Counterman

The Auto Care Association released its online publications, the 2025 Auto Care Factbook and the 2025 Auto Care Factbook & Lang Annual. This is the 34th edition of the Auto Care Factbook, which provides the latest consumer and industry trends, expanded international market performance and more, according to the Association. Along with a projected 5.7% growth in 2024, the Factbook projects the total light-, medium- and heavy-duty automotive aftermarket to be a $617.3 billion industry in 2027. In the 193-page Auto Care Factbook report, readers will find: The Joint Channel Forecast Model through 2027 prepared by S&P Global; Financial Benchmarks provided by Jefferies; E-Commerce trends; Vehicle registrations and usage; Collision, Paint, Body and Equipment data; State summary statistics; NEW Global Aftermarket industry profiles for Argentina, Brazil and Guatemala; UPDATED Aftermarket industry profiles for Bolivia, Canada and Mexico; UPDATED Driving behavior data; UPDATED Auto care industry consumer profiles and aftermarket service satisfaction by IMR, Inc.; UPDATED Electric vehicle aftermarket in China; UPDATED Tool and equipment purchasing trends; UPDATED Medium and heavy duty vehicles technology, parts and distribution. “As credit card debt in the U.S. reaches an all-time high of more than $17 trillion in 2024, Americans are feeling the weight of inflation and choosing more cost-saving options when possible, including with the maintenance of their cars,” said Bill Hanvey, president and CEO, Auto Care Association. “For many of the 236 million licensed drivers in the U.S., driving isn’t a luxury—it’s an everyday necessity—and the automotive aftermarket is proving to be the most viable option for affordable service and repair for many Americans as their budgets tighten. This year’s Factbook report underlines this trend of cost consciousness for the American consumer from the barber shop to the repair shop. The Factbook gives readers a holistic view of the aftermarket with the latest available data, equipping industry professionals with the information needed to plan for the year ahead.” All Auto Care Association contacts at member companies receive a complimentary digital copy of the 2025 Auto Care Factbook report as an association member benefit. The post Auto Care Industry Expected to Grow 5.7% in 2024 appeared first on Counterman Magazine. View the full article

SKF announced it will automate the company’s aftermarket products warehouse in Crossville, Tennessee, scheduled for 2025. The warehouse will be retrofitted with a AutoStore robotic storage and picking system. Encompassing a 22,000-square-foot space, the system will include approximately 24,000 storage locations. The fully automated AutoStore picking solution represents a significant leap forward in SKF’s logistics capabilities, allowing for increased efficiency and precision in order fulfillment, the company said. Innovative Technology and Strategic Consolidation The Crossville facility was chosen for this new technology due to its existing role as SKF’s main distribution center in the US. The location offers substantial logistical benefits as a Free Trade Zone (FTZ), according to SKF. Additionally, Crossville already accommodates the SKF Vehicle Aftermarket North America component warehouse and Kitting Center, making it an ideal location to centralize warehousing, kitting, and logistics operations under one roof, the company added. Anticipating Enhanced Customer Experience The consolidation of storage and the introduction of advanced automation technology at the Crossville warehouse will significantly improve SKF’s operational efficiency. The facility’s 24,000 storage locations will ensure that a wide variety of products are readily available, enabling faster response times and better service for SKF’s customers. SKF Vehicle Aftermarket Global President Philipp Herlein said: “This strategic investment highlights SKF’s commitment to excellence in logistics, ensuring that the company continues to meet the evolving needs of its customers. By improving delivery lead times and optimizing order fulfillment processes, SKF is poised to enhance customer satisfaction and maintain its position as a trusted partner in the industry.” The post SKF Automating Tennessee Vehicle Aftermarket Warehouse appeared first on Counterman Magazine. View the full article

OTC released two new suspension bushing tool kits for on-vehicle R&I of single-wrap and double-wrap heavy-duty suspension bushings – Suspension Bushing Kit with Pump and Suspension Bushing Adapter Kit. Both tool kits replace worn-out, rusted and frozen heavy-duty suspension bushings faster and easier without risking heat or other damage by providing a 25-ton capacity, the company said. Each kit saves hours on each job by making quick work of Pivot and D-pin bushing R&I. OTC’s latest suspension bushing tool kits include: 4247-FR Suspension Bushing Kit with Pump: Includes air/hydraulic pump, 25-ton hydraulic cylinder, hose with couplers, complete puller leg/plates and adapter set for double-wrap leaf springs. 4254-FR Suspension Bushing Adapter Kit: For use with OTC service sets; 4247, 4275, 4261 or 4263 with 4106A 25-ton ram. OTC said each suspension bushing kit features Hendrickson rear suspensions, including Primaax EX, Comfort Air and FCCC V-Ride Pivot and D-Pin suspension bushings, and freightliner rear suspensions, including double and single-wrapped FAS II Airliner rear suspension bushings. Both also include centering adapters to align tool and bushing for clean installation. Both are available through OTC distribution partners and resellers. The post OTC Releases New H-D Suspension Bushing Tool Kits appeared first on Counterman Magazine. View the full article

