Counterman

The ASE Education Foundation recently convened a workshop to review the tasks and tools used by ASE-accredited collision repair and refinish programs in high schools and colleges nationwide. The review committee consisted of individuals representing vehicle manufacturers, collision repair and refinish shop owners and technicians, instructors and industry trainers and equipment and parts suppliers. “We want to thank the committee members for working diligently to review and enhance our standards for collision repair and refinish program accreditation,” said Mike Coley, president of the ASE Education Foundation. “The updates reflect what is happening in the industry with new technologies like EVs and ADAS and will help collision repair and refinish students be better prepared to enter the workforce.” One of the major outcomes was the creation of a new area of accreditation entitled “Collision Repair and Refinish Fundamentals.” This new area includes 121 distinct skills/tasks and requires a minimum of 300 hours of combined classroom/lab instruction. It draws from the existing areas of accreditation but focuses on five core skill areas highly valued by employers: damaged vehicle disassembly, reassembly, small-dent repair, plastic repair and prep for refinish. The new option gives schools and local businesses another path to prepare students for success in entry-level positions with skills that are in high demand, according to ASE. The updated collision repair and refinish standards include new hybrid and electric vehicle safety tasks that are required for all students in ASE-accredited collision repair and refinish programs. Two new task sections in mechanical and electrical components also were also added for advanced driver-assistance systems (ADAS) and hybrid and electric vehicle service procedures. The post ASE Education Foundation Updates Collision Repair Standards appeared first on Counterman Magazine. View the full article

Sealed-beam headlights were simple and easy. For years, that’s all there was. A headlight was held into its bucket by a round or rectangular stainless-steel trim piece, with either three or four screws. Sometimes you had to remove a decorative trim piece first, but still always just a few screws. Then it got even easier throughout the 1980s as the industry transitioned from the traditional sealed beam to composite headlights with replaceable halogen bulbs. There wasn’t anything wrong with the sealed-beam design; they worked great. But there were only a few options, which limited automotive design. With composite headlights, automakers were designing cars with the look and aerodynamics that were previously restricted by one simple part. The best thing was, you simply opened the hood, and you could see the rear of the headlamps with the connector for the bulb protruding out the back. You unplugged the bulb, removed a retaining ring and out it came. It was that easy, and many still are that way. There’s not much to it. Sticker Shock However, all good things come to an end, and we’re seeing more and more cars where the aerodynamics, the shape of the front end and the tight, space-restricted engine compartments make it impossible to get to (or in many cases even see) the rear of the headlamp. Often, you must completely remove the headlamp to access the bulb. Sometimes you have to remove fender liners, or in worst-case scenarios, even the bumper cover or grille. There are times when it may take 45 minutes or longer to replace a headlight bulb. It’s uncommon – but it happens, nonetheless. Replacing headlight bulbs typically has been so simple for so long that most consumers have been programmed to think it’s a quick and easy job. You could literally replace one in less than a minute, and many shops – especially for regular customers – got in the habit of replacing them for only the cost of the bulb. That’s become a thing of the past as they get harder and harder to get to. Imagine the consumer’s shock to tell them it’s going to be $50 to $70 in labor just to replace a headlight bulb. That’s when a lot of people decide they can do it themselves. How hard can it be after all? Either way, getting access to the bulb is Step 1. You’re home free after that, but there are a few particulars to pay attention to, which hold true for any headlight-bulb replacement. Don’t Touch the Bulb First and foremost: Don’t touch the bulb. Many people ask why. The natural oils on your skin will transfer to the surface of the bulb. As the bulb heats up, it expands. If there’s oil on it, that spot will get much hotter than the rest, expand at a different rate and cause it to crack or shatter. The best advice is to leave the bulb in its packaging until after you’ve removed the original and are ready to reinstall the new one. Then carefully remove it, holding it by the electrical connector. Compare it to make sure it’s the same, then install it in the housing. If it does get oil on it or you accidentally touch it, you can simply wipe it down with rubbing alcohol and a clean rag. Inspect the Wiring Connector When the bulb is disconnected, it’s important to look closely at the wiring connector. It’s very common for them to be melted and burned. This often is the root cause of the headlight light not working as opposed to a bad bulb. It happens because headlight bulbs get very hot, and they go through continuous heat and cooling cycles. This constant expansion and contraction eventually weakens the tension on the electrical terminals, creating high resistance. With resistance comes additional heat, and some aftermarket bulbs may draw a higher amperage than OE bulbs, compounding the problem. Since this problem is so common, most of the common wiring-harness connectors are readily available as a pigtail (connector with wires installed), and just have to be spliced onto the original harness. Some of them feature design improvements to handle higher heat and a higher current too. If you’re replacing a sealed-beam headlight, it’s still a good idea to closely inspect the wiring connector. These often look OK, but don’t provide a good connection. They frequently go bad too due to corrosion and age, primarily because they aren’t sealed. These connectors are still available, as well as a pigtail harness. The adjusters on sealed-beam headlights also break a lot simply due to age, but these are generally available too, so they’re a good upsell, and usually an easy one. Most cars with sealed-beam lights are classics, which people are willing to invest time and money in. With composite lights, this is the perfect time to sell a headlight polishing kit to bring clarity back to old lenses. So, changing headlight bulbs? It’s usually easy, but it can be hard, and there’s always an opportunity to help your customer make the most of the job. The post How to Change a Headlight Bulb appeared first on Counterman Magazine. View the full article

Photo caption: Philip Daniele III (left) will succeed Bill Rhodes, who will relinquish his positions as president and CEO in January. Over the past few months, AutoZone has announced multiple leadership changes at the company. In late June, AutoZone announced Bill Rhodes’ decision to relinquish his positions as president and CEO effective January 2024. Rhodes will become executive chairman of the board. The company has selected Philip Daniele III, currently executive vice president merchandising, marketing and supply chain, to succeed Rhodes as CEO in January 2024. Daniele, a 29-year AutoZoner, also will become a member of the board of directors. “On behalf of the board of directors, I want to thank Bill for his outstanding leadership during his more than 18 years as our CEO, and we are excited and grateful that he will remain actively involved as executive chairman and an officer of the company,” said Earl G. Graves Jr., lead director. “Bill, the executive committee and CEO team have led the company through unprecedented growth while continuing to nurture and evolve AutoZone’s unique and powerful culture. AutoZone is eternally grateful for his many contributions during his almost 30 years of service.” Rhodes has been president and CEO and on the board of directors since March 2005. In June 2007, he was named chairman of the board. During his tenure as president and CEO, the company has roughly doubled the number of stores; grown the number of AutoZoners to approximately 115,000; increased revenues by more than three times, this year surpassing $17 billion; and grown the stock price by more than 25 times. Rhodes also has served on numerous industry and community boards. “Being an AutoZoner and having the opportunity to help lead this amazing team has been one of the greatest honors of my life,” Rhodes said. “I’m incredibly excited that the board has elected Phil as CEO-Elect. Phil and I have worked together very closely for over 25 years. Phil knows this company as well as anybody and has a passion for this business that is arguably un-paralleled. More importantly, Phil understands AutoZone’s success has been driven by a deep, passionate set of leaders who support great AutoZoners across the globe. He embodies what our founder J.R. Hyde III’s father taught us when he said, ‘No individual builds a business … an individual builds the organization, and the organization builds the business.’” Newbern, Jackson Promoted On Sept. 18, AutoZone announced several additional leadership changes in the offing. AutoZone has promoted Tom Newbern, currently executive vice president, operations, sales and technology, to chief operating officer. Newbern has been with the company for 38 years. AutoZone has promoted, Jamere Jackson, currently chief financial officer and executive vice president, finance and store development, to chief financial officer. Jackson will continue to lead the finance and store development teams. Daniele is positioning Newbern and Jackson as equivalents and the senior-most leaders of his leadership team. Additionally, Bill Hackney, a 38-year AutoZoner, currently senior vice president, merchandising, has been promoted to executive vice president, merchandising, marketing and supply chain replacing Daniele, who previously held the role. “I’m very excited about these strategic moves, which position us well for continued growth,” Daniele said. “Jamere and Tom are exceptional leaders and having them at my side will be an enormous benefit. Also, Bill Hackney’s promotion to executive vice president reflects the deep strength of our leadership team. All are proven leaders and poised to serve our customers and lead our company for many years to come.” Finally, three of AutoZone’s other executive committee members will be retiring around the end of the calendar year, consistent with AutoZone’s long-standing succession plan. Retiring are Grant McGee, senior vice president, commercial; Charlie Pleas, senior vice president, finance and accounting; and Al Saltiel, senior vice president, marketing and e-commerce. AutoZone said the company will replace McGee and Saltiel, and will be restructuring Pleas’s role. The post AutoZone Announces Leadership Changes appeared first on Counterman Magazine. View the full article

