Counterman

MEMA announced Collin Shaw has officially assumed the role of president of MEMA’s Original Equipment Suppliers group, succeeding Julie Fream who served for 10 years in the position. Shaw’s commencement provides a continuation of leadership that ensures MEMA’s support of the supplier community’s evolution toward embracing emerging trends and strategies that will redefine the automotive supply chain’s future, the organization says. “Our strength lies in our collective voice and actions of all diverse members across both light- and commercial-vehicle sectors. As we welcome new supply chains, evolving technologies, and changing geographics, MEMA is committed to creating an environment where the supplier’s voice is heard and we, together, enable a profitable ecosystem,” said Bill Long, president and CEO of MEMA, The Vehicle Suppliers Association. “We are fortunate to have Collin’s passion, energy, and vision in further advancing the business interests of the original supplier community.” “For the past 120 years, MEMA’s vision has been to foster a profitable, innovative and influential ecosystem for its supplier members. As I look forward to the future, the vision remains consistent,” said Shaw. “Myself and the MEMA OE team will remain focused on; helping suppliers navigate the significant paradigm shift in vehicle architecture due to electrification and software defined vehicles, adopting and leveraging technology such as AI, and embracing the fresh perspectives brought by new leadership demographics to drive our industry forward.” As Shaw embarks on this journey, his message to members and employees is clear, the association says: “We are on the brink of transformative change. Your insights and feedback are invaluable as we navigate this journey together. We will continue striving to represent the automotive and transportation supply base with the dedication and excellence it deserves.” The post Shaw Assumes Leadership of MEMA Original Equipment Suppliers appeared first on Counterman Magazine. View the full article

On modern vehicles, overheating is a rare occurrence thanks to high-quality hoses, thermostats and better engine management. Unfortunately, the weak point is still the coolant. Whether it’s a 100,000-mile or 150,000-mile coolant, eventually it will break down and lose the ability to protect the components with which it comes into contact. Coolant at 100,000 miles may look the same as coolant with zero miles, as the real difference between good and bad coolant can’t be seen with the naked eye; it is in the chemistry and based on mileage. Coolant contains additives called buffers that keep it at a neutral pH but these buffers are meant to last forever. When these chemicals become depleted, the pH can’t be controlled. It rises dramatically in a short period of time the moment the buffers are fully depleted. This is why replacing the coolant at the recommended interval is critical. Coolant has two specifications that can be used to justify replacement — the condition of the additive package and the freezing point. The additive package is the secret sauce for a coolant. Its main function is to control corrosion. Other components of the additive help with heat transfer and cavitation reduction. Some additive packages use seal conditioners to extend the life of the gaskets and plastic carriers. The freezing point is measured by the overall specific gravity of the coolant, which has a direct relationship to the coolant/water mixture. This test can help spot coolant that has been compromised by the owner topping off with water. This measurement works well on systems that do not have pressurized reservoirs. The strength or freezing point of coolant can be measured with a simple hydrometer. This device uses a calibrated float or plastic balls (not as accurate) to show the specific gravity of the coolant. This, in turn, shows how much freezing/boiling protection the coolant offers. You must remember to compensate for temperature because the specific gravity (density) of the coolant is lower when the coolant is hot. The more professional tool for this purpose is an optical refractometer because it is very accurate and automatically compensates for temperature. Be aware: these are not simple, inexpensive tools. A refractometer can cost up to $300 or more because of the precision optics in its lens. Ethylene glycol (EG) and polyethylene glycol (PG) antifreeze have slightly different densities, so you have to use a hydrometer or refractometer with the appropriate scale (or one with a dual scale) for accurate test results. Color-coded chemical test strips that are dipped into the coolant can be used to quickly and easily reveal the condition of the coolant. These strips of coated capillary paper react to the presence of certain dissolved minerals in the coolant and change color to give a good, marginal or bad indication of the coolant’s pH condition. Some test strips also show the concentration of antifreeze in the coolant. The added benefit of test strips is that the results can be shared with the owner by attaching the used strip to the inspection form. But, mileage is the gold standard for any coolant replacement recommendation. Engineers and chemists spend a lot of time formulating the coolant to match the engine and interval. If you are performing a water pump, heater core or hose repair, recommend a full coolant flush. Just topping off the coolant can lead to a mixed bag when measuring the pH and freezing point. Also, check the specific gravity before a repair. Many customers know how to top off their coolant with water that could dilute the coolant concentration. Selling any fluid maintenance service is difficult these days. But, if you document and educate customers on the importance of coolant, it becomes more than just an “add on” service. The post Why Does Engine Coolant Need Replacement? appeared first on Counterman Magazine. View the full article

The Automotive Aftermarket Charitable Foundation (AACF) announced the launch of its 65th-anniversary fundraising initiative. Running through July 1, 2024, the campaign aims to raise $65,000 through 1,000 donations of $65 each. This impactful effort highlights the industry’s commitment to taking care of its own, the AACF said. From sudden illness and death to natural disasters, the foundation has provided assistance to industry professionals and their families during their darkest hours. As AACF celebrates its 65th year of service, it remains steadfast in its mission to provide financial support and resources to those in the automotive aftermarket industry in need, the organization said. In honor of this milestone, AACF is calling upon automotive aftermarket industry professionals, as well as compassionate individuals eager to lend a helping hand, to join forces in raising $65,000. By making a symbolic donation of $65, supporters can contribute to a fund that offer vital assistance during a time of greatest need. “Over the past 65 years, AACF has remained unwavering in its commitment to supporting members of the automotive aftermarket community during their most challenging moments,” said Joel Ayres, AACF executive director. “As we embark on this historic fundraising initiative, we are inspired by the generosity and compassion of our supporters. Together, we can make a profound difference in the lives of those facing adversity, demonstrating the industry’s unwavering dedication to taking care of its own.” The post AACF Launches 65th Anniversary Fundraising Initiative appeared first on Counterman Magazine. View the full article

