few favorite funny stories from the road. Watch the episode Listen to the podcast The post ACDelco’s Dave Marsh, A GM ‘Lifer,’ On ‘AMN Drivetime’ (Video) appeared first on Counterman Magazine. View the full article