Schaeffler Group USA announced the launch of its Schaeffler Fun-in-the Sun 10K Follower Facebook Giveaway. The promotion celebrates the latest milestone for the Schaeffler REPXPERT USA & CAN Facebook page: reaching 10,000 followers. During the promotion, which continues through June 20, 2024, Schaeffler followers can earn a summer swag bundle filled with promotional items by liking the giveaway post, tagging three people in the comments and following the Facebook page, the company said. “We are excited to celebrate this milestone with our followers,” said Mark Roach, marketing manager, Schaeffler Automotive Aftermarket Americas North. “The Fun-in-the-Sun promotion is a great way for us to engage with our community and show our appreciation for their support.” The Fun-in-the-Sun theme is intended to create excitement for the Summer of 2024. Promotional items include a Weber Grilling Kit, YETI cooler, JBL speaker and Ray-Ban Aviators. Additionally, Schaeffler encourages people to register for a REPXPERT account. The company said members get access to exclusive technical information, training materials and special offers. “The REPXPERT platform is designed to provide automotive professionals with valuable resources and support,” Roach added. “By registering, users can enhance their skills and stay informed about industry trends and new product launches.” The post Schaeffler Launches Facebook Follower Promotion appeared first on Counterman Magazine. View the full article

Schaeffler announced it was recently recognized as a top global supplier of 2023 by General Motors during the automaker’s annual Supplier of the Year event in Miami, Florida. This is the fourth time Schaeffler has been honored with this award. Emphasizing shared values between GM and global suppliers, the rigorous selection process distinguishes those who align closely with GM’s principles, Schaeffler said. These values, rooted in performance, innovation, cultural alignment, and commitment to GM’s ambitious goals, serve as the foundation of the selection criteria. The selection process is guided by the GPSC Priority Wheel, which prioritizes the customer in every aspect of supply chain decision-making. The framework’s core values of safety, inclusion and relationships serve as the foundation for other priorities such as sustainability, innovation, execution, resilience, and profitability. “Receiving this prestigious award from General Motors is a testament to our relentless dedication to delivering outstanding quality and performance,” said Klaus Rosenfeld, CEO of Schaeffler AG. “We are honored to be recognized as a top global supplier and look forward to further advancing our partnership with GM in the pursuit of automotive excellence.” Jon Jameson, senior vice president and GM global key account manager, Schaeffler added, “At Schaeffler, we are immensely proud of our continued partnership with General Motors. This recognition underscores our commitment to innovation and excellence, driving us to exceed expectations in every aspect of our collaboration.” Photo from left: Pratik Shah, Schaeffler key account manager; Klaus Rosenfeld, Schaeffler CEO; Peter Layer, GM purchasing, executive director of chassis propulsion structures; Jon Jameson, Schaeffler senior vice president global key account manager; and Allen Pervo, Schaeffler key account manager. The post Schaeffler Recognized as a GM 2023 Top Global Supplier appeared first on Counterman Magazine. View the full article

Brian Cruickshank’s journey in the aftermarket industry began at Babcox Media, his first job right after college. Initially envisioned as a temporary position, his role evolved into a 29-year career that laid the foundation for his industry expertise. At Babcox, Cruickshank worked across various segments, starting as a junior editor for Underhood Service magazine. Cruickshank ultimately became the editor of Counterman Magazine and aftermarketNews, experiences that gave him comprehensive insights into the distribution market and prepared him for his current role as a Partner at Schwartz Advisors. Cruickshank’s engagement with the aftermarket community extends beyond his editorial roles. His involvement with Auto Care Connect, which began during his early career, has been a significant part of his professional development. This involvement continues today, with many Schwartz Advisors’ team members actively participating in Auto Care initiatives. Cruickshank’s tenure at Counterman provided a front-row seat to the significant changes in distribution. He witnessed numerous major acquisitions, such as O’Reilly’s acquisition of CSK. These events were part of a broader trend of consolidation that has transformed the landscape of the aftermarket distribution sector. When Cruickshank entered the industry, he remembers more than 15 program distribution groups. This number has since dwindled due to mergers and acquisitions, illustrating the ongoing consolidation within the industry. Cruickshank notes that the consolidation trend shows no signs of slowing. Schwartz Advisors is deeply entrenched in the distribution sector, and firsthand experiences suggest that interest in both light vehicle and heavy-duty distributors remains strong. While the light vehicle distribution market is more mature, there’s increasing activity in the heavy truck segment. Factors driving this consolidation include the desire of founder-owned companies to either exit or find well-capitalized partners to support growth. Despite the ongoing consolidation, Cruickshank believes there is still a viable future for independent distributors. He anticipates that the number of distributors will continue to shrink, driven by acquisitions and interest from private equity. However, he underscores that well-run, profitable regional and local distributors will continue to have a place in the market. The post What’s Next For Aftermarket Distribution? appeared first on Counterman Magazine. View the full article

Motion technology provider Schaeffler announced it entered into a partnership with ATSG to become its primary sponsor. Through this agreement, Schaeffler will provide ongoing technical education support to the members of ATSG, which has offered technical support and repair information for transmission technicians for almost 40 years. Through its LuK brand, Schaeffler’s partnership with ATSG will “bring significant educational benefits to technicians in the aftermarket transmission repair industry,” the company said. Schaeffler added it will deliver technical educational content to ATSG members via in-person and online training events focused on trouble shooting and repair best practices. “Having the opportunity to partner with ATSG demonstrates our commitment to providing both innovation and education to the aftermarket,” said Rob Steinmetz, product manager, Schaeffler. “As vehicles continue to become more complex, Schaeffler strives to support repair technicians with the resources they need to get the job done. We are thrilled to partner with ATSG and look forward to supporting its members.” Reed Trueblood, managing director of ATSG, added: “We are eagerly anticipating the value and important resources this partnership will bring to technicians; Schaeffer’s dedication to excellence aligns with ATSG’s vision of driving innovation and empowering our customers with cutting-edge solutions.” Throughout 2024 and 2025, Schaeffler and ATSG will host a series of training events, offering a range of opportunities for technicians to connect and learn. To sign up for these events and learn more about this partnership, visit https://atsg.com/seminars. The post Schaeffler, ATSG Partner to Support Technical Education appeared first on Counterman Magazine. View the full article

