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By Counterman
link hidden, please login to view announced the acquisition of Rowe Auto Service, marking the company’s third acquisition since the Berrodin Parts Warehouse affiliation in October 2023, and is in addition to 32 greenfield locations opened year-to-date in 2024 and 30 locations opened in 2023. link hidden, please login to viewalso announced that the recently purchased 217,000 sq. ft. distribution center in Chicopee, Massachusetts, is expected to open in March 2025. Rowe Auto Service in Oneonta, NY, has been owned and operated by the Odell and Hogan families for nearly 60 years. It was purchased by Howard J. Odell and Joseph R. Hogan in June 1964 from the original Rowe brothers. Their sons Lance E. Odell and Joseph D. Hogan worked in the business and, in June 1995, purchased the company from their fathers. They will stay on with Fisher Auto Parts beyond the transition.
“As a family-owned, privately held business with an experienced team of professionals, Rowe Auto Service is a good fit for Fisher Auto Parts,” said Geoffrey Shifflett, area vice president of Fisher Auto Parts. “We plan to grow market share in this region, so we are very pleased that Lance and Joe agreed to pass the torch to us, and we thank them for staying on to help with the transition.”
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By Counterman
The National Institute for Automotive Service Excellence (ASE) said more than 8,400 automotive service professionals participated in its gasoline engine survey. ASE has been commissioned to conduct a series of studies to identify and understand which repair tasks automotive service technicians perform most frequently.
The initial survey focused on gasoline engine repair tasks and showed that 57% of those who completed the survey are currently A1 certified or were in the past, and 76% hold one or more ASE A2-A8 automotive certifications. A majority of those respondents hold each of those respective certifications.
Regarding training, technicians receive training from a variety of sources including on the job (79%), OEM training (69%), college (57%), high school (53%) and aftermarket (47%). Among those who completed the survey, 82% said they have 10 or more years of experience and 57 percent said ASE certifications factored into their pay plans.
As a thank you to those who participated in the survey, five automotive service professionals were randomly selected to be awarded Snap-on gift cards. The winners are Andrew Cronin Sr., David Kaplanis, Jeramy Peterson, David Phillips and Calen Sober-Throop.
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By Counterman
link hidden, please login to view Member, The Service Company, announced it acquired Brake Spring Alignment (BSA) of Ohio. With over three decades in business in Springfield, OH, “this reputable establishment extends the Service Company’s geographic reach eastward toward Columbus and solidifies its presence in the greater Dayton, OH market,” according to link hidden, please login to view. The Service Company now offers four locations, providing coverage from Greenville to Springfield. The acquisition of BSA also broadens the company’s service portfolio, complementing its existing heavy-duty truck and equipment repair solutions, the company said. In addition to diesel engines, EGR and DPF, exhaust, HVAC, transmission, clutch, and driveline services, the new Springfield location introduces frame-down service, steering suspension, brake, and wheel-end solutions.
“Known for its loyal customer base and comprehensive parts and service offerings, BSA of Ohio aligns with The Service Company commitment to serving the trucking industry of Ohio,” said Luke Todd, president of The Service Company. “The acquisition bolsters our capacity, with 40 bays now available to deliver unparalleled service to the market.”
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By Counterman
Most active suspension systems come in many styles with fancy names like airmatic, dynamic or advanced. And, it doesn’t matter if it is a BMW, Mercedes or Jaguar, an active suspension must be able to react to three critical pieces of information.
First, it must act on information from the ABS and stability control system. Second, it must measure body movement. Third, it must detect the extent and rate of suspension movement. With these three pieces of information, the suspension can actively adjust the compression and rebound of the shock or strut.
Why would an engineer or automaker include this feature on a vehicle? An active dampener allows for a ride without compromise. The three inputs can be used to detect a rough road or an emergency situation where body roll could change the stability of the vehicle.
Electronic Shocks/Struts
Electronically adjustable shocks and struts use conventional mono-tube and twin-tube oil-filled dampeners. The rods, gas chambers and piston have the construction of passive units. Like a passive unit, they can fail if they leak, the gas escapes or the rods are bent. They can also wear out like a conventional unit as the oil inside breaks down and surfaces in the bore wear.
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What makes these units unique are the valves with their variable orifices. These valves regulate the flow between the chambers on either side of the piston. The piston in some units, however, does not have any valving.