Don Henthorn, owner and founder of BendPak Inc., peacefully passed away at home Thursday, March 28, at the age of 85. Under his leadership, BendPak has grown from a small machine shop to one of the world’s leading manufacturers of car lifts and automotive service equipment. Management and operations of the privately owned company are unchanged. Henthorn transitioned day-to-day management to the current leadership team in 2022 as part of an established succession plan. Serving as chairman emeritus, he continued to coach the team, coming to the office six days a week. “Don’s visionary leadership and unwavering dedication have been the cornerstone of BendPak’s success. His passion, wisdom, and guidance have left an indelible mark on all of us and the organization,” said Jeff Kritzer, BendPak president and CEO. “His legacy lives on through the values and principles he instilled in our company. He was not only a leader, but also a mentor, inspiring all of us to strive for excellence and to never settle for anything else.” Henthorn enlisted in the U.S. Army at 19 years old. He was stationed at a Nike Ajax missile site in Connecticut. While there, he met Virginia Ann “Ginger” Eib, and they married two days after he was discharged in 1959. Three days after that, they moved to California, where he went to work in the burgeoning aerospace industry. After learning all he could, he started Quality Machine & Associates (QMA) in Simi Valley, California. This premier job shop specialized in precision machine work for aerospace and defense giants like Rocketdyne, Rockwell, and Hughes Aircraft. Not content with the “feast or famine” workload of a job shop, Henthorn labored after hours to develop and patent specialty tools QMA could market itself. The most successful of these included the 5ivePak, a portable combination coil spring compressor, U-joint press and gear-puller; a MacPherson strut spring-compressor; and a portable exhaust pipe expander. By the 1970s, Henthorn was increasingly focused on building equipment for the then-bustling muffler shop industry. In 1977, he oversaw construction of the company’s first new building, a 20,000-square-foot manufacturing facility in Moorpark, California. Two years later, QMA introduced a hydraulic tubing bender for muffler shops, and Henthorn was inspired to change the company name to match. “BendPak” was born. In 1983, responding to customer requests, Henthorn introduced BendPak’s first four-post lift and entered the vehicle lift market. Over the ensuing decades, BendPak continued to grow. Today, the company has manufacturing and distribution facilities around the world and employs more than 275 people. In 2023, BendPak moved its global headquarters into a LEED PlatinumTM certified administrative building in Agoura Hills, California. Work is underway on the BendPak Industrial Complex, a huge light industrial space being developed in Mobile County, Alabama, near the company’s recently expanded East Coast campus. Never one to seek awards or accolades, Henthorn was a believer in hard work. Motivated by the fear of failure and the desire to expand his mind and his business, he pushed the company to continuously improve and grow. For decades, he was the first person in the door every day, starting between 5 and 6 a.m., Monday through Saturday. When asked the secret to BendPak’s success, he would answer simply, “We outwork everybody.” Henthorn took his responsibility for the safety of millions of mechanics around the world very seriously and was committed to ensuring that BendPak produced superior products. “We at BendPak wholeheartedly hold the philosophy that only going above and beyond on every product, for every customer, will keep us growing in this business,” he wrote in a letter to customers on BendPak.com. “When BendPak started, I was the sole name and voice attached to the company’s product development and operations. Today, BendPak exists beyond the control of just a few sharp minds. The hundreds of employees we hold dear are heard from and appreciated on a daily basis, which is why people continue to want to work here, and it’s why we’ll continue to thrive for generations to come.” Henthorn could often be found out in the shop tinkering and inventing things. He also enjoyed golfing and sharing memories with friends, family, and colleagues. Henthorn is survived by his wife, Ginger, daughter, Susan, and grandchildren Annika, Reagan, Carson, and Kennedy. He was preceded in death by his son, Gary. For a look back on his life, please visit the BendPak blog. The blog will be updated with service information when available. About BendPak Established in 1965, BendPak Inc. is an American-owned global manufacturer of vehicle service equipment and specialty consumer products sold under the trademarked brands BendPak®, Ranger®, Autostacker®, QuickJack®, Cool Boss®, GrandPrix®, JackPak®, MaxJax®, and ErgochairTM. Its collective range of products includes car lifts, parking lifts, EV battery lifts, pipe benders, air compressors, tire changers, wheel balancers, wheel aligners, brake lathes, evaporative air coolers, rolling work seats, and other equipment. The post BendPak Founder Don Henthorn Passes Away appeared first on Counterman Magazine. 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Dayco said it is adding coverage to three of its product lines: serpentine-belt kits, belts and hoses. The 29 new part numbers will be available by the end of March for distributors interested in adding to their product coverage. The following is a breakdown of the part numbers by product category: Four serpentine-belt part numbers – For ’18-’22 Camrys, Rav4s, Accords, Altimas and Rogues as well as ’20-’22 Silverado and Sierra Duramax trucks Five serpentine-belt kits – Adding 3 million in VIO coverage to the Dayco serpentine belt kit line that now covers over 150 million cars in operation 20 hoses – Including curved, branched and heater hoses for millions of vehicle applications “These new product introductions are part of a strategic effort at Dayco to ensure coverage across a broad range of makes and models, especially those we are seeing entering the sweet spot,” said Jerry Reeves, manager of product management for Dayco North America. “Expect to see more line expansions in the months to come as we continue to look for new applications to bring to market.” The post Dayco Adds 29 New Part Numbers to Portfolio appeared first on Counterman Magazine. View the full article