The future of the automotive aftermarket shines brightly, and AAPEX is at the forefront of this evolution. As vehicles log more miles and integrate increasingly complex electronics, the landscape of parts and repairs is diversifying. AAPEX research highlights that new products are the primary draw for attendees, making this conference a vital event for staying informed and competitive. The aftermarket is uniquely positioned to benefit from both internal combustion engines and electric vehicles (EVs). Attending AAPEX provides automotive professionals with the latest insights and innovations from industry leaders and the ability to check out cutting-edge products and solutions, helping you stay ahead of industry trends and capitalize on new opportunities. Don’t miss the chance to connect with experts, discover new technologies, and ensure your business thrives in this dynamic market. AAPEX is your gateway to the future of the automotive aftermarket. The post What the Future Holds for the Aftermarket at AAPEX 2024 appeared first on Counterman Magazine. View the full article

The Environmental Protection Agency (EPA) enacted the Clean Air Act to reduce pollution in the late 1960s. Part of the act was to mandate the use of catalytic converters on new vehicles. As these emissions components required replacement, the Clean Air Act was revised to rules to also cover replacement catalytic components. At the same time, the California Air Resources Board (CARB) proposed a stricter set of rules for new vehicles and replacement emissions parts. This has made replacing a catalytic converter a very litigious process that requires specific steps are covered. Environmental Protection Agency EPA headquarters Here are the 10 commandments of converter replacement handed down from the EPA. 1. If the replacement is not required by a state or local program, both the customer and technician must sign a statement concerning why the converter was replaced. (Manufacturers either provide such a statement with the converter or have an example in their catalogs.) 2. If the replacement is required by a state or local program, the technician must keep a copy of the statement or order by the program representative. 3. The invoice for replacement must include the customer’s name and complete address, the vehicle’s make, model year and mileage, as well as the reason for replacement. 4. Retain copies of the invoices and statements for six months and the replaced converters for 15 days (converters must be identified or marked as to which customer’s car they came from). 5. Install the converter in the same location as the original. Changing the location of the catalytic converter can change the performance. 6. Install the same type of converter as the original — oxidation, 3-way or 3-way plus oxidation (dual-bed). This information is sometimes available on the emission tune-up label or from the manufacturer’s application catalog. 7. Install the proper converter for the vehicle as determined and specified by the converter manufacturer. There are engine-size and vehicle-weight limitations that make it inappropriate to install certain converters on certain vehicles. Newer vehicles with On-Board Diagnostic (OBD) systems may not always operate properly with certain aftermarket products. Therefore, the catalog should always be consulted for the correct application. 8. The converter must always be properly connected to any existing air injection components. 9. Install all the other required converters the vehicle would have originally come with unless the converter manufacturer has stated in writing that the aftermarket converter is designed to replace more than one converter. 10. For new aftermarket converters, the installer must fill out the warranty information card supplied by the manufacturer and give it to the vehicle owner or operator. Violating the EPA rules is a breach of federal law since noncompliance is likely to increase the amount of pollution coming out of the vehicle. Penalties for violations by individuals, service or repair shops or fleet operators can be up to $2,500 per violation. (Each improper installation is considered a violation.) Additionally, new-car dealers can be penalized up to $25,000 per violation. Any person who causes a violation could be subject to the same penalty as the technician. New York State Environmental Conservation Law regarding catalytic converter installation mandates a minimum penalty of $500 for a first violation, and up to $26,000 for each subsequent violation. Failure to maintain complete records or submit reports may also result in a violation. The conditions under which the catalytic converter was installed is of great importance to the part manufacturer. Even simply using the wrong part on a vehicle may allow the converter manufacturer to not honor the 25,000-mile or the 5-year/50,000-mile warranty. For vehicles in California and other states that require California Air Resources Board (CARB)-mandated emissions equipment, the rules are different. All of the same mandates apply, but they are much more strict about the replacement converter being CARB-compliant. Also, the CARB rules are based on a one-for-one replacement strategy, and the addition or consolidation of converters is forbidden. The greatest difference between states is the length of time needed to keep documentation. California and New York require paperwork be kept for at least four years. Also, it is important to check local and state laws before installation. New York, for instance, enacted a ban on installing used catalytic converters on vehicles. The post Catalytic Converter Replacement Rules appeared first on Counterman Magazine. View the full article

Schaeffler announced the debut of the LuK TorCon 6L80, which the company said is “the only all-new, never remanufactured torque converter available in the independent aftermarket.” The Luk TorCon 6L80 has a design proven to last up to five times longer than rebuilt torque converters, according to the company. Schaeffler also said that unlike remanufactured options that demand the labor-intensive process of acquiring and stocking model-specific cores, the Luk TorCon 6L80 requires only a straightforward match to the transmission, saving time and effort for customers. The fully furnaced brazed fins not only enhance heat dissipation, but also prevent premature wear, ensuring longevity and reliability, according to Schaeffler. The contamination-free manufacturing process is backed by rigorous 100% pressure and lockup testing, as well as precision balancing. The TorCon 6L80 (TC0017 24247371) is compatible with 2007-2020 GM trucks, vans and SUVs with a 5.3L, with a current VIO of 6,211,856, according to Schaeffler. Schaeffler added it “offers a solution to the common issue of core returns and eliminates the risks associated with remanufactured parts such as blemishes created during service, ensuring superior quality and reliability.” “As technology improves and torque converter designs are changing, the torque converters in the transmissions of today are becoming much more challenging to rebuild. Therefore LuK is offering a complete assembly, with built in quality that ensures a consistent performance in each unit.” says Rob Steinmetz, product manager. ”Years ago, the LuK brand was first-to-market with new service clutch alternatives to the rebuilt options previously available in the aftermarket. Replacement clutches are now almost exclusively new, not rebuilt. The launch of our new, not rebuilt torque converters stands as a prime example of the company’s continued commitment to changing the landscape of the aftermarket.” In the coming months, the company plans to release additional SKUs as it continues to expand product offerings. The post Schaeffler Releases TorCon 6L80 Torque Converter appeared first on Counterman Magazine. View the full article