AutoZone reported net sales of $5.7 billion for its fiscal-2023 fourth quarter, a 6.4% year-over-year increase. Domestic same-store sales for the fourth quarter, which ended Aug. 26, were up 1.7%. Operating profit increased 10.8% to $1.2 billion. Net income for the quarter increased 6.8% to $864.8 million, while diluted earnings per share increased 14.7% to $46.46, according to the company. “While we started this quarter slowly, we saw improvements in the back half of our quarter,” AutoZone CEO Bill Rhodes said in a news release. “Despite lower-than-expected growth in domestic commercial, we believe that the initiatives we have in place and are implementing will drive stronger growth in fiscal 2024. Additionally, we continued to be pleased with our international stores’ performance and we are excited about future growth prospects across both Mexico and Brazil.” Same-store sales in Mexico and Brazil were up 4.5% on a year-over-year basis. During the quarter, AutoZone opened 53 new stores and closed one in the United States, and opened 27 new stores in Mexico and 17 in Brazil for a total of 96 net new stores. For the fiscal year, the company opened 197 net new stores. As of Aug. 26, the company had 6,300 stores in the United States, 740 in Mexico and 100 in Brazil for a total store count of 7,140. The post AutoZone Reports 6% Increase in Fiscal Q4 Sales appeared first on Counterman Magazine. View the full article

Litens Aftermarket recently introduced its “Reset to OE” campaign messaging, as the market share for OAD pulleys continues to grow, and the need to educate technicians about this component increases. With virtually one-third of registered vehicles now equipped with a Litens OAD, and as those vehicles enter the aftermarket “sweet spot” for replacement, bringing awareness about how an OAD impacts a belt-drive system is imperative. Advancements to improve the performance and efficiency of alternators have lead Litens to the development of innovative technologies such as the OAD pulley. An OAD helps synchronize the belt-drive system via two design elements that mechanically separate it from a traditional solid pulley: An internal torsion spring that provides rotational flexibility, absorbing engine vibrations prior to reaching the alternator rotor, which could damage or negatively impact the performance of the accessory drive. A one-way clutch mechanism that allows the pulley to rotate freely in one direction (overrunning), while preventing reverse rotation when the engine decelerates or shuts down. When replacing an OE alternator that came equipped with a OAD, it’s critical to replace with an OAD equipped alternator in order to reduce stress on the alternator and other components, according to Litens. “As more vehicles come equipped with a Litens OAD on the alternator, rather than a traditional pulley, it becomes increasingly more important for technicans to understand what an OAD does, and how critical it is to the longevity of a vehicle’s belt drive system components,” said Scott Howat, national sales manager, Litens. “As our campaign says, OEMs use a Litens OAD for a reason, and substitution could cause damage to other drive components.” Technicians never should substitute an OAD with a solid pulley or a one-way clutch on vehicles that were built with an OAD, because OE belt-drive systems are specifically engineered to accommodate the functionality of an OAD. The OAD provides additional functionality from a simple one-way clutch pulley, and they‘re not interchangeable. An OAD contributes to the optimal performance of the alternator system by providing vibration damping, stable belt tension and protection against reverse rotation. Substituting an OAD with any other pulley compromises these critical functions and can lead to several adverse effects including increased friction, potential belt slippage and an elevated risk of component failure, ultimately compromising the entire belt-drive system’s reliability and performance, according to Litens. Litens’ OAD coverage for 2023 OE-equipped vehicles includes but is not limited to the Chrysler Pacifica; Ford F-250, F-650 and F-750; Toyota Tacoma, 4 Runner and Highlander; and Lexus. The post Litens Launches Education Campaign on OAD Pulleys appeared first on Counterman Magazine. View the full article

ZF Aftermarket expanded its parts offerings in August for vehicles in the United States and Canada, adding 74 new listings to its TRW and SACHS branded portfolios. The latest additions expand coverage to more than 18.7 million vehicles in operation, according to the company. New braking products include 22 different part numbers for TRW brake-pad sets for 9.7 million vehicles in operation, including the Cadillac Escalade, Mazda CX-30, Jeep Gladiator, Hyundai Sonata, Ford Bronco and Ford Ranger, among others. ZF Aftermarket also vastly expanded its offerings for TRW X-Tend powered lift supports, adding 49 new part numbers for more than 9 million more vehicles in operation This includes a range of vehicle brands, such as BMW, Honda, Hyundai, Land Rover, Mercedes-Benz, Volkswagen, Volvo and others. Additional products launched in August include SACHS clutch replacement parts for the Audi A4 Ultra Sport 2.0L and a clutch kit for the Smart Fortwo 2016-2017 Turbocharged. “ZF Aftermarket is picking up the pace of new-product introductions, making it easier for distributors, technicians and vehicle owners to get a broader variety of high-quality OE parts,” said Mark Cali, head of independent aftermarket, USC for ZF Aftermarket. “These products offer best-in-class value with guaranteed performance and durability that comes from a foundation in ZF’s OE product development and validation processes.” The post ZF Aftermarket Adds 74 New Listings to TRW, SACHS Brands appeared first on Counterman Magazine. View the full article