Purolator Filters, a division of MANN+HUMMEL, announced that its PurolatorBOSS and PurolatorONE oil, air and cabin air filters are now available at 240 Meijer supercenters throughout the Midwest. Meijer will stock Purolator filter products covering 240 million cars, crossovers, SUVs and light trucks on the road today. Additionally, Purolator and Meijer will work together to promote the value of routine vehicle maintenance through campaigns featuring specials on oil-change supplies, bundling discounts and bonus rewards in Meijer’s mPerks loyalty program, the company noted. “Purolator is a brand that has been trusted by do-it-yourselfers for more than a century, and this agreement enables these self-starters to purchase our premium vehicle filters while taking advantage of Meijer’s one-stop shop convenience and popular repeat shopper program,” said Daryl Benton, vice president of sales and marketing for the automotive aftermarket with MANN+HUMMEL. The post Purolator Expands into Meijer Supercenters appeared first on Counterman Magazine. View the full article

Terminology is one of the hurdles we face day in and day out in the automotive industry. It varies between automakers, parts suppliers, technicians and consumers. Gaskets and seals are some of those terms that are easily mixed up from time to time. So, what’s the difference between a gasket and seal, since they’re both designed to do the same thing? A gasket is any material installed between two fixed components with flat sealing surfaces, designed to conform to minor surface irregularities and prevent any liquid or non-liquid that passes between the components from going anywhere other than its intended location. In this case, liquid can be oil, coolant, transmission fluid, power-steering fluid, gasoline … you get the idea. Non-liquid refers to air, exhaust or fuel and crankcase vapors. Gaskets can be made of paper, cork, rubber, steel, aluminum, copper or a combination of materials. A seal, at least in most cases, is made of rubber. The main differentiator, however, is not material but application. Gaskets are compressed tightly between two fixed components, whereas a seal is not tightly sandwiched or compressed in the same manner (at least most of the time), since it must allow movement of one of the components. It’s easy to get deep in the weeds here, because a seal, by most accepted definitions, is used between a fixed and a moving component. Getting even more “technical,” this is called a dynamic seal, and a gasket can be referred to as a static seal. So, one is the other?! Well, I’ll try to keep the grass as short as possible. The easiest way to grasp it all is by looking at some examples. Common gaskets are head gaskets, valve-cover gaskets, thermostat-housing gaskets and exhaust-manifold gaskets, just to name a few. The components they seal between are bolted or held firmly to each other. Gaskets have the advantage of sealing high pressure, such as that built during the compression stroke or in the cooling system, and depending on material, they can handle extreme heat, such as exhaust-manifold gaskets. Seals, on the other hand, can’t handle the same amount of pressure, and rubber can’t handle extreme heat. Examples of common seals are crankshaft and camshaft seals, transmission input and output shaft seals and axle seals. The common link is the fact that all these components rotate. But get ready to fire up the weed-eater. If all that’s true, what’s the difference between a thermostat-housing gasket and a thermostat-housing seal? A thermostat gasket is a thin, paper-type material that installs between the housing and the intake manifold, block or wherever the housing is mounted. In most cases, the housing is made of metal. Then, as plastics became more common for use in automotive components, thermostat housings were one of the first things to change over. Plastic is less expensive and easier to manufacture, and it’s lighter-weight. Plastic thermostat housings, however, required an O-ring seal instead of a gasket, for many reasons. Plastic wasn’t strong enough to handle the same amount of torque as a metal housing, so the lower torque required to prevent cracking the plastic meant a gasket would be less effective. Rubber O-ring seals compress when tightened, and an advantage of rubber lies in its elastic properties, meaning it always wants to return to its original shape. This causes a rubber O-ring to keep constant tension outward equally in all directions. Another advantage of a rubber O-ring in this case is the expansion rate of metal and plastic is very different. Use of an O-ring allows an increased range of movement while maintaining a positive seal. Many cooling-system quick-connect hoses and bypass tubes utilize rubber seals. The reason is not only the elasticity of the O-rings, but also the fact that when a rubber seal is used between two components, it allows a certain amount of “float” between them during expansion and contraction, maintaining a positive seal with no stress on the components. I mentioned earlier that most seals are made of rubber. It’s likely true to say all of them are today, but years ago before we had developed good rubber technology, seals were made of felt, leather and, in some cases, asbestos. It was the only way to bridge the gap between a fixed and moving component and keep it from leaking, at least for the most part. Prior to the advantages of today’s rubber technology, vehicles often were equipped with two-piece crankshaft seals. These were considered “rope” seals, simply because they looked like a piece of rope. Many of these were made of asbestos. One piece was installed in a groove in the engine block, and the second piece was installed in the bearing cap. It required very careful work to install these successfully with no leaks, and it proved to be very difficult over the years. If you’re around old cars often, you know that classic-car owners often keep a large piece of cardboard underneath to catch offending drops of oil that in most cases come from a two-piece crankshaft seal. Eventually, auto manufacturers switched over to one-piece crankshaft seals to eliminate this problem, and many old engines can be retrofitted to a one-piece seal. The bottom line is that seals are used because they allow movement of components while keeping constant tension against them. To aid in sealing, most shaft seals have a small spring on the inside of the sealing lip to assist in keeping tension against the moving component. O-ring seals are used because they keep constant tension between components while allowing expansion and contraction. This is why O-ring seals are used in air-conditioning systems, and O-ring seals such as this have the ability to handle a higher pressure. Is there a difference between a gasket and a seal? Absolutely. Is there gray area? Sure. You can dig even deeper with head gaskets that are made of one material yet feature rubber seals around coolant passageways. This is a gasket with seals incorporated in certain areas to take advantage of the benefits of elasticity in the rubber. Above all, whether your customer asks for a gasket or a seal, you know one thing: They’re trying to stop a leak. That means they need the parts; fluid to replenish what was lost; and shop rags and cleaners to clean up the mess! The post Gaskets vs. Seals appeared first on Counterman Magazine. View the full article