Mark Thomas, North American training manager with U-POL, and Kevin Lewis, regional sales manager with U-POL, demonstrate two-coat texture replacement with U-POL’s Raptor Product System using both a 3M Performance H/O gun and U-POL’s 4880 Professional Vari-Nozzle gun. View Part 1 Here View Part 2 Here The post U-POL Raptor Product System, Pt. 3: Texture Replacement appeared first on Counterman Magazine. View the full article

In this second installment, Jason Stahl from BodyShop Business and Mark Thomas, North American training manager with U-POL, discuss the application methods for U-POL’s Raptor Product System and its versatility as a two-coat texture replacement product. View Part 1 Here View Part 3 Here The post U-POL Raptor Product System, Pt. 2: Application Methods appeared first on Counterman Magazine. View the full article

Advance Auto Parts announced that Ken Bush, senior vice president, chief merchant, will retire from the company after nearly 20 years and be succeeded by Bruce Starnes, who has been named executive vice president, chief merchant, effective June 24, 2024. The 48-year-old Starnes will lead all aspects of merchandising strategy. He joins Advance from the Target Corporation where he spent nearly 20 years in a variety of product management roles. According to the company, he most recently served as senior vice president, merchandising capabilities and operations. Previously, he served as president of Target India and vice president, digital solutions and partnerships. “We are very grateful for the many contributions Ken has made to our industry over the past 37 years. He has helped strengthen our merchandising operations and built a talented team within the merchandising organization, making it an optimum time to make a leadership transition. We wish him all the best in his upcoming, well-deserved retirement,” said Shane O’Kelly, Advance’s president and CEO. “I’m excited to welcome Bruce to the Advance family. As a seasoned and accomplished merchandising executive with more than 25 years of experience, Bruce brings a deep understanding of successful merchandising operations and vendor partnerships as well as a proven track record of results at one of the world’s leading retail organizations. I look forward to working closely with him to take our merchandising operations to the next level.” The post Advance Announces Merchandising Leadership Changes appeared first on Counterman Magazine. View the full article