There are many ways that a vehicle tries to tell you when there’s something wrong – some of them subtle, some of them not so subtle. A “Check Engine” light or other malfunction indicator light is a clear signal that there’s an issue that needs to be addressed. However, other clues – such as an unusual sound, smell or vibration – can be much harder to interpret, depending on the owner’s knowledge and understanding of automotive systems and diagnostics. For many drivers, it’s tempting to ignore these clues and hope the issue goes away – or pray that the vehicle will remain drivable until they have the time (or money) to take it to a repair shop. When an engine overheats, hoping and praying go out the window. An overheated engine is a blatant indication that something is seriously wrong. At the risk of being melodramatic, it’s a cry for help from the engine – often the result of cues (such as that puddle of coolant in the driveway) that were missed or ignored. That cry for help usually comes in the form of steam emanating from under the hood; the temperature gauge indicating that the engine is running hot; and/or a noticeable smell coming from the engine. As for the causes of an overheated engine, let’s round up some of the usual suspects. Coolant Leak As the name implies, coolant helps maintain a consistent temperature that won’t overheat components such as the cylinder head. According to Prestone, coolant touches 17 essential parts of an engine. Not surprisingly, a coolant leak is a primary cause of engine overheating. A bad head gasket can result in coolant leaking into the combustion chamber or onto the ground. A cracked or corroded radiator can allow coolant to seep or stream out if the leak gets bad enough. As rubber coolant hoses get old, they can get hard and brittle, creating small cracks that let coolant escape. Coolant leaks also can occur at the water-pump-shaft seal, coolant reservoir or heater core. Restricted coolant flow is another potential culprit. Buildup of mineral deposits and other debris in the radiator can dramatically reduce the ability of the cooling system to do its job. Likewise, buildup in the hoses can slow the flow of coolant, leading to reduced cooling and even clogs in the system from loose corrosion. When coolant flow is restricted, it’s a recipe for overheating. What can you do to help prevent these situations? Make sure you’re encouraging your customers to follow the vehicle’s recommended flush-and-fill schedule, and to always use the coolant specified by the vehicle manufacturer. Bad Thermostat The thermostat regulates the coolant temperature to keep it consistent for efficient engine operation. A conventional thermostat reacts to changes in the coolant temperature based on the status of the wax inside it. When the wax melts, a spring pushes the valve open and coolant flows. When the coolant drops in temperature, the wax solidifies, and the valve closes. If the thermostat gets stuck in the closed position, coolant won’t pass through the radiator, and the engine becomes overheated. Conversely, when the thermostat is stuck in the open position, the continuous circulation of coolant can lead to a condition known as overcooling. Both scenarios are bad news for an engine. Water Pump Since water pumps move such a vast amount of coolant through the cooling system (something like seven gallons of coolant during a driven mile), it stands to reason that a failed water pump will cause the engine to overheat. Without a properly functioning water pump, the cooling system can’t maintain the pressure needed to push coolant to vital engine parts. One of the biggest causes of water-pump failure is the result of leaks, either around the shaft or from a worn bearing or seal. Debris can enter the system and score the shaft seal, creating a leak path. Cavitation – tiny bubbles of super-heated vapor inside the water pump – also can cause damage and leaks. Worn belts or tensioners are another potential culprit. A loose belt might not allow the pump to rotate as fast as it should, which then causes the engine to overheat. Parting Thoughts Cooling systems in modern vehicles are evolving. We’re seeing new twists on traditional concepts – electronically controlled thermostats, for example – and we’re seeing entirely new components, such as active grille shutters. Still, the basic premise hasn’t changed. Cooling systems manage the heat produced by the engine. If the system can’t maintain the pressure needed to circulate coolant, the engine will overheat. The post Why Do Engines Overheat? appeared first on Counterman Magazine. View the full article

If a customer mentions that they’re seeing fluid trickling from a suspension bushing, their eyes aren’t playing tricks on them. That bushing could be hydraulic. Hydraulic suspension bushings were developed in response to customer demands for smoother, quieter and better-handling vehicles. To achieve this, sophisticated suspension components are needed. Modern suspension systems look a lot different than they used to, with multiple links used to maintain suspension geometry. A non-hydraulic suspension bushing typically will feature a number of empty voids inside them. These voids are a product of clever engineering, and they allow for deflection/compression in a specific direction when placed under load. Hydraulic bushings fill those empty voids with a fluid. This fluid works like a hydraulic damper, while still allowing for deflection/compression when under load. The word “hydraulic” might imply that hydraulic fluid or oil is used inside these bushings, but they typically use a glycol mixture instead. Oil or hydraulic fluid would break down the rubber inside the bushing and cause it to fail prematurely. If you’ve ever seen a radiator hose that got coated in engine oil, you know what we’re talking about. These bushings are engineered with a certain tire and wheel combination in mind. This means increasing the tire and/or wheel sizes can throw this off, and the suspension may need to be repaired more frequently. Hydraulic bushings are able to isolate noise, vibration and harshness (NVH) from entering the vehicle cabin more effectively than standard bushings. Hydraulic bushings can be firmer without compromising passenger comfort, leading to crisp steering response and road feel. They will deflect less under load, such as braking or hard cornering, and this means better vehicle stability. But, all bushings eventually will wear out and need to be replaced. Hydraulic bushings may crack, rip or tear, just the same as non-hydraulic bushings will. The big giveaway is the hydraulic fluid leaking from the bushing. Failing hydraulic bushings typically exhibit one or more of the following symptoms: Clunking or knocking noises while braking or turning Evidence of fluid leaks coming from the bushings Unwanted suspension movement Tire wear (from excessive suspension movement) Increased NVH transferring into the vehicle cabin Replacement Tips Hydraulic bushings likely will be more expensive to replace than standard bushings. Here are a few tips and tricks to share with your customers. Let’s start with the most important tip: Always check the OE service information. Even if your customer has performed this type of repair in the past, it’s still a good idea to check the service information to see if anything has been updated recently. They should road-test the vehicle before and after the repair. If your customer is pressing a hydraulic bushing into or out of a suspension arm, they should be careful not to apply force directly against the rubber part of the bushing. Doing this will most likely rupture the rubber bushing, causing the hydraulic fluid to spill all over the floor. Once this happens, the bushing is ruined and must be replaced. Be sure to only apply force against the outer race or sleeve. Modern bushings likely will feature some sort of locating mark, notch or indicator. Reference the OE service information to learn how to correctly align the bushing to the suspension arm. Doing this will allow the suspension to articulate properly. Failure to do this may cause the suspension to bind up during movement, and/or cause the bushing to wear out or fail prematurely. It’s strongly recommended to wait to torque the fasteners down to specification until the suspension has been set to normal ride height. If the fasteners are tightened down with the vehicle in the air, the bushing will be forced to twist when the vehicle is lowered onto the ground. This means that the bushing will always be twisting at normal ride height, and this will surely lead to premature wear, tearing and/or failure. Finally, your customer should perform a four-wheel alignment if the service information calls for it. Some suspension components may not require an alignment after service; it depends on the make, model and application. The post Hydraulic Suspension Bushings appeared first on Counterman Magazine. View the full article

MAHLE Aftermarket announced the winner of the second segment of the “Powered by MAHLE” Engine Giveaway. The lucky winner, who is based in Missouri, has been awarded a vintage Chevrolet small-block engine (1967-2002) built by Baldwin Racing Engines of Friedheim, Missouri. The engine features all applicable premium MAHLE components. The next segment of the “Powered by MAHLE” sweepstakes officially kicked off on Sept. 1 for the chance to win a Ford 302 engine with 315 horsepower and 330 foot-pounds of torque built by Jasper Engines & Transmissions. “The response from customers and fans continues to be extremely positive and our next giveaway – a Ford 302 – is certain to be a premium prize for your vehicle,” said Jon Douglas, president, MAHLE Aftermarket North America. “Participants still have several weeks to enter our third round of the program so there’s still ample time to get in on the action for a chance to win this awesome engine.” Non-winning entries for a segment will roll into the subsequent entry segments; but participants are encouraged to enter the sweepstakes on both Facebook and Instagram with a unique photo for each entry segment. The final engine-giveaway segment in this four-part promotion, will begin on Oct. 1 In addition to the engine, winners will be provided a one-night hotel stay and entry to the Performance Racing Industry show in Indianapolis in December along with the opportunity to have dinner with “Team MAHLE” – the likes of which may include members of Kalitta Motorsports, John Force Racing, Tony Stewart Racing and others. For the latest “Powered by MAHLE” updates, including exclusive details on the remaining two segments of the program and how to enter, visit MAHLE USA on Facebook and Instagram or visit MAHLE Aftermarket’s website. No purchase is necessary. Rules are available on the contest website. The post MAHLE Selects Second Winner of Engine Giveaway appeared first on Counterman Magazine. View the full article