The size of the orifices controlled by electromagnetic solenoids can control the valves very quickly. The electrical connections and solenoids are typically found outside the body and act on the valves inside the unit using magnetism. The signal to the solenoid is pulse-width modulated and varies the voltage to change the size of the orifice.
The valves and solenoids can’t be serviced or separated from the shock or strut. If a problem is detected with the system, the valves go into a fail-safe position that is fixed, and the system becomes passive. The driver is then alerted with a message or light on the instrument cluster or message center.
Most systems will perform a circuit check when the system wakes up. This typically involves sending a signal to fully open and close the valve. If the system detects an open, short or a voltage outside of the specifications, it will set a code.
Measuring Wheel Movement
Ride-height sensors not only measure the position of the suspension, but also the rate of movement. They are supplied with a voltage of around 5 volts. The signal voltage is changed as a magnet moves past a coil. Most sensors have three wires – ground, power and signal.
Internally, it is difficult to damage one of these sensors. Externally, however, the linkage that connects the sensor to the suspension arm can be damaged. Additionally, the connector can be damaged and cause a short or open that sets a code. If one of these sensors is replaced, it must be calibrated after it is installed.
Ride-height sensors are sometimes called suspension-position or wheel-displacement sensors. The data from the sensor is used to measure the movement of the suspension. By knowing how far and fast the suspension is moving, the module can use the information to determine the size of the orifice in the dampener to control compression and rebound. These sensors should be calibrated if a sensor is replaced, a module is reprogrammed or if the battery dies.
Measuring Body Movement
Accelerometers mounted to the body measure changes in the ride. These accelerometers are typically mounted to the strut towers. These sensors output information as gravitational forces, or “G-force,” to a module. Changes in body roll due to cornering will produce lower G-force than a pothole would.
Information from the accelerometers is coupled with data from the ride-height sensor, steering sensor and other inputs by a computer processor in a module. The module can determine if the vehicle is going around a corner or traveling down a bumpy road. With this datastream, the valving inside the dampener can be adjusted in milliseconds for the best control and ride quality.
The accelerometers on the body differ from vehicle to vehicle. Some manufacturers mount the sensors under the headlights, on strut towers and near the taillights. More sophisticated systems use more than two accelerometers mounted in various locations.
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The control module for the electronic dampeners needs more than the movement of the wheels and body to determine the correct settings for the dampeners. The module uses and shares information with the anti-lock braking system, engine control module and instrument cluster. This information is typically shared on the high-speed CAN serial data bus. On some BMW 7 Series models, the information is shared on the fiber-optic Flex Ray bus.
With all this information, the module can do some amazing things with the adjustable dampeners. Problems like nosedive under braking, torque steer and understeer on FWD vehicles can be minimized. If the vehicle has air ride, the volume and pressure inside the air springs can also be tuned along with the valving in the dampeners to optimize ride quality and control.
Most active suspension systems will perform a circuit check when the system wakes up. The system will send 5 to 12 volts to the actuators and ride height sensors. The system is also looking at the resistance in the circuit, and the amount of voltage dropped. If the system detects an open, short or voltage outside of the specifications, it will set a code. Next, the control module will fully open and close the valves in the struts. If the system does not detect any irregularities, the system will go into an active mode.
Looking for these self-diagnostic signals can be performed using a meter. You may have to use a bypass harness or back probe the connector. If the system detects any problems, the system will go into a passive mode.
Sometimes servicing an active suspension is like rebuilding an engine with a new crankshaft and reusing the old bearings and valve springs. When a new active strut is reassembled with the old and tired spring and strut plate, the results can be less than desirable.
Upper strut mounts and bearings can be hammered to death. The upper strut mount essentially supports the vehicle weight and counters both braking and acceleration torque. Most mounts are sandwiches of rubber, metal and bearings. Over time, the rubber can lose its ability to isolate the suspension from the body. Bearings can also seize and bind, causing the vehicle to have steering problems.
Look up the ride height specifications and measure ride height front and rear, and on both sides of the vehicle. If ride height is less than specifications, the problem is most likely one or more weak springs that should be replaced. Springs should typically be replaced in pairs to maintain the same ride height side-to-side.
Weak springs also are more likely to fail. The springs on many late-model vehicles are thinner to reduce weight and have an outer plastic coating to protect the metal from corrosion. If this outer coating is cracked or damaged, corrosion can form a hot spot that eats into the spring, weakens it and eventually causes the spring to break.
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