It’s been estimated that fraudulent warranty claims cost auto parts stores $600 million every year. Those costs stem from a number of expenses that are set in motion by a return, including manually processing credits; reverse logistics and transportation; repackaging products; and additional quality-control testing to rule out major defects in materials. The “Check the Part” campaign estimates that more than 50% of warranty returns are either brand-new or not the manufacturer’s product – which suggests that many parts professionals aren’t even looking at the item that’s being returned. Endorsed by MEMA Aftermarket Suppliers and the Auto Care Association, the campaign encourages parts professionals to follow a simple three-step process when processing warranty returns: Open the box. Inspect the part. Verify the return. Recently, Dorman Products published a return guide for CV-joint kits. If a customer wants to return a CV-joint kit, Dorman offers these three tips to help to determine if it’s a valid warranty claim: Open the box and make sure the correct part is in the box. Some customers may try to return unrelated products and heavy objects as a scam. Dorman parts will be laser-etched with the part number as shown. OEM parts or parts from other manufacturers are not valid returns. Some joints come lubricated from the factory. Others have grease supplied. Grease must be installed in all cases. No joint can last without lubricant! Verify grease was present – the unit should be pretty messy when returned. If you see rust, blue discoloration or distorted components, it’s likely the joint had too little grease and thus is ineligible to be returned. Please share examples of ineligible returns on checkthepart.com. You can download a PDF of the return guide below: CV-Joint-Kit-Check_Check-the-PartDownload The post Check the Part: Return Guide for CV-Joint Kit appeared first on Counterman Magazine. View the full article

Ask anyone what a “complete” brake job is and you’re likely to get a variety of answers. In the context of professional automotive repair, I define complete as meaning correctly done. Why? Because the actual work that needs done to any given vehicle can vary depending on vehicle mileage, age and condition. And it can vary based on the equipment. For example, do you have access to a brake lathe? As a counter professional, you’ll have to dig into the details with your customer to determine what they need. However, there are simple guidelines to follow that will ensure you’re advising a “complete” brake job every time. Brake Fluid, Brake Fluid, Brake Fluid Above all, clean brake fluid is my first requirement. It’s probably one of the most overlooked vehicle services, and most people don’t think of it as part of a brake job. It’s an afterthought only considered if they’re forced to do it. Anytime I perform brake work, the first part of the inspection is the bleeder screws. They must be able to open. No brake job is complete without flushing the brake fluid. There’s no need to get “crazy” with it either when it’s done on a regular basis. A couple small 12-ounce bottles are plenty. Use a clean suction-bulb to remove as much brake fluid as you can from the master-cylinder reservoir, refill it, then flush fluid through until you can fit the contents of both bottles into the reservoir. Start with five strokes at each wheel until you see how much fluid is being forced through, so you equally balance the flushing from front to rear. Contaminated brake fluid is corrosive and damaging to all the internal brake-system components, and it can cause poor braking performance. Even though every manufacturer specifies to flush it on a regular basis, it’s still out-of-sight, out-of-mind for a lot of people. In my opinion, you can’t change the brake fluid too often. A complete brake job not only includes fluid, but also calipers or wheel cylinders in any situation where the bleeders don’t open. Pads and Rotors When disc brakes are being serviced, pads and rotors are at the core of the job. It’s far less common to resurface rotors than it has been in past times, and it doesn’t matter if you take that road or go with new. But the bottom line is something must happen with the rotors. “Slapping” a set of pads on old rotors is an immediate fail. The pads will never bed in properly, and you’ll only be faced with poor brake performance, uneven pad wear and unwanted noise. The bottom line: Rotors must be resurfaced or replaced for the job to be complete. By the same token, old pads on new rotors equals an incomplete brake job. Why would someone do this? Your guess could be as good as mine, but believe me, I’ve seen it all and I’m sure you have too. New pads and rotors bed in together. In other words, they rely on each other for proper brake operation. Drum Brakes If you thought there were some offenders with disc brakes, drums are often worse. For some reason there seems to be a perception that brake drums miraculously never need service, but the same theories hold true. If you’re replacing brake shoes, the job is only correctly done by resurfacing or replacing the drums. Hardware Hardware is anything from springs and hold-downs on drum brakes to anti-rattle clips and slide-pin boots on disc brakes. All these little pieces are important to proper brake operation. On drum brakes, even though everything may be intact, it’s also old and the springs will simply be fatigued. On disc brakes, the same holds true and even anti-rattle clips that look OK can be worn or fatigued in some manner. Luckily, most pads come with the hardware. They don’t put it in the box just for fun. One of the most overlooked parts of disc-brake service is the fact that the pads must be able to move freely in the caliper bracket and the calipers also must be able to move freely back and forth. Most calipers (excluding fixed calipers) feature slide pins that allow this to happen. No brake job is complete without removing the slide pins, cleaning them up, lubricating them and reinstalling them with new boots when required. It’s surprising how often the slide pins are stuck and how often brake pads are jammed in place due to rust, and the rust must be completely removed to allow free movement of the new brake pads. Stuck pins or stuck pads cause uneven and accelerated wear, dragging brakes, pulling and excessive heat buildup. Lubrication I touched on it already, but it’s worth a second mention. In addition to the slide pins on calipers, the brake pads require lubrication any place they contact the caliper bracket or caliper. Brake lube is specifically formulated to a) not damage or swell rubber components such as piston or slide-pin boots, b) prevent vibrations that cause noise, c) lubricate the pad contact points so they move freely in the caliper bracket and d) resist washing out. In the case of drum brakes, the backing plates feature specific contact points for the brake shoes, which should be cleaned and lubricated. Brake shoes also require lubrication at pivot and contact points between the shoes and hardware. Inspection Determining what is required for a complete brake job can only be done through inspection and disassembly. It’s easy to see worn-out pads and rusty rotors through a wheel, but even when that’s evident, you can’t see anything else until you take things apart. This is when you inspect for brake-fluid leaks, seized or damaged hardware, torn dust boots and functional bleeder screws. If leaks are found or dust boots are torn on a caliper piston or wheel cylinder, or if the bleeder won’t open, the components need to be replaced. Only until disassembly is performed during an inspection can you say absolutely what’s needed for any given vehicle. Sure, we can all look at a 50,000-mile four-year-old vehicle and say that it needs pads and rotors, and most likely those are the only hard parts it will need. But it’s no guarantee, and the higher the mileage and older the vehicle, the more likely we’ll find something else, which leads to the next category … Recommending Parts There’s always a way to work into the conversation of a complete brake job. The next time someone comes in and wants pads and rotors, you might ask, “Would you like me to look up caliper availability just in case a bleeder screw doesn’t open, or a caliper pin is seized?” If they’re an experienced technician, they know how often that happens, and they’ll likely say yes, just to know in case they need them, and they’ll appreciate it! If they’re new at all this, it will get them thinking and open the door for your advice. The next thing you know, they might change their mind and decide to buy new calipers – or at minimum they’ll leave with the extra goodies they need for a complete brake job, such as brake lubricant, brake fluid, brake cleaner and some shop rags. If they get into the job and realize there’s a problem, they’ll be right back at your store. The post Selling the Complete Brake Job appeared first on Counterman Magazine. View the full article