Litens Aftermarket recently introduced its latest OE improvement, the 999420A belt tensioner. This new tensioner boasts improvements to the OE design, enabling an efficient belt-tensioner replacement process by a single technician, according to Litens. “This tensioner was engineered to improve upon the OE design by addressing the challenges technicians encounter during the installation of belt tensioners, particularly in the confined spaces of engine compartments,” Litens explained in a news release. “Focusing on ease of installation, Litens integrated a design advancement to simplify the installation process significantly.” The design upgrade is the lift feature, strategically placed in an offset position between the mounting bolts that secure the tensioner – adding an extra inch under the lip for a technician, providing greater ease of access. Typically, a tensioner is located at the side of the engine compartment where there’s very little room for working hands to get a wrench on the tensioner to loosen the belt during installation. The configuration in the Litens tensioner facilitates easy access for technicians to position their wrench when loosening the belt, streamlining the installation process even in the tightest engine compartments, according to the company. Additionally, the lift feature is designed for a 14-millimeter hex wrench consistent with OE design, rather than using a 15-millimeter hex wrench traditionally used on aftermarket tensioners. Consequently, Litens says, the technician has one less tool to keep track of throughout the replacement process. “As an engineering company that manufactures parts, we recognize the struggles that come with installing these parts in tight space,” said Randy Wolters, product manager, belt-tensioning products, Litens Aftermarket. “With these design improvements we’re able to give the tech an extra set of hands and save them from the bloody knuckles you get when working in such a tight space.” The new tensioner is available for all Mazda applications between the years 2006 through 2017, covering a total of 30,000 vehicles in operation. The post Litens Belt Tensioner Boasts Improvements to OE Design appeared first on Counterman Magazine. View the full article

Raybestos has announced their sponsorship of Sally McNulty and Team Infamous (driver Derek Madison) for the 2023 race season. These teams race in the endurance and drift racing circuits. “As a leading brake manufacturer, Raybestos is dedicated to innovation, precision and excellence,” the company said in a news release. “With over 60 years of experience in the racing world, Raybestos has a long heritage of excellence and recognition. Raybestos professional racing brake pads are engineered specifically for extreme performance conditions to get racers across the finish line.” Check out and follow the Raybestos racers this season on their social media platforms. Sally McNulty https://www.facebook.com/SaltyMcNulty https://www.instagram.com/teamsallyracing/?hl=en https://www.youtube.com/@teamsallyracing https://www.tiktok.com/@teamsallyracing Team Infamous https://www.facebook.com/people/Derek-Madison/100048134629777/ https://www.instagram.com/derek_madison/?hl=en https://www.youtube.com/channel/UCZOTNRhp70d0HRaUOsgcapg https://www.tiktok.com/@derekmadison27 Raybestos is part of the First Brands Group. The post Raybestos Announces 2023 Racing Sponsorships appeared first on Counterman Magazine. View the full article

The inaugural class of the National Institute for Automotive Service Excellence (ASE) President’s Club will feature six of the most accomplished automotive service professionals in the transportation industry. “We want to congratulate the first class of the ASE President’s Club,” said Tim Zilke, ASE president. “These outstanding individuals have earned distinction by receiving ASE certifications in over 50 areas as well as having successful careers as service professionals. These six are the best of the best and we are honored to induct them into the ASE President’s Club.” The ASE President’s Club selections will be made each year, with any changes in status determined at that time. The current requirements include passing 51 ASE certification tests. The military test series and all OEM-specific tests are excluded from the ASE President’s Club requirements. The following is the inaugural class of the 2023 ASE President’s Club: David M. Burns – Hewlett Packard Enterprise Services (Eads, Tennessee) Daniel J. Fuller – Connecticut State Community College, Gateway Campus (Southbury, Connecticut) Robert S. Macas – AutoTime (Oak Lawn, Illinois) Glenn D. Markley – Cox Automotive (North Providence, Rhode Island) Zachary A. Merrill – The Car Whispers, LLC (Greenville, South Carolina) William J. Woods – First Vehicle Services (Delta, Pennsylvania) Established in 1972 as a non-profit organization, ASE is a driving force in the transportation industry. As an independent third party, ASE upholds and promotes high standards of service and repair through the assessment, certification and credentialing of current and future industry professionals, and the prestigious ASE Blue Seal logo identifies professionals who possess the essential knowledge and skills to perform with excellence. Today, there are approximately 220,000 ASE-certified professionals at work in dealerships, independent shops, collision repair shops, auto parts stores, fleets, schools and colleges throughout the country. The post ASE Congratulates Inaugural President’s Club Honorees appeared first on Counterman Magazine. View the full article

PRT recently added 15 new products to its portfolio of complete strut assemblies for passenger cars, SUVs and pickup trucks. The new products, which extend the PRT portfolio in the North American aftermarket, represent more than 5 million vehicles in new coverage. The product launch covers models such as the Subaru Impreza, Ford Escape and Volvo XC60, in addition to brand-new applications such as the 2021 Lexus NX300, 2022 Chevrolet Malibu and 2022 Honda CR-V, among others. PRT is a brand of the ADD USA group, one of the largest manufacturers of complete strut assemblies in the world. “Our company is globally certified and recognized for producing high-performance products,” said Bruno Bello, director of global marketing at PRT. “We are committed to providing innovative solutions to our U.S. clients by launching new items in the aftermarket that feature the same quality components used in the OE market.” For more information about PRT products, call 770-238-1611 or visit the PRT website. The post PRT Adds 15 Complete Strut Assemblies to Aftermarket Portfolio appeared first on Counterman Magazine. View the full article

Arnold Motor Supply, in collaboration with several channel partners in the automotive aftermarket, raised $75,000 for the nonprofit Tori’s Angels. The company celebrated the fundraising achievement during its annual golf and leisure event. Tori’s Angels is a nonprofit organization dedicated to assisting children with life-threatening medical challenges. “Tori’s Angels makes a profound difference in the lives of children and families in Iowa,” said Eric Johnson, president and managing partner at Arnold Motor Supply. “With the support of our valued channel partners, we’re thrilled to have made a meaningful difference for approximately 20 more families in need.” Tori’s Angels covers all medical and travel expenses not covered by insurance, providing support from acceptance into the program until a child’s 19th birthday. The foundation always is looking for more children to help. Tori’s Angels CEO, Kirby Klinge, encourages Iowa families to reach out to the foundation for more information. Channel Partners Recognized Arnold Motor Supply also took the opportunity to recognize outstanding contributions from key channel partners during the event. The company recognized PPG Industries as Vendor of the Year for PPG’s exceptional partnership and commitment through training, shop certification programs and inventory optimization. East Penn’s Mark Hoffman, Kevin Irlocker and Ben Clark were named Reps of the Year for their customer-loyalty programs and field support. Arnold Motor presented the Agency Partner of the Year award to Greg Nevins and Jeff Ridley of N.A. Williams, acknowledging their substantial contributions during product changeovers, fieldwork and wrap-around program support. “Arnold Motor Supply and their channel partners remain dedicated to community support, improving the lives of those in need and reinforcing their collaborative efforts for the future,” the company said. The company would like to recognize the major sponsors that helped to nearly double the donation over last year’s fundraising efforts: Valvoline, BBB Industries, 3M, Delphi, Dorman Products, Dayton Parts, East Penn, First Brands Group, Growmark, Motorcar Parts of America, Akzo Nobel, AP Emissions, Denso, Gates Corp., Northland Oil, Mevotech, Bosch, C-Aire Compressors and Highline Warren. The post Arnold Motor Celebrates Fundraising, Key Channel Partners appeared first on Counterman Magazine. View the full article

