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Robert Roos Joins NEXUS International Executive Committee
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By Counterman
link hidden, please login to view has been awarded the 2024 Supplier Partnership Award by NEXUS Automotive International at the Heavy Duty Aftermarket Week (HDAW) show in Grapevine, Texas. Established three years ago, this award recognizes suppliers that excel in program support, growth acceleration, professionalism, and partnership. Eligible suppliers must meet high standards in cooperation and innovation at both the NEXUS and local distributor levels.
“We’re pleased to present this award to
link hidden, please login to view,” said Joe Stephan, vice president of sales and business development for NEXUS North America. “Over the past year, PHINIA has strengthened its aftermarket commercial organization with talented, well-respected professionals and has demonstrated the high standards our members expect from global supplier partners. We look forward to building upon this valued partnership for years to come.” “This recognition is a testament to our team’s hard work and commitment to delivering exceptional experiences for our partners,” said Dave Illes, senior director of aftermarket sales, marketing, and training for PHINIA North America. “We sincerely thank NEXUS for this honor and look forward to further strengthening our partnership.”
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By Counterman
Auto-Wares Group of Companies announced that it has joined forces with Landon Auto Parts. Landon has five locations in lower Northern Michigan (Boyne City, Charlevoix, Cheboygan, Indian River and Onaway). They join the 42 locations currently operated by
link hidden, please login to view in the Northern and Upper Peninsula of Michigan. Landon Auto Parts and Auto-Wares officially joined operations on October 31, 2024. Landon Auto Parts stores will be rebranded to the Auto Value name and high-quality national-brand products will be available over the next weeks to replace some of the current private-brand products, according to a news release from
link hidden, please login to view. That same news release explained that the Landon family members, their team and their commitments to the Landon Auto Parts customers will stay intact. While the Landon family operates a hardware and lumber business alongside Landon Auto Parts, the partnership will impact only the Landon Auto Parts business—the Landon-owned hardware and lumber businesses will remain owned and operated by the Landon family.
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By Counterman
link hidden, please login to view announces the promotion of Mike Maleski and Brandi Gangel to co-presidents, as well as the addition of Sam Littman as director of finance & operations. These strategic leadership changes underscore the company’s commitment to growth, innovation and operational excellence, while continuing its long-standing tradition of delivering impactful media solutions to the transportation industry. Babcox Media CEO, Bill Babcox, emphasized that Maleski’s and Gangel’s leadership, along with Littman’s financial and operational expertise, will be key to running effective and efficient operations while staying focused on creativity and growth.
“In today’s complex and ever-changing media landscape, having co-presidents allows us to maximize the unique strengths that both Mike and Brandi bring to the company,” Babcox said. “Their combined expertise in digital product development, data and marketing creates a winning combination for us. Additionally, we’re excited to welcome Sam Littman, whose fresh perspective and strategic consulting experience will support our ongoing evolution as we grow our business.”
Maleski joined Babcox Media in 2016 after a successful career in media and sports, including leadership roles at The Cleveland Plain Dealer and the Cleveland Cavaliers. With 30 years of experience in sales, digital marketing and media innovation, he has led Babcox Media’s digital transformation, developing ROI-driven strategies for advertisers and sponsors. As co-president, he will continue to build on these successes and lead the company’s sales and business development efforts.
“I am excited to step into this role alongside Brandi. Together, we’ll deliver forward-thinking media solutions for the markets we serve,” Maleski said. “Our focus on innovation, paired with the incredible talent across the company, positions Babcox Media as a leader in this space.”
Gangel, who joined Babcox Media in 2014, has been instrumental in the company’s audience data and marketing initiatives. With more than two decades of experience across the hospitality, retail and media industries, Gangel has proven expertise in data acquisition, development and integrated multimedia strategies. As co-president, she will spearhead the company’s audience-driven and customer-success strategies, leveraging data to implement informed and creative solutions.
“I’m honored to partner with Mike,” Gangel said. “Our industry is at an exciting crossroads, and I look forward to further developing our audience intelligence, content creation and marketing capabilities to drive results for our clients. I’m excited to tap into the strengths of our team and build upon our success.”
As director of finance & operations, Littman brings experience from Ernst & Young, where he worked as a management consultant. With a strong financial acumen and expertise in business process optimization and operational efficiency, he will play a critical role in supporting Babcox Media’s continued success.
“I’m thrilled to return to Northeast Ohio and join Babcox Media,” Littman said. “I look forward to working with the team to strengthen our operations and support the company’s ambitious growth plans.”
Babcox Media remains committed to evolving with the needs of its audience while staying true to its roots as a leading provider of innovative content and data solutions for the transportation industry.
For more information, visit babcox.com or contact Bill Babcox at 330.670.1234 x217 or [email protected].
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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