The water pump is a vehicle component that needs no introduction. For most vehicle owners, however, they don’t think about it until something goes wrong. As the only moving part of the cooling system, the water pump plays a vital role in keeping the vehicle running optimally in all weather conditions. Water pumps usually last a long time – 100,000 miles or more on average. When a water pump fails, though, the results can be catastrophic for the engine. Let’s talk about some common causes of premature water-pump failure. Coolant Contamination Coolant can become contaminated with dirt, debris or other substances that can wear down the water pump’s internal components, including the seals and bearings. This contamination can accelerate wear and lead to early failure. Cavitation This phenomenon occurs when vapor bubbles form in the coolant near the pump’s impeller blades, causing shock waves when they collapse. Over time, this can lead to pitting and erosion of the impeller blades, reducing the pump’s effectiveness. Improper Coolant Mixture Many water-pump failures are caused by factors other than a faulty pump. Using the wrong coolant mixture or water-to-coolant ratio can cause corrosion and deposits within the pump, reducing its efficiency and lifespan. Additionally, incorrect coolant types can chemically react with pump components, causing deterioration. Bearing Failure Bearings within the water pump allow the impeller to spin smoothly. Over time, these bearings can wear out or fail – often due to tension from a misaligned or overtightened belt – leading to noise, leaks or a seized pump. Thermal Stress and Fatigue Constant exposure to fluctuating temperatures can cause the metal components of the water pump to expand and contract, leading to stress fractures and eventual failure. Leakage and Seal Failure The water pump’s seals are prone to wear and degradation over time, leading to coolant leaks. Such leaks not only reduce the efficiency of the cooling system but also can cause overheating and further damage to the water pump and surrounding components. Warning Signs Recognizing the early signs of water-pump failure can prevent more significant engine damage. Here are some key indicators: 1. Coolant leak – One of the most straightforward signs is a coolant leak at the front of the vehicle, typically near the center. This can indicate a failed seal or gasket in the water pump. 2. Overheating engine – If the water pump isn’t circulating coolant effectively, the engine temperature can rise, leading to overheating. Persistent overheating, especially under normal driving conditions, should prompt an inspection of the cooling system, including the water pump. 3. Strange noises – A failing water pump can produce a variety of noises, such as whining or grinding, often due to bearing failure or an impeller rubbing against the pump housing. 4. Steam from radiator – Seeing steam emanate from the radiator is a clear sign of overheating, which could be due to a malfunctioning water pump. 5. Corrosion and deposit build-up – Visible corrosion or significant scaling on the water pump or surrounding components can indicate a failing pump, often due to improper coolant use or leaks that allow air into the system. While the service life of most OE water pumps should be 100,000 miles or longer, a cheap replacement pump might not make it 30,000 miles before it starts to leak. To keep your customers happy, it’s always a good idea to recommend a well-built, high-quality water pump from a trusted manufacturer. And when they’re replacing the water pump, you’ll want to check if they need any gaskets, hoses, coolant, belts or a thermostat. Also, if your customer who just purchased a new aftermarket water pump from you doesn’t flush the system and use new coolant when they install the new pump, there’s a good chance you’ll be hearing from them sooner rather than later with a warranty return. You should encourage your customers to follow the vehicle’s recommended flush-and-fill schedule, and to always use the coolant specified by the vehicle manufacturer. Most coolant suppliers do not recommend intermixing different brands or types of coolant in the same cooling system, due to the risk of coolant-gelling, corrosion or abrasion of water-pump seals. The post When Water Pumps Go Bad appeared first on Counterman Magazine. View the full article