It used to be common for mechanics to rebuild certain components in the shop, including brake calipers, wheel cylinders, starters and alternators. There used to be a time when economically it made sense. The small components needed for a rebuild were inexpensive, and it ultimately didn’t take too long. Plus, all you could get was the rebuild parts, or go with new. But the repair industry shifted away from rebuilding. Now, professional technicians rarely toy with the idea. But what about brake calipers? Does it make sense to rebuild them instead of replacing? Most of the parts are readily available. If the professionals don’t do it, why not? And, can it save money for a DIYer? The knee-jerk answer for many is no. The main reason is time versus cost. Let’s face it: Remanufactured calipers are very reasonable in price. Companies that do this benefit from volume. Every part of the process from cleaning to inspection, machining and reassembly happens in volume, so they’re able to keep the costs low, yet produce a quality product. It’s difficult to justify the amount of time it would take, especially when you consider the cost of your labor. Is it difficult to do? Not by any means. A brake caliper is possibly one of the easiest things to rebuild – even rear calipers with built-in parking brake mechanisms. It’s the same basic process (just a few more parts), so you just need to pay closer attention to how they come apart. But, there are a few questions to ask. Do you have the means to clean and refinish it? Do you have the tooling to properly hone the piston bore? And then you need the seal kit and possibly a new piston. To match what you get with most reman calipers, add new slide pins, boots, pad shims, a new bleeder valve and new brake-hose sealing washers into the mix. When you consider the time and effort involved, suddenly it starts to sound a little better to go with a reman or new, and the best part is, new calipers aren’t much more expensive than reman. Why Rebuild? With all that said, why would someone rebuild a caliper? Rebuilding can be fun and it’s a rewarding feeling. Even though it’s not cost-effective from a professional standpoint, for a DIYer it can save a lot of money. If it’s a project car and time is not of the essence, saving money is usually the name of the game. Remanufactured calipers are always refinished, but maybe there’s a specific color you want the calipers to be. High-heat caliper paint is readily available in many colors, and if you’re going to paint them, the proper time to do it is when they’re disassembled. In some cases, on older cars, reman or new calipers may not be available. There aren’t any cores to rebuild, and it’s cost-prohibitive to produce new ones, so you may have no choice on some restorations. There also are cases where a specific type of caliper – whether it be the design or specific casting marks – may affect the originality of a car, and this also is an important part of the restoration. There are plenty of reasons to rebuild a caliper, and there’s certainly nothing wrong with doing it. But, it’s safe to say that most are going to go with reman or new options unless the circumstance calls for using the original. The post Brake Calipers: Rebuild or Replace? appeared first on Counterman Magazine. View the full article

The University of the Aftermarket Foundation (UAF) has awarded 378 scholarships to students throughout the country, totaling $640,250 for the upcoming school year. A complete list of scholarship recipients can be found at AutomotiveScholarships.com/scholarship-alumni. Those awarded with scholarships will be attending a two-year or four-year college or university or an accredited automotive vocational program. While the majority of the students are studying to become mechanical, collision or heavy-duty repair professionals, others are pursuing degrees in such fields as business, engineering and IT/cybersecurity that will lead to a career in the automotive aftermarket. In addition, many named scholarships were awarded on behalf of a variety of individuals and organizations. To be considered, scholarship candidates applied at the foundation’s AutomotiveScholarships.com or HeavyDutyScholarships.com websites. Once the teams of volunteer scholarship reviewers evaluated completed applications, recipients and their corresponding schools were notified of the awards. “It’s wonderful to see so many students looking to the aftermarket as a career path and applying for scholarships to help get them there,” said Mike Buzzard, chairman of the UAF scholarship committee. “Awarding so many scholarships would not be possible without the generosity of those who donate their time and resources to UAF. Their support helps ensure that the aftermarket remains vibrant and strong through education.” To learn more about the University of the Aftermarket Foundation or make a donation, visit UofA-Foundation.org. To apply for a scholarship for the 2024-25 academic year, visit AutomotiveScholarships.com or HeavyDutyScholarships.com. The post UAF Awards Scholarships for 2023-2024 Academic Year appeared first on Counterman Magazine. View the full article

The ASE Education Foundation engaged noted automotive expert and ASE spokesperson Bogi Lateiner to deliver her presentation, “Revving up the Diversity: Shaping an Inclusive Future in Auto Repair High School and College Shop Programs” at the recent ASE Education Foundation Instructor Training Conference. Before a standing-room-only crowd, Lateiner gave a compelling speech that focused on how to develop new initiatives to create a culture of inclusiveness in schools and the workplace. “We want to thank Bogi for providing such an interesting and inspiring presentation,” said Mike Coley, president of the ASE Education Foundation. “Instructors have incredible influence on students. Helping instructors create an inclusive environment for both male and female students attracts more and better students which translates into more entry-level technicians.” Lateiner’s presentation started with a roleplay featuring two male instructors as an automotive instructor and female student. The female student was trying to talk her way into an automotive course while the instructor was trying to talk her out of it. Although humorous, it hit home on how hard it can be for female students to be accepted into an automotive, collision or truck program. Some of the key points Lateiner emphasized in working with both male and female students included: Treat them the same. Have the same expectations of work to be accomplished and knowledge to be gained. Do not “dumb-down” skills for female students because of perceived strength or knowledge differences. A set of brakes doesn’t care what gender is changing them. Do not compare. Don’t tell the male students that the female students are showing them up. Comments like that create more of a distance between male and female students and places unreasonable expectations on the female students. Create an inviting environment for everyone. A large part of Lateiner’s presentation was about the “automotive club.” As Lateiner explained it, “We are the club,” and then explained, “that nobody wants to be a part of it. That needs to change if we want to solve the technician shortage.” “Often viewed as being sensitive, the younger generation is not necessarily sensitive, but asks for what they want and need,” said Lateiner. “In this hiring environment, employees have more power. Asking to be treated with respect, to be trained and provided with a career path while working in a collaborative environment isn’t being sensitive. It’s what every employee should have. Change starts with the instructors. They have the power to create and set the expectation of a good work environment that their students can then take to the workplace.” The post Lateiner: Diversity, Inclusion Needed to Stem Tech Shortage appeared first on Counterman Magazine. View the full article

Photo caption: Dirk Damaschke (left) and Marc Siemssen After more than 28 years at the helm, MEYLE AG majority shareholder Karl Gaertner is stepping down from the company’s executive board. As of Sept. 1, board members Dirk Damaschke and Marc Siemssen are now managing the Hamburg, Germany-based parts manufacturer. Gaertner is leaving operational management entirely in the experienced hands of his former board colleagues, Damaschke and Siemssen, who have been involved in company management and members of the executive board for several years now. Gaertner will remain chairman of the executive board of the Wulf Gaertner Autoparts AG holding company, which is wholly owned by the family, and thus continue to support MEYLE with his expertise. The long-term transition is part of a generational change designed to prepare the company for the future. In addition, Gaertner’s daughter, Lisa Gaertner, has joined the holding company’s supervisory board as a family representative. “For nearly three decades, I’ve had the opportunity to work with many dedicated colleagues and help transform MEYLE into an internationally successful company that is well known among our customers worldwide for its innovation and quality. And now the time has come for me to pass on the torch,” Karl Gaertner said. “We, the owner family, plan to hand over MEYLE as a successful and internationally competitive company to the next generation. I’m delighted that Lisa Gaertner is assuming a new level of responsibility at the holding company and that we have found just the right team in Dirk Damaschke and Marc Siemssen to continue the brand’s success story.” Siemssen called Gaertner “a visionary entrepreneur who has transformed MEYLE into the innovative, global company and powerful brand that we are today.” “We’re assuming responsibility for the company in an exciting era of change that offers both challenges and opportunities for the entire automotive industry,” Siemssen asserted. Damaschke added: “We’re starting from a strong position and have a wonderful team behind us. We feel like we’re in the best position to advance key issues like electric mobility, sustainability and international growth with full force.” The post MEYLE Announces Management Changes appeared first on Counterman Magazine. View the full article