A constant velocity (CV) axle includes the axle shaft itself, along with the inner and outer CV joints as an assembly. The shaft itself is a rather mundane part, although there is more to them than meets the eye, but I’ll get to that in a little bit. Perhaps the most interesting part about a CV axle is the joints, but it all seems more significant when we first look into their predecessor, the infamous u-joint. U-joints can handle a lot of torque, but they have a downside in the nature of their operating characteristics. The basics are this: u-joints are located on the ends of a driveshaft, the most typical configuration a rear-wheel-drive vehicle, in which the joints are connected to a front and rear yoke. The front yoke attaches to the transmission and the rear yoke attaches to rear differential. As the engine moves from the effects of torque and as the suspension of a vehicle travels up and down, the angle of the driveshaft changes. U-joints transfer the motion between the yoke(s) and driveshaft at different angles, allowing for driveline movement. When a yoke and the driveshaft are in perfect alignment, the velocity from one is transferred to the other at the same rate. However, when there is an angle between the two, the velocity of the driven member fluctuates continuously during rotation. It can be hard to visualize, but the reason this happens is that as the angle of the u-joint changes, the two halves of the u-joint cross are forced to rotate on a different axis. The drive axis remains at a constant velocity, and both ends of the u-joint cross rotate in the same consistent circular path. The driven axis, however, rotates in a path which causes the distance of travel at the outer ends of the u-joint cross to increase or decrease in relation to the consistent points of the drive axis. This effect results in the continuous fluctuation of velocity between the input and output sides. While the input remains at a consistent speed, the output speeds up and slows down as the points of the driven axis continuously alter between a long and short path of travel. So, why don’t we feel that on a vehicle with a traditional driveshaft? Because there are two u-joints and the fluctuation on each end balances out, effectively allowing the driveshaft to provide a consistent output speed to the rear differential. The angle of the two joints must be the same, however, and it doesn’t take much wear in one for the angles to differ, and subsequently cause a vibration. U-joints are known for their propensity to cause vibration, and the other disadvantage they have is the greater the angle of the u-joint, the greater the fluctuation in velocity. Anything over 30 degrees and the fluctuation dramatically increases. Have you ever noticed how jittery an old four-wheel-drive truck feels in the front when the hubs are locked, and you turn a corner? Now you know why. A Double-Cardan u-joint. It is basically two u-joints side-by side with a common link-yoke in between. This is one of the original concepts for a true constant velocity (CV) joint, and they are often referred to as this. The advantage they have is they offer smoother operation at greater angles, and they are common on four-wheel-drive trucks, and also a common upgrade for lifted trucks where the driveshaft angle is altered considerably. The drawback to a Double-Cardan joint is they are bulky, and they can still suffer from limitations due to operating angle. True CV joints, as we know them today, have been around since the early 20th century, but the popularity of the front-wheel-drive (FWD) vehicle is what made them a household name. Today’s CV joints are a radical departure from anything resembling a u-joint, and not only do CV joints transfer power without speed fluctuation, but they also can operate at angles up to and exceeding 50 degrees, depending on the joint. Since the drive wheels on a FWD vehicle also steer, the ability for this increased operating angle is what makes the CV joint so beneficial for FWD. A FWD vehicle has two CV shafts, one on each side, and each shaft features an outboard and inboard joint. The outboard joints are considered fixed joints, meaning they don’t offer in and out movement. It’s their ability to operate at the increased angles for steering that’s important. The inboard joints are considered plunge joints, meaning they offer a wide range of inner and outer directional movement in order to take up for length differences as the suspension travels up and down. You’ll see two types of CV joints. One is the Rzeppa design, which features steel balls trapped in a cage and riding on an inner and outer race. The tri-pod design is the second, which features three roller bearings that ride in a race or cage, sometimes referred to as a tulip assembly. Both types of joints can be found in either a fixed or plunging design for outboard or inboard use, but the Rzeppa design has proven more popular as an outboard joint. The Rzeppa works well as an inboard joint too, but the tri-pod design gets the nod for the most effective operation as a plunge joint. Typical Rzeppa CV joint design. The CV shafts themselves can differ in length from side to side, and in early FWD development, torque steer, the vehicle pulling one direction or the other during acceleration, was sometimes a result of this difference. Different diameter shafts as well as hollow versus solid became part of the design aspects to combat this problem. Drivetrain mounting and torque control has also advanced considerably since the early days of FWD, and torque steer is rarely a problem. Due to their overall advantages, CV shafts are now utilized front and rear, and it’s not uncommon to see driveshafts that feature CV joints instead of u-joints. U-joints aren’t forgotten, however, due to their ability to handle high torque and work well in abusive environments that may not be so friendly to the boot on a CV joint (such as the exposed location of a driveshaft under a truck). Typical U-joint. CV joints are packed with a specially formulated grease, and a rubber boot is sealed to both the CV shaft and the joint, to keep the grease in place. When a boot is torn or begins to leak, the grease goes away, and dirt gets inside. CV joints typically need no service until this happens. There was a time when the most common service for a bad boot was to remove the CV joint, take it apart, clean it, repack it and install a new boot. Generally, this was routine, however from time to time you could experience a nightmare. Much of the reason we replaced the boots and serviced the joints in this manner was due to the high cost of a replacement joint or a complete shaft. Even with the additional labor, it was far more cost effective to replace just the boot. Over time, with advancements in manufacturing and the availability of supplies, the cost of complete CV shafts went down, and it simply made more sense to replace them as a complete unit, not to mention it makes things easier for technicians. The most important part of selling a new CV shaft is making sure it’s the correct one. You should compare shaft length, the size of the CV joints, and if the vehicle is equipped with antilock brakes with a tone ring on the outer CV joint, be sure the replacement has this ring. Some early CV joints had the tone ring cast into them, but that design was quickly abandoned for a press-fit tone ring. If your customer doesn’t yet have the original shaft out, recommend they make these comparisons prior to installing the new shaft. Some CV shaft applications come with an ABS tone ring installed, regardless of whether or not the vehicle is equipped with ABS. If not, in most cases, the ring has no consequence, however in the rare situation where it rubs or contacts something, the rings can be removed easily. The final, and perhaps most important, recommendation is to always torque the fastener that secures the outer CV joint in the wheel hub. If the factory procedure is not adhered to and the correct torque specification not used, damage can and will occur to the wheel bearing. CM The post An In-Depth Look At CV Axles appeared first on Counterman Magazine. View the full article

LKQ Corporation announced the release of its 2023 Global Sustainability Report, which it said “describes LKQ’s role in driving sustainable success for our customers, our employees, the communities in which we operate and the global circular economy. “Additionally, the report includes an enhanced and robust sustainability strategy, demonstrating our approach to managing sustainability risks across each of our operating segments. Our three-pillar sustainability strategy comprises profitably delivering sustainable outcomes, people-led performance as well as strong governance and ethical practices,” LKQ continued. “We are pleased to issue this year’s report which demonstrates how our teams are making meaningful progress to achieve our sustainability commitments across our global footprint with an ongoing effort to create long-term value for all stakeholders. I am proud to report that the investments we have made in our sustainability journey thus far have enabled the meaningful and positive outcomes that we are able to share in this year’s report” said Dominick Zarcone, president and chief executive officer. In 2023 LKQ said it achieved several sustainability milestones including: Processed 766,000 vehicles, recycling over 62,000 metric tons of scrap steel, 48,000 metric tons of aluminum, and 4,000 metric tons of copper; Scope 1 and Scope 2 greenhouse gas emissions reduced globally by 11.8% versus 2021 baseline relative to revenue; Engagement score of 74 in our annual employee engagement survey, bringing us closer to our 2025 goal of 76, with an 89% participation rate, in excess of our 2025 target of 73% participation; Achieved 19.5% female representation in global workforce and launched the Women’s Network to support the development of women across all sectors and roles at LKQ in order to help reach target of 20% representation by 2025; and Donated over $4 million through the LKQ Community Foundation to charitable causes in areas including: health and human services, technical and general education, environmental stewardship and first responders. The post LKQ Publishes Global Sustainability Report appeared first on Counterman Magazine. View the full article