Schaeffler earlier this month published its 2023 Sustainability Report, highlighting the progress along its “three ESG dimensions.” “Sustainability is an integral part of our corporate strategy,” Schaeffler CEO Klaus Rosenfeld said. “Schaeffler has always been known for its innovative strength and technological expertise – building on this, we want to bridge the gap between sustainability and cost efficiency. We have set ourselves ambitious targets. Despite all the progress we have made in recent years, we are aware that we still have a fair way to go.” The 2023 Sustainability Report includes the definition of 10 actionable areas for the implementation of Schaeffler’s sustainability strategy, which are assigned to the three areas of environment, social and governance (ESG). “Sustainability & Engagement” is a subprogram of “Roadmap 2025,” Schaeffler’s overarching business strategy. The program was updated in 2023 with its Climate Action Plan, which was devised in 2022 and details specific measures for reducing CO2e emissions. Schaeffler is currently focusing on seven key ESG goals in the implementation of the sustainability strategy, including climate neutrality, efficient use of resources, environmental protection and occupational health and safety. For example, Schaeffler said it aims to achieve climate neutrality across production and its supply chain by 2030 and 2040, respectively. The company said it instituted measures in 2023 that will lead to an annual reduction in freshwater consumption of 150,000 cubic meters. The Schaeffler Group reduced its freshwater consumption by around 9% in the reporting year, with 27 water-saving measures implemented and verified externally in 2023, according to the company. The measures are expected to account for a minimum annual savings of 265,000 cubic meters from 2024. Among other highlights, the global nonprofit environmental organization CDP awarded Schaeffler an “A” score in the climate-change category for 2023 by for corporate transparency and performance, and an “A-“ in the water category. In the EcoVadis sustainability rating, Schaeffler improved its score to achieve a total of 79 out of 100 points, earning itself Platinum status again and a repeat ranking in the top 1% in its peer group in 2023. Focus on Decarbonization Decarbonization is a key focus area for Schaeffler. Sustainable supply chains (Scope 3 upstream) and the purchase of low-emission materials and services are a few of the strategies Schaeffler is employing in this area. “Through close and trusting partnerships with our suppliers, we have already achieved initial successes and set the right course,” said Andreas Schick, chief operating officer at Schaeffler. “Transparency and dialog with our suppliers are now crucial to mastering the challenges ahead of us together and achieving our goal of a climate-neutral supply chain in 2040.” At Schaeffler, the decarbonization of production (Scope 1 and 2) is largely based on the use of renewable energies, increasing energy efficiency and retrofitting plants to use renewable energies. For this reason, the internal generation of renewable energies is being developed at sites across the Schaeffler Group as an extension to the existing energy-efficiency program. Since 2023, Schaeffler says 100% of the electricity purchased at almost every plant in Europe, Greater China and the Americas has come from renewable sources, with the plants in the Asia/Pacific region set to follow suit in 2024. The Schaeffler Group has seen a reduction in production-related greenhouse gases of around 24% compared with the previous year, resulting in a decrease from 493,000 tons CO2e tons 375,000 tons CO2e, according to the company. “Sustainability and innovative strength are firmly rooted in the Schaeffler Group’s DNA,” said Uwe Wagner, chief technology officer at Schaeffler. “This is the only way for us to overcome the challenges of tomorrow and pave the way to a sustainable and eco-friendly future.” The post Schaeffler Publishes 2023 Sustainability Report appeared first on Counterman Magazine. View the full article