In the July 2023 issue of AMN/Counterman, we gave leaders from the major distribution groups and trade associations an opportunity to reflect on the most critical issues affecting the automotive aftermarket. For the second year in a row, we let distribution leaders “riff” on these topics in their own words. Here’s what Paul McCarthy, president and CEO of MEMA Aftermarket Suppliers, had to say about the ongoing battle to pass federal Right-to-Repair legislation. We are in a historic moment for our industry. The REPAIR Act is the most important piece of aftermarket federal legislation since Magnuson-Moss in 1975. If we don’t have the REPAIR Act, our research says that by 2035, $86 billion in consumer service choices will be thwarted by repair restrictions – and that number will grow quickly. Repairability isn’t just an automotive issue. It matters even more in the commercial-vehicle sector, where the information and access are needed to minimize downtime. Government advocacy plays a crucial role in strengthening the automotive aftermarket. It’s an important activity that we can all participate in whether you have an “inside-the-beltway” background or just are passionate about our industry. By using our collective voices to highlight the significance of issues such as the Right to Repair movement, we support a thriving aftermarket sector that benefits consumers, ensures safety and fosters innovation. And we have something that we can all believe in; the REPAIR Act is principle-based. We ask to continue what we’ve had – which is the ability to repair and maintain vehicles. What we advocate for is simple: the principles of consumer choice and free markets. One of our key values is a commitment to safety. Aftermarket suppliers believe in safety, cybersecurity, trust, intellectual-property protection, privacy and cross-industry cooperation. And our industry has the technology and governance institutions to achieve all of this and repairability for consumers. For example, the REPAIR act engages NHTSA to ensure repair safety and cybersecurity. As NHTSA pointed out in its vehicle cybersecurity guidelines, “ … Cybersecurity should not become a reason to justify limiting serviceability. Similarly, serviceability should not limit strong cybersecurity controls.” The REPAIR act ensures this. Building relationships with elected officials is another powerful strategy. This summer, several of our members are engaging one-on-one with representatives at their facilities. These essential interactions ensure the industry’s voices are heard and cultivate government champions who can drive positive change on the aftermarket’s behalf. I invite you to join MEMA’s and our industry’s advocacy efforts on repair access and other issues that are important to you. Your work and influence today will ensure a vibrant and prosperous aftermarket sector for years to come. MEMA Aftermarket Suppliers Founded: 1904 Headquarters: RTP, North Carolina (aftermarket); Washington, D.C. (government advocacy) Number of members: 375 aftermarket suppliers of the parts, tools, chemical and technologies that keep vehicles running safely and affordably across their lifecycle. Website: www.mema.org/membership/aftermarket-suppliers The post Paul McCarthy: This Is a Historic Moment for Consumer Choice appeared first on Counterman Magazine. View the full article

Platform-sharing” and “badge engineering” are terms often used to describe the common industry practice of developing multiple vehicle models from a common design. The economy of a single design underpinning multiple vehicles allows manufacturers to streamline the development process, and to provide the buyer with options across their base, mid-line and luxury divisions. Much of this “twinning” occurs within a manufacturer’s “family” of brands, but cooperating with rival manufacturers already well-established in a market allows the manufacturer to produce vehicles outside their wheelhouse. Ford Motor Co. has a long history of platform-sharing among its Ford, Lincoln and Mercury divisions, in addition to several collaborations with outside OEMs. As a global company for more than 100 years, Ford’s U.S. arm also has benefitted from the engineering of its European, Australian and Asian divisions. Since its establishment in 1939, Mercury was positioned as Ford’s mid-range division, filling the price gap between the Fords and Lincolns. Mercury served this role until 2010, when the division was shuttered. The last Mercury rolled off the assembly line in January 2011. That final Grand Marquis had shared the Panther platform with the Ford Crown Victoria and the Lincoln Town Car – two models that also would be discontinued later that year. Prior to its closure, Mercury also had offered mid-range versions of the Mustang (Capri), Taurus (Sable), Escape (Mariner) and Explorer (Mountaineer). Rebadging the Explorer has been a cottage industry for Ford. In addition to the Mountaineer, Lincoln offered the Aviator from 2003 to 2005, the MKT from 2010 to 2019 and the Aviator again beginning in 2020 (now based on the latest Explorer CD6 platform). After prior collaborations on Ford’s Courier and Ranger pickups, Mazda also was an early adopter of the first-generation Explorer platform. The Mazda Navajo was built alongside the Explorer in Louisville, Kentucky, from 1991 to 1994. Mazda and Ford later would co-develop the Tribute and Escape for 2001. This kind of sharing hasn’t always been the case at Ford. At the end of World War II, Ford of Canada divided up its dealer networks, establishing standalone “Ford” or “Lincoln-Mercury” dealers throughout Canada. An unforeseen outcome of this separation was that the Lincoln-Mercury dealers did not have economy models or trucks. In 1947, these dealers received the first of the “M-series” trucks, which essentially were re-badged F-series Fords. A budget line of “Meteor” passenger cars was introduced in 1949. Ford dealers received the “Monarch” line of mid-priced vehicles to fill the gap in their own lineups. This arrangement continued until the 1960s, when tariffs on vehicle trade across our northern border were eliminated. Mercury trucks were never sold in the United States, but in 1993, Mercury buyers were offered their first minivan, the Villager. This actually was a joint venture between Ford and Nissan, with Nissan-badged versions carrying the Quest nameplate. The Villager was assembled by Ford, but featured a 3-liter Nissan FWD drivetrain. It later would be replaced by the Windstar, which had no equivalent Mercury companion model at the time. The Windstar was renamed the Freestar for 2004, and regained a Mercury companion in the Monterey. Lincoln, founded in 1917 and purchased by Ford in 1922, still represents Ford’s luxury division. Long known for large cars like the Continental and the Town Car, Lincoln in 2021 transitioned exclusively to crossover and SUV platforms. Lincoln had even tried its hand at pickup trucks, with the 2002 Blackwood, and the 2006-2008 Mark LT. Both were rebranded luxury versions of the F-150 crew cab platform. In 2007, Lincoln adopted a new model-naming convention, playing on the heritage of the “Mark-series” nameplate used through 1998. The MKX and MKZ were the first of these, with the MKZ sedan being the Lincoln version of the Ford Fusion and Mercury Milan, and the MKX being a Ford Edge-based crossover (“X”-over). Originally intended to be spoken as “Mark-X” and “Mark-Z,” both vehicles were produced on the same CD3 platform originally developed for the Mazda 6. The MKS sedan (based on the Taurus) and the full-size Explorer-based MKT followed in 2009 and 2010, respectively. In 2015, the MKC compact crossover was introduced, built on the Escape platform. Lincoln has since dropped the “MK” designations in favor of proper names for its crossover and SUV lineup, which is a relief to anyone who has misheard or misspoken these similar-sounding model names while looking up parts! Ford-Lincoln-Mercury (FLM) dealerships once were a common sight here, with all three divisions available in one location. But, after a decade without Mercury, Ford-Lincoln dealers are fracturing yet again. In 2019, Lincoln began an initiative to develop standalone Lincoln dealerships to market more exclusively to the upscale clientele of the luxury-car market. Targeting 30 U.S. metro areas, Lincoln-only showrooms have already opened in half of the roughly 150 planned locations. Sales are up at these dealerships, but they still don’t have pickup trucks! The post A Closer Look at Lincoln-Mercury appeared first on Counterman Magazine. View the full article