Matt Crumpton says: “I was drawn to the automotive aftermarket because this is an industry that brings a broad range of car lovers together, from technicians to drivers.” In this installment of “5 Minutes With…,” get to know Crumpton, his role at NAPA, industry involvement, what initiatives at NAPA he’s most proud of, his personal mantras, and much more. Tell us about your role and what you like best about it. I manage program development across three major business sectors within the NAPA Auto Care program: partner relationships (with AAA being our largest and longest tenured partner with overlapping NAPA Auto Care programs), program enhancements for NAPA Auto Care, and Autotech technical training. What makes all three successful is the incredible team we have at NAPA. I like the fact that it is fast paced, always evolving and has tremendous impact on our business and the success of our customers. What attracted you to the automotive aftermarket? I grew up around cars and they will always be a passion of mine. I was drawn to the automotive aftermarket because this is an industry that brings a broad range of car lovers together, from technicians to drivers. NAPA in particular, has an impressive network that is doing a lot to drive the aftermarket forward. This business is unique, challenging and ever changing, which has kept me interested after all these years. Tell us about your industry involvement? I am involved in several car care ministries, and extremely passionate about the “Slow Down and Move Over” campaigns to protect our roadside heroes. Name a favorite trip or place on your “bucket list” you’d like to see? Italy is probably at the top of my list. What do you do when you’re not at work? Mostly think about work! Hahaha.. Mostly I spend time with my amazing wife, my grown kids and time at the lake. What’s your favorite book and why? Anything by Lee Childs and industry articles. What initiatives you’ve participated in within NAPA are you most proud of? That is a tough one, if it spans my entire career at NAPA, then it would have to be the Intrepid Fallen Heroes Fund which serves United States military personnel injured in performance of their duties. Since 2012, NAPA’s support has helped the Intrepid Fallen Heroes Fund build five Intrepid Spirit Centers across the U.S., which brings the care of the Intrepid Fallen Heroes treatment to more military personnel across the country. You started out as an auto technician. How has what you learned in that role transferred over to the executive side of things? It gave me a unique perspective and insight into what impacts our customers every day and taught me the importance of great work ethic and the drive to always look for educational opportunities. What is your personal mantra? I have two. Always do what is needed before what is wanted. Never ask anyone to do anything that you would not do yourself. Who was your childhood hero, and who is it now? Hands down John Wayne, now it is my father without a shadow of a doubt. The post 5 Minutes With: Matt Crumpton, NAPA appeared first on Counterman Magazine. View the full article

f you read automotive articles on a regular basis, you’ve no doubt read about the scientific side of brakes many times. They convert kinetic energy, which is the energy of motion, into heat energy through friction between the brake linings and the drum or rotor. Because of this, brakes get hot…real hot…and dissipating the heat is one of the most critical factors affecting brake operation. So, would you believe that shock absorbers work off the same scientific basis of converting kinetic energy into heat energy? It’s true, and here’s how it works. Kinetic energy is the energy of motion. The springs on a vehicle support the weight of it and allow the suspension to move. But what would happen if there were no shock absorbers? Every time you hit a bump, the springs would compress then expand, and do this over and over again until they finally settled down. If you’ve never experienced the sensation, which is something like rocking on a boat, you’ve likely seen it on a car going down the road. The front or rear goes up and down, up and down, literally “bouncing” down the road. It happens, in this case, not due to the lack of shocks, but due to the fact that they are simply worn out, so for all practical purposes, they may as well not exist. The springs absorb the kinetic energy from hitting a bump, but since springs are considered elastic objects, the energy is turned into potential energy. And, in the case of a spring, or any elastic object, the potential energy is then released, and the energy output equals the energy input. The spring will return to its original shape. At that point, the momentum of the car body creates kinetic energy, which in turn acts on the spring in the opposite direction. As you can see, this is a vicious circle, and we need shock absorbers to control it. The job of a shock absorber is therefore to control the kinetic and potential energy of a spring by dampening its movement. Shock absorbers are filled with hydraulic oil, separated between two different chambers. Between the two chambers is a piston and valve assembly. (See Figure 1). The piston is connected to a piston rod which moves in and out of the shock as the suspension moves. Compression is when the piston rod is forced into the shock; rebound is when the piston rod is pulled back out. The key lies in the valving, which restricts the flow of oil between the two chambers. Forcing the oil through these valves creates friction, which in turn creates heat. Yes, shocks do get hot, and now the shock has turned kinetic energy into heat energy. Changing the size of these valves changes the amount of force it takes for compression or rebound, which ultimately changes the ride characteristics of the vehicle. This is one of the main reasons there’s a difference in feel between a sports car and a luxury car. The more restrictive the compression and rebound, the less the suspension spring will move, which provides improved handling and stability characteristics, such as those desired on a sports car, but this also results in a firmer ride. Less restrictive compression and rebound allows greater spring movement and a softer ride, but not as good handling characteristics. There’s always a tradeoff. The comparison between the compression and rebound forces in a shock absorber is the shock ratio. Many standard shocks have a 50/50 ratio, meaning the compression and rebound forces are equal. Unequal forces one way or the other can have a drastic effect on handling, and one of the best examples to demonstrate this is with some old school drag racing tech. In drag racing, it’s important to shift the weight to the rear of the vehicle to increase traction while launching. One of the ways to attain this is by using 90/10 shock absorbers on the front. What this means is that of the total compression and rebound forces, 90% of the force is required to compress the shock, but only 10% of the force is required to extend the shock. When launching, the front of the car wants to lift as weight shifts to the rear. With a 90/10 shock, the front will unload easily and allow the weight to shift to the rear. Then, since it takes a much greater force to compress the shock, instead of the car coming right back down and bouncing in the front after hitting the track, the shocks will remain extended with the weight shifted rearward, and slowly settle as the car goes down the track. It often takes a while and a few different adjustments with shock ratio, both front and rear, to get a drag car suspension properly “tuned” in. By the same token, stock vehicles, either performance or luxury, are engineered to find the best of both worlds in handling versus comfort. So, the next time you talk about shocks to your customer, make it fun and talk a little science. The post Understanding The Science of Shocks appeared first on Counterman Magazine. View the full article