In our November issue of AMN/Counterman, we took an in-depth look at the Consumer Price Index (CPI) and the average vehicle age, highlighting their significant roles in shaping the automotive aftermarket. At the time of publication, we hinted at further exploration into other critical factors that influence our industry, and today, I’ll fulfill that promise by examining gas prices and vehicle miles traveled (VMT), two indicators that give a snapshot of the economy and provide professionals a means to predict the future of the aftermarket landscape. First, let’s look at everyone’s favorite expense: gas prices. The fluctuations in gasoline prices in the United States are more than mere figures at the fuel pump; they serve as barometers for a variety of factors, including economic health, geopolitical tensions, consumer confidence and the vitality of the automotive aftermarket sector. Gasoline stands as a relatively inelastic commodity, with demand showing little sensitivity to price changes. This is largely because a significant portion of vehicle use, estimated at about 30% for commuting purposes alone, is essential and non-negotiable for many individuals, according to a University of Michigan study. When considering additional driving for school-related activities, errands and other purposes, visits to the gas station are an inevitable aspect of daily life. This inelastic nature of gasoline consumption implies that rising fuel prices compress consumer spending power and escalate operational costs for businesses reliant on transportation. Consequently, there’s a logical link between fuel costs and mileage traveled, especially for discretionary travel. Recent studies, including research by AAA, reinforce this connection, suggesting that as gas prices climb, individuals adjust their travel and lifestyle accordingly. AAA released an article in July 2022 summarizing the aforementioned research that they conducted. The article showed that 64% of U.S. adults made changes to their driving habits and/or lifestyle since March 2022, at a time when gas prices were hovering around $4.30 and peaking at $5.03 in June 2022, with 23% of consumers making major changes. As illustrated in the article, of the 64% who reported they were making changes in their driving and lifestyle, 88% said they would drive less, 74% said they would try to combine errands, 56% said they would reduce shopping or dining out, and 30% reported they will delay major purchases. Putting these sentiments into the context of the automotive aftermarket, less driving will put fewer miles on vehicles, leading to extended periods in between the 3,000-5,000 mile oil changes, roughly 6,000-mile alignments and factory scheduled maintenance around the 30,0000-, 50,000-, and 90,000-mile marks. Additionally, if people have less disposable income, they may put off repairs or standard maintenance like an oil change, further increasing the interval of vehicle maintenance. However, while less driving may lead to extended periods between routine maintenance tasks such as oil changes, alignments and factory scheduled services initially, this shift in consumer behavior presents a silver lining for the automotive aftermarket. With people potentially delaying maintenance due to reduced disposable income, it stands to reason, vehicles are likely to be held onto for longer periods. This not only increases the likelihood of maintenance and repairs in the long term, but also signals a decrease in the purchase of new vehicles. As a result, the market could see an uptick in older, used vehicles that require more frequent servicing and do not receive warranty services (in other words, an increase in the use of vehicles within the aftermarket sweet spot). This scenario underscores the importance of the automotive aftermarket in supporting vehicle longevity and reliability, highlighting a potentially robust market for service shops and parts suppliers alike. However, despite the intuitive connections and survey research, some reports, such as one from TIME, paint a different picture. Research analyzing fuel prices and American driving habits from 2000 to 2022 indicates that by June 24, 2022, U.S. gasoline consumption was nearly 8.93 million barrels per day, slightly below the 9 million daily average since 2000, showing a minor 1% drop. Conversely, gas prices soared to 90% above their average for that period. The results of the TIME analysis will be partially corroborated by some of the charts presented in this article, but it is important to understand that the data presented for miles driven is in millions, so even small spikes on a chart will represent rather larger scaled changes. To begin our deep dive, we start with Chart 1, which sources data from the U.S. Energy Information Administration and reveals the trajectory of retail gasoline prices across several years, displaying a pattern of highs and lows that correspond with a multitude of external factors. Chart 1 As we observe the trend line from January 2014 to January 2024, we see a gradual increase with significant peaks and troughs. The trendline suggests a weak upward trend with considerable volatility, which can be attributed to a range of influences, from geopolitical events, supply disruptions, technological advancements and shifts in consumer behavior. While Chart 1 showing a decade of gas price fluctuations may not explicitly outline the impact on the automotive aftermarket as far as time is concerned (meaning that we can’t accurately predict the price of gas in a few years with time alone), the implications are significant. Higher gas prices can lead to increased demand for fuel-efficient aftermarket products or vehicles, as consumers look to optimize their vehicle’s performance. Conversely, lower gas prices can result in more disposable income to pursue vehicle repairs or perhaps drive more in general, which will inevitably lead to a greater need for repairs and vehicle upkeep (more on that to come). Ultimately, whether gas prices rise or fall, the aftermarket can benefit from the resulting changes in consumer behavior, as vehicle owners seek to manage their operating costs or take advantage of economic conditions to use their vehicles more. VMT: A Reflection of Changing Times As previously stated, VMT can have a significant impact on the health of the automotive industry and the aftermarket. So, let’s jump into Chart 2, which showcases VMT data over the last 10 years, according to the Federal Reserve Economic Data (FRED). This chart traces the VMT from January 2014 to October 2023, offering a graphical story of the nation’s driving habits. Chart 2 The data shows that simply counting on an increase in driving over time won’t work for predicting aftermarket service demand. Instead, aftermarket businesses should focus on the specific factors that influence driving habits, like economic trends such as inflation and cultural/societal trends such as remote work policies. This understanding is crucial for aftermarket businesses to effectively manage inventory, plan marketing and schedule services. Recognizing that vehicle use can vary widely, rather than following a steady climb, allows aftermarket companies to be more agile and meet their customers’ needs in real time. Is There a Correlation Between Gas Prices and Vehicle Miles Driven? Various reports and studies have highlighted a discernible link between gasoline prices and the distance traveled by drivers. However, a broader analysis of economic data reveals a more complex scenario. Despite the intuitive connection between fuel costs and driving behavior, the practical demands of daily life in America—such as commuting to work, school and other essential activities—often render the inclination to reduce driving due to higher gas prices moot. (See Chart 3 which integrates information from the preceding two charts.) Chart 3 While there’s a connection between gas prices and VMT, it’s relatively weak as indicated by the low correlation coefficient and the even smaller predictive regression score not presented, indicating the presence of other influential factors. For accurate market predictions, we must consider additional variables like geopolitical issues affecting oil supply, policy changes and shifts in oil demand, which can abruptly alter gas prices. Similarly, VMT is influenced by factors such as public transportation availability, urban versus rural living patterns and societal shifts toward remote work or “walkable” cities. Changes in consumer preferences, such as a growing interest in environmentally friendly transportation options or online shopping, can also play a crucial role. Therefore, automotive aftermarket professionals should consider integrating advanced analytics and diverse data sources into their decision-making processes. This could involve investing in resources that help analyze social, economic and political trends, alongside traditional market data. Engaging with experts in related fields, from energy economics to urban planning, can also enrich their strategic outlook. In summary, a proactive understanding of the diverse drivers behind market changes is essential to navigate the industry’s complexities, capitalize on opportunities and ensure lasting success in a constantly evolving market. The post How Much Do Gas Prices Affect the Automotive Aftermarket? appeared first on Counterman Magazine. View the full article