The University of the Aftermarket Foundation (UAF) welcomes GB Remanufacturing Inc. as a new lifetime trustee and thanks the company for its generous support. Michael Kitching, president and CEO of GB Remanufacturing, will serve as the company’s representative on the UAF board of trustees. “The University of the Aftermarket Foundation plays a fundamental role in educating and shaping the future leaders of our industry. All of us at GB Remanufacturing are proud to support this great organization as a lifetime trustee,” Kitching said. “Our industry constantly evolves and must adapt to a rapidly changing business landscape, and it is crucial that we continue to support those pursuing careers and leadership roles within the aftermarket wherever we can.” The University of the Aftermarket Foundation lifetime-trustee designation is reserved for exceptional donors that support the UAF mission of providing scholarships and educational opportunities for the next generation of aftermarket professionals. “We are very proud to welcome GB Remanufacturing as a lifetime trustee and we appreciate Michael volunteering his time to serve on the UAF board of trustees,” said Bob Egan, chairman of the University of the Aftermarket Foundation. “The generous support of GB Remanufacturing will help UAF offer more scholarships and expand access to educational opportunities that help attract and retain talent in our industry. We thank Michael and his team for recognizing the importance of the UAF mission to the future of the aftermarket.” The University of the Aftermarket Foundation is a 501(c)(3) not-for-profit organization, and all contributions are tax-deductible to the extent provided by law. To learn more about the foundation, apply for a scholarship or grant, or make a donation, visit www.uofa-foundation.org. The post UAF Welcomes GB Remanufacturing as Lifetime Trustee appeared first on Counterman Magazine. View the full article

Auto Value and Bumper to Bumper, in collaboration with the University of the Aftermarket Foundation, are pleased to announce 25 winners of the 2023 scholarship season. The recipients, picked from a competitive pool of student applicants from across North America, will be recognized as they work toward their degrees. This year’s scholarship recipients and their respective warehouse distributor include: David Ritchie, San Antonio, Texas – Aftermarket Auto Parts Alliance Inc. Kalan Kalynka, Regina, Saskatchewan – Auto Electric Karina Rice, Willmar, Minnesota – Automotive Parts Headquarters Inc. Cody Narloch, Drayton, North Dakota – Automotive Parts Headquarters Inc. Garrett Wolcott, Milford, Michigan – Auto-Wares Group of Companies Anna Reid, Weidman, Michigan – Auto-Wares Group of Companies Jarod Wright, Manistee, Michigan – Auto-Wares Group of Companies Shanarie Starks, Grayling, Michigan – Auto-Wares Group of Companies Ranjot Singh, Calgary, Alberta – Central Auto Parts Distributors Alexandra Skidmore, Starrucca, Pennsylvania – Hahn Automotive Warehouse Inc. Connor Shively, Overton, Nebraska – Merrill Company (The)/Arnold Motor Supply Lucas Matt, Boone, Iowa – Merrill Company (The)/Arnold Motor Supply Madison Long, Greenfield, Iowa – Merrill Company (The)/Arnold Motor Supply Brady Mulligan, Prospect, Kentucky – Moog Louisville Warehouse Shandon Burnham, Bryan, Texas – Parts Warehouse Inc./Crow-Burlingame Logan Millien, West Monroe, Louisiana – Parts Warehouse Inc./Crow-Burlingame Susan Fullam, Tulsa, Oklahoma – Parts Warehouse Inc./Crow-Burlingame Coby Reeves, Buckner, Arkansas – Parts Warehouse Inc./Crow-Burlingame Carson Spencer, Tulsa, Oklahoma – Parts Warehouse Inc./Crow-Burlingame Robert Holmes, Petal, Mississippi – Parts Warehouse Inc./Crow-Burlingame Madeline Ezell, Hopkinsville, Kentucky – Parts Warehouse Inc./Crow-Burlingame Kassidy Sanders, Hampton, Arkansas – Parts Warehouse Inc./Crow-Burlingame Tyfani Wood, Gould, Arkansas – Parts Warehouse Inc./Crow-Burlingame Breanna Baillio, Glenmora, Louisiana – Parts Warehouse Inc./Crow-Burlingame Katelyn DeWitt, Meridian, Mississippi – Parts Warehouse Inc./Crow-Burlingame “This has been another great year of qualified candidates. Each year the application pool gets better and more competitive,” said Laurel Lopez, marketing & events coordinator for the Aftermarket Auto Parts Alliance, program headquarters for Auto Value and Bumper to Bumper. “We are excited to see what the future holds for the students’ education and career paths, and look forward to continued support of the University of the Aftermarket Foundation.” Through their affiliation with Auto Value and Bumper to Bumper, all potential candidates filled out a comprehensive application that included essay prompts, short answers, letters of recommendation, transcript requirements and more. A panel of judges reviewed and ranked the applicants based on their merits following guidelines and administration from the University of the Aftermarket Foundation. Candidates also were required to show they were employees or children of employees at an Auto Value, Bumper to Bumper or Confidence Plus location. Since the Alliance scholarship program was developed in 2001, it has awarded almost $575,000 in scholarships to deserving students. The annual program encourages continuing education within the membership and supports the next workforce generation in achieving their educational goals. For more information about the University of the Aftermarket Foundation, please visit https://uofa-foundation.org/. The post Auto Value/Bumper to Bumper Announce Scholarship Winners appeared first on Counterman Magazine. View the full article

In the July 2023 issue of AMN/Counterman, we gave leaders from the major distribution groups and trade associations an opportunity to reflect on the most critical issues affecting the automotive aftermarket. For the second year in a row, we let distribution leaders “riff” on these topics in their own words. Here’s what Bill Hanvey, president and CEO of the Auto Care Association, had to say about the ongoing battle to pass Right-to-Repair legislation – in Massachusetts and at the national level. “A rising tide lifts all boats” is a quote commonly attributed to President John F. Kennedy to suggest that investing in economic development can benefit everyone who participates in the economy. The same sentiment is true for the more than $400 billion auto care industry, as evidenced by our recent joint channel forecast that showed our industry outperforming our expectations in 2022. That’s how we roll: Collaboration is critical between supplier, distributor and end user to ensure that we’re meeting the needs of our industry from the top of the supply chain down to the consumer. It’s easy to get comfortable when the numbers are this good and it’s hard to keep up with demand … everything appears to be firing on all cylinders (of course, an automotive analogy). While it’s important to celebrate our success, it’s also critical for all of us to be engaged to thwart the biggest threat to our industry since its inception. On June 12, a representative from the National Highway Traffic Safety Administration (NHTSA) penned a letter to the attorneys representing the automakers instructing them to ignore the Massachusetts Data Access Law (Right to Repair Act) that was approved by 75% of the voters because they interpreted it to be federally pre-empted by the national Safety Act. This letter came two years after the federal court in Massachusetts asked NHTSA to comment on the trial – which they opted not to do. This is a now a rallying cry for all of us, and I’m afraid that unless we activate our entire industry around this issue, we all will lose … especially the consumer. Shop owners and DIYers are already experiencing instances where data is not made available by the automakers, and this will continually escalate should we not pass Right to Repair at the national level. The phrase “Now is the time for all good men to come to the aid of their country” was actually first used as a typing drill in the mid 19th century – not shouted in the House of Burgesses by Patrick Henry as is commonly believed. We now have a new rallying cry of, “Now is the time for all men and women to defend the auto care industry and consumer choice,” which is critical to our long-term viability as an industry. Here’s how you and your company can take part in the most important battle our industry has ever faced: Scan the QR Code below to send an automatic letter to your local congressperson telling them to support the REPAIR Act. Download the Right-to-Repair promotional materials at autocare.org/r2rtoolkit to conduct a unified company awareness campaign on Right to Repair. Our toolkit has everything you need to educate employees and customers about the necessity of Right to Repair. Host your congressperson at your place of business. We have a complete program that handles the contacts, the logistics and the talking points. It’s easier than you think, and any politician is always looking for a photo op with their local business constituents. Here’s a link to our Advocacy 101 toolkit to learn how to get started. I saved the most important for last: Attend the Auto Care Association’s legislative summit on Sept. 21 in Washington, D.C. Join us and hundreds of your industry colleagues in Washington as we arrange meetings between you and your local congressional representatives so they can hear directly from you about our industry’s need to access vehicle data. Meeting with an elected official is nothing more than a sales call, and guess what? You are the customer! The loudest voice in Washington is that of the taxpayer/voter – and we provide the talking points, the meeting schedule and a thoroughly American day participating in the political process. This is a day you will bring home to your family and friends, and I promise you: You will not regret it. Take a look back at highlights from our last legislative summit in 2019 in this video and stay tuned throughout the year for additional details. Thanks to all of you for engaging in the protection of our industry’s future! The post Bill Hanvey: Now’s the Time to Support Right to Repair appeared first on Counterman Magazine. View the full article