Evercoat will host a free webinar titled, “Body Filler Troubleshooting”, on June 11, 2024 at 4 p.m. The webinar will be presented by ASE, with Evercoat’s Tim McKinney. This webinar will review some common issues when it comes to body filler applications and some of the common questions and problems when things don’t go as planned. Attendees will learn more about the problems, causes and cures for what went wrong and steps they can take to avoid those issues in the future. Not sure you can attend? Register anyway to receive a follow-up email with details on how to attend a recorded session, if available. Access to recorded sessions is reserved for those who register for the live event. To register for the webinar, click here. The post Evercoat to Hold Free Webinar on Body Filler Troubleshooting appeared first on Counterman Magazine. View the full article

Award-winning sports broadcaster, host, entrepreneur and television personality Erin Andrews has been announced as the Keynote Breakfast speaker for AAPEX 2024, according to the latest press information. “Join us at the Keynote Breakfast for an address by one of the most prominent voices of FOX NFL as she shares her inspiring story and highlight-reel-worthy insights to kick off the event,” AAPEX organizers shared. Andrews will also be moderating Tuesday Morning Huddle: The New Industry Titans. That panel will include automotive aftermarket leaders from Advance Auto Parts, Arnold Oil Company, AutoZone, Genuine Parts Company, and O’Reilly Auto Parts. The post Keynote Speaker Announced for AAPEX 2024 appeared first on Counterman Magazine. View the full article

The Marketing Executives Council (MEC) of MEMA Aftermarket Suppliers announced that it has added new members to its executive committee The new executive committee members are: Rebecca Conway – Vice President, U.S./Canada Aftermarket Marketing, Clarios David Stewart – Vice President, Sales & Marketing, Wells Vehicle Electronics “We are excited to welcome Rebecca and David to our Marketing Executives Council executive committee,” said Susan Pase, senior advisor & director, councils, at MEMA Aftermarket Suppliers. “Their fresh insights and expertise will be invaluable as we continue to innovate and drive industry growth.” The MEC provides brings together automotive aftermarket supplier marketing executives to collaborate on issues facing the North American manufacturer base. The MEC said it serves a role in helping aftermarket suppliers communicate to key audiences and develop communication strategies and action items. Council meetings serve in the continuing education of new technologies, marketing avenues, trade show activities, research, and other related topics. . The post MEMA Marketing Executives Council Adds Members appeared first on Counterman Magazine. View the full article

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. 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. Control Module 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. The post Explaining Active Suspension Systems and Service appeared first on Counterman Magazine. View the full article

The Office of the United States Trade Representative has released a four-year review of the Section 301 tariffs on imports from China. USTR Press Release USTR Four-Year Review Report White House Factsheet According to the report, the USTR has recommended that the products from China currently subject to Section 301 tariffs should remain tariffed. Modifications have been proposed to add or increase tariffs for certain products in strategic sectors. Bill Hanvey, Auto Care Association president and CEO, reacted to the USTR four-year review of Section 301 China tariffs. “We commend the Biden Administration and the USTR for their thorough review of the Section 301 China tariffs that were implemented in 2018 as a way to address China’s unfair trade practices,” said Hanvey. “We applaud our members’ efforts in reducing their reliance on sourcing from China and investing in resilient U.S. supply chains. However, we want to reiterate that tariffs continue to negatively impact our members and the automotive aftermarket industry. Many products lack manufacturing alternatives outside of China due to infrastructure issues, significant investments in tooling and the knowledge to produce a high-quality safety product. “We do not believe the Section 301 tariffs have forced China to address their technology transfer-related practices. Additionally, tariffs are not paid for by China; they are passed on to the final consumer, drive up consumer prices, and disrupt vehicle maintenance and repair schedules. “As part of the USTR’s recommendations, we urge the USTR to establish a comprehensive and transparent exclusion process that encompasses all products while renewing the existing exclusions that are set to expire at the end of May. We eagerly anticipate ongoing collaboration to uphold fair trade practices and to safeguard the interests of American workers and businesses,” Hanvey said. You can read more of the reaction and details from the Auto Care Association here. The post Auto Care Association Reacts To USTR China Tariff Review appeared first on Counterman Magazine. View the full article

Lumileds, LLC and First Brands Group, LLC have announced an agreement for First Brands to acquire the Lamps and Accessories business of Lumileds for $238M. Under First Brands, the Lamps and Accessories business will continue to expand its global offerings and position its products and brands in the automotive accessories sector, according to the latest press information. The sale is expected to close in the 2nd calendar quarter of 2024. As part of the acquisition, Lumileds‘ automotive lamps factories in China, Germany and Poland will transfer with the Lamps and Accessories business. Lumileds said it will retain its factories and sites in The Netherlands, United States, Malaysia, Singapore, Germany and Jiaxing, China. “The automotive OEM lighting go-to-market synergies and conditions that made the union of Lumileds and Philips automotive lighting business so compelling nearly a decade ago have changed as transportation manufacturers have adopted LEDs as their standard light source and traditional automotive light sources have transitioned to primarily an automotive aftermarket business,” said Steve Barlow, Lumileds CEO. “Our Lamps and Accessories and our LED businesses are industry leaders in their respective markets and will be free to focus on the ongoing growth of their unique brands, channels and customers.” The post Lumileds to Sell Lamps/Accessories Business to First Brands appeared first on Counterman Magazine. View the full article