At the Schaeffler Group, sustainability isn’t a buzzword. Sustainability is a foundational element of Schaeffler’s corporate strategy – a core value that’s driving innovation across the entire company. Schaeffler has been a pioneer in motion technology for more than 75 years. Through its ambitious sustainability strategy – including its publicly stated goal of achieving climate-neutral operations by 2040 – Schaeffler aims to be a global leader in environmental and social responsibility as well. “The implementation of our ambitious sustainability strategy will only succeed with the support of our customers and suppliers, managers and employees, and everyone else we collaborate with,” Schaeffler Group CEO Klaus Rosenfeld explains. As the Official Sustainability Partner of Counterman.com, Schaeffler is excited to share more details about its sustainability vision, best practices, ideas and objectives. By clicking on the “Sustainability by Schaeffler” tab on Counterman.com, you can learn more about Schaeffler’s sustainability strategy, view the company’s most recent corporate Sustainability Report and gain insight into Schaeffler’s efforts to incorporate sustainability into its supply chain partnerships. In the weeks and months ahead, stay tuned for more sustainability content from Schaeffler and Counterman. The post Introducing ‘Sustainability by Schaeffler’ on Counterman.com appeared first on Counterman Magazine. View the full article

The Auto Care Association recently announced the addition of Jacki Lutz as director of content to its communications team. As the director of content, Lutz will be tasked with leading a cross-functional and multimedia content strategy, development and execution across all platforms. Lutz also will be responsible for shaping and driving content initiatives to meet the association’s business objectives; enhancing brand presence; and engaging with current and prospective members. With more than a decade of marketing and communications experience in the automotive aftermarket, “Lutz’s mastery of telling brands’ stories in a clear and compelling way will enable the association to expand the reach of its mission to more industry professionals both across the supply chain and up and down the business ladder,” the association said in a news release. “The Auto Care Association has spent the past several years working on building an organization that meets its members’ needs of today with solutions that can carry them into the industry of tomorrow,” said Bill Hanvey, president and CEO. “A vital part of being that kind of a dependable association for its members means being able to connect with them – all of them – and that begins with great communication. The addition of Jacki Lutz to our communications team will help the Auto Care Association to grow its connections with our members and share their stories in an impactful way with the entire auto care industry.” Prior to joining the Auto Care Association, Lutz served as the senior manager of global corporate marketing communications for Sensata Technologies, where she created and executed a new centralized marketing communication strategy for all of its business units, including aerospace, automotive, heavy-duty, clean energy and aftermarket. Since 2013, Lutz previously held additional roles within Sensata Technologies, including global head of communications, training and e-commerce, auto and aftermarket; global head of marketing and communications, aftermarket; and marketing and communications manager, NA aftermarket. Lutz has been an active member of the Auto Care Association, participating in and providing leadership to the association’s Marketing and Communications Committee; the Young Auto Care Network Group (YANG); the AWDA Manufacturer’s Advisory Council; and the Women in Auto Care Executive Board. Lutz has contributed to several other prominent industry organizations throughout her career. She served as president of the Automotive Communications Council and has contributed her expertise to the boards of MEMA Aftermarket’s Marketing Executive Council and the Automotive Aftermarket Charitable Foundation. Lutz’s remarkable contributions have been recognized with prestigious accolades, including the Auto Care Impact Award, SEMA’s 35 under 35 distinction, membership in Babcox’s Women at the Wheel and induction into Tire Review’s esteemed Club 3633. The post Jacki Lutz Named Content Director at Auto Care Association appeared first on Counterman Magazine. View the full article

Carter has expanded its line of electrical auxiliary water pumps to include three new part numbers tailored specifically for Tesla vehicles. “With a focus on meeting the unique demands of Tesla vehicles, these auxiliary water-pump SKUs are engineered to efficiently move fluid in high-temperature environments, keeping pace with the rapidly evolving technologies found in modern engines,” the company said in a news release. The new part numbers cater specifically to Tesla models, complementing Carter’s comprehensive range of water pumps that already cover 95% of domestic and import VIO, Carter noted. The post Carter Expands Line of Electrical Auxiliary Water Pumps appeared first on Counterman Magazine. View the full article

ATP recently announced the expansion of its Graywerks line of engine harmonic balancers with 18 new part numbers. This expansion increases coverage by 25 million vehicles for popular makes and models that are growing in demand. ATP harmonic balancers are developed to the OE design, ensuring they will install properly and function as intended, according to the company. The harmonic balancers are manufactured with high-grade metals and rubber that is bonded or pressed per the original specifications. Each component is precision-machined, and assemblies are dynamically balanced for the best performance, according to ATP. The post ATP Expands Graywerks Line of Harmonic Balancers appeared first on Counterman Magazine. View the full article

The Auto Care Association announced it has been certified as a Great Place to Work. “This prestigious award is a testament to the association’s commitment to creating an inclusive, supportive and dynamic work environment for its employees,” Auto Care said in a news release. With a remarkable 95% of employees affirming that the Auto Care Association is a great place to work, the organization stands out significantly above the national average. This recognition is based on direct feedback from employees, provided as part of the Great Place to Work’s rigorous, data-driven methodology. The survey highlighted several areas where the Auto Care Association excels, including management’s approachability, effective coordination and assignment of tasks and the provision of necessary resources and equipment to employees. Headquartered in Bethesda, Maryland, the Auto Care Association employs more than 40 U.S.-based workers and is renowned for its advocacy, educational, networking, technology and market-intelligence resources. It plays a pivotal role in the automotive aftermarket, driving innovation and competitiveness through its evaluation of market trends and development of new tools to adapt to evolving patterns. “This certification is not just a milestone for our association but a reflection of the hard work, dedication, and passion of our team,” said Bill Hanvey, president and CEO of the Auto Care Association. “We are deeply committed to ensuring our workplace is not only rewarding and supportive