Rack-and-pinion steering is the predominant type of steering system on vehicles today. Simplicity is one of the reasons for their popularity. On these systems, an inner and outer tie-rod end on each side connects the steering rack to the steering knuckle. The inner tie-rod ends tend to last longer than the outers because they have a smaller range of motion, and they simply don’t get the same abuse as the outers on these systems. Throughout the life of a vehicle with rack-and-pinion steering, it’s not uncommon to replace outer tie-rod ends multiple times, and rarely or never replace the inners – as long as the boot (also known as bellows) that protects them from dirt and moisture isn’t damaged. Before rack-and-pinion steering became popular, a parallelogram steering linkage was the predominant setup on most cars and trucks, consisting of a pitman arm, idler arm, center link and inner and outer tie-rod ends on each side. The tie rods are connected by a tie-rod sleeve. Even after rack-and-pinion systems became popular and virtually standard on all cars, parallelogram steering remained in use on trucks, vans and heavy-duty vehicles for many years, but today rack-and-pinion is becoming more common on them too. There’s another type of steering system you may run across, also common on some trucks and heavy-duty vehicles, and it consists of a drag link and tie rods. The difference is there’s no idler arm. A drag link goes from the pitman arm to a tie rod that connects to the steering knuckle, and second tie rod runs from the first to the other steering knuckle. Terminology can vary, but don’t let that throw you. In this illustration, No. 4 is the drag link, No. 2 and No. 1 are tie rods. Some people may refer to the drag link as an inner and outer tie rod. Also note No. 6, a steering damper, is a common feature on heavy-duty vehicles. When selling steering components, it can be useful to look at a diagram, in case your customer is unsure of the name of the component they need. You also can use it as an aid in pointing out additional items they may need. The Quality Question It’s not uncommon to be asked about quality, especially with the different lines and varying cost of the steering components you sell. The “economy” or “value” line is designed to make it affordable to repair a vehicle. There’s nothing wrong with these components. I’ve used them many times, and they’re as safe as any other. Will they last as long? Most likely not, but many people choose to go this way because it’s simply all they can afford, and we all can respect that. On heavy-duty or vehicles that the owner plans to keep long-term, it’s best to recommend a higher-end line of components. They’ll last longer, and you also can remind your customer that every time you replace a steering component, an alignment must be performed. That’s an additional cost, and worn components also will cause abnormal tire wear. A less expensive component that doesn’t last as long actually might cost more in the long run. Where’s the Grease Fitting? Fewer steering components come with grease fittings than in the past. Many people perceive this as a sign of “cheap” or low quality. This is far from the case. Many high-quality steering components today are constructed with better materials and higher-quality lubricants. Lack of a grease fitting doesn’t mean low quality. But it does mean there’s no way a poor-quality lubricant can be added to the joint, it can’t be over-greased, and there’s no way for moisture or contaminants to find their way in either. Here’s the kicker: Is your customer going to personally grease the fittings themselves? As a professional technician, if I had a nickel for every greaseable joint I’ve seen that was completely worn out, with not even a remote sign of grease ever having touched the zerk fitting … you know the rest. This is reality. Blame it on whomever. If the greaseable joints aren’t going to be greased, I’d rather have those not designed for it. Extras There are a few good suggestions to keep in mind when selling steering components. If it’s a rack-and-pinion vehicle, rack boots are a good suggestion since the outer tie-rod ends must be removed to replace them. On parallelogram steering, when tie rods are replaced, tie-rod adjusting sleeves are a huge benefit. These are almost always rusted in place and difficult to loosen and turn. New sleeves make the installation much quicker, as well as the alignment. If the vehicle has a steering damper, it’s always a great recommendation. These tend to get ignored, but are commonly worn out. And finally, don’t forget grease for the grease gun, and shop rags to clean up the mess. The post Selling Tie Rods and Steering Components appeared first on Counterman Magazine. View the full article

CarCapsule recently introduced the SC1 Corvette Series ShowCase ultra-premium vehicle-storage shelter, created with the Corvette owner in mind. The SC1 Corvette Series ShowCase dramatically presents the Corvette in an exciting and aggressive rake design emblazoned with “GM Official Licensed Product” Corvette logos. The design of the ShowCase follows the lines of Corvette and makes the car look like it’s going fast, even while standing still, according to the company. CarCapsule Technology seals the car away from dust, dirt, dings, corrosion, mildew, musty odors and pests. “The SC1 Corvette Series ShowCase sustains the immaculate appearance of the Corvette and diminishes the need for constant detailing upkeep,” the company said in a news release. The SC1 Corvette Series ShowCase is supported by a heavy-duty inflatable frame that features easy-open zippered back and side panels, allowing the Corvette to be easily driven in and out and accessed. No tools are required for setup, and no metal or plastic frame needs to be assembled. Simply layout the ShowCase, attach the patented pump and inflate/assemble the structure in less than five minutes. Once inflated, air pressure is continually maintained. In the event of a power loss, the inflatable frame will not collapse. After working closely with the Chevrolet Corvette team, use of Corvette branding was approved. “Corvette has always been at the forefront of innovation, and the officially licensed Corvette CarCapsule follows that same concept,” said Michael Stouffer, Corvette accessory product marketing manager. Corvette logos celebrating the latest Corvette to the earliest are emblazoned throughout the SC1 Corvette Series ShowCase, including the zipper pulls. For protection from moisture-related concerns, 24/7 E.S.T. (Evaporative Storage Technology) continually exchanges inside air with filtered outside air to maintain an optimal environment within the ShowCase, keeping the vehicle clean and dry. IntelliCharge maintains the Corvette’s battery while in storage and integrates directly through the OEM connection port. IntelliCharge also provides a backup power source for the inflation and air circulation fan. The SC1 ShowCase also is available without Corvette branding. The post CarCapsule Introduces Storage Shelter for Corvettes appeared first on Counterman Magazine. View the full article