Americans seem to be hitting a breaking point with air travel, with 67 percent saying they’ve had a trip negatively impacted or ruined because of problems with air travel during the last 12 months, according to new data from Atomik Research, released by Advance Auto Parts. From losing precious time – 44 percent citing that delays and other problems traveling by air has cost them vacation time – to safety concerns – 32 percent feeling less safe flying compared to a year ago, Americans are saying “enough!” This summer they’re trading wings for wheels: 70 percent say they are more likely compared to a year ago to choose traveling by automobile over flying due to the current state of air travel, the survey said. The “baggage” that comes with air travel continues to stack up and now outweighs the benefit of faster travel time for many Americans, according to the survey. 66% say the number of hours they’re willing to drive before choosing to fly has increased in the past 12 months and 24% say they would drive 10 or more hours for summer vacation before choosing to fly. Heeding consumers’ preference for summer vacation by automobile, Advance is encouraging travelers to “Check Your Battery, Not Your Bag” so they can achieve what matters most – enjoying their well-deserved summer vacation. Beginning National Road Trip Day tomorrow, Friday, May 24 through Monday, May 27, participating Advance stores nationwide will surprise randomly selected customers with free Advance gift cards to purchase DieHard batteries, wiper blades or other road trip essentials, no previous purchase necessary. Complimentary curbside services are available every day throughout the year to customers at all participating Advance stores, including battery checks and installation, wiper blade installation and check engine light scanning. “With all the concern about air travel and more people planning to travel by automobile – including willing to drive longer for their summer vacations – it’s critical they prepare their vehicles, and we want to make that as easy as possible,” said Junior Word, Advance’s executive vice president, U.S. stores. “Safety and reliability are at the center of ease, so our team of automotive experts are offering travelers a one-stop preparation shop – from car care essentials to curbside battery checks and installs on us.” The great majority (85%) of survey respondents indicate they will prepare a pre-road trip checklist for their vacation. To further support motorists, Advance said it is providing “Rules of the Road (Trip)” – a free checklist outlining car preparation basics designed to help both light DIYers and gearheads alike – available on advanceautoparts.com. The post Advance Auto Parts Celebrates ‘National Road Trip Day’ appeared first on Counterman Magazine. View the full article

The GEP Global Supply Chain Volatility Index — which tracks demand conditions, shortages, transportation costs, inventories and backlogs based on a monthly survey of 27,000 businesses — rose in April to -0.18, from -0.32 in March, which signals that global supply chains are operating at close to full capacity. An Index greater than 0 indicates supply chain capacity is being stretched. The further above 0, the more stretched the supply chains are. An index less than 0 indicates supply chain capacity is being underutilized. The further below 0, the more underutilized supply chains are. Improving activity across global supply chains is a direct result of healthier demand, which has picked up consistently in the year-to-date after considerable weakness in 2023, GEP said. The Asian market is at the forefront of this trend, with input demand at the region’s factories remaining strong. Procurement managers in South Korea, Vietnam, India and China reported greater purchasing activity during April. According to GEP Consulting, the North American market is showing more evidence of tightening capacity, with backlogged work reported by manufacturers, particularly in Mexico. Demand for raw materials, commodities and components, while still subdued, also improved slightly. Meanwhile, demand conditions were less robust in Europe, with the region’s manufacturing sector continuing to underperform and lag other parts of the globe. Positively, however, the industrial recession across the continent has eased considerably since late last year. “After four years of supply shocks, inflation, stockpiling, and uncertainty, global supply chains are now operating in a Goldilocks zone, a steady state of full capacity, not expanding or contracting too quickly, which is excellent news for global suppliers and business,” Mike Seitz, vice president, GEP Consulting said. “In China, we’re seeing a steady pick-up in manufacturing activity, which will encourage Chinese Premier Li Qiang to accelerate efforts to remove barriers imposed by European markets and foster more FDI, especially as the potential for tougher U.S. tariffs and trade policies loom.“ April 2024 key findings Demand: Global demand for raw materials, commodities and components remained close to its long-term average in April, highlighting vastly improved conditions in the worldwide manufacturing sector compared with late last year. As was also the case in March, Asia was the main positive force, with major goods-producing nations such as China, India and South Korea recording growth, according to GEP. Inventories: Inventory drawdowns persisted into April, albeit cooling in strength compared to March. Reports from global businesses of stockpiles rising because of price or supply concerns were among the lowest seen in over four years, GEP said. Material shortages: GEP said reports of a short supply for items, including semiconductors, foodstuff, chemicals, and metals, remain historically low. Labor shortages: After rising for the past three months, GEP said global reports of backlogged orders rising because of staff shortages fell in April and were broadly aligned with historically typical levels. Regional differences persisted, however, with North America seeing greater labor shortages than elsewhere. Transportation: Following recent increases in oil prices, global transportation costs rose for the first time this year in April, according to GEP. Regional supply chain volatility North America: Index broadly unchanged at -0.30, versus -0.31 previously. Although indicative of spare capacity, the input demand trend ticked higher in April, while increased backlogs of work were also reported, GEP said. Europe: Index fell to -0.55, from -0.62. GEP said April’s increase suggests the continent’s industrial downturn continued to ease. U.K.: Index decreased to -0.47, from -0.17 as U.K. manufacturers destock sharply instead of ordering from suppliers, GEP said. Asia: The Index rose to 0.07, from -0.07, signaling the first month of stretched supplier capacity since January, according to GEP. The post Global Supply Chains Find Footing in a ‘Goldilocks Zone’ appeared first on Counterman Magazine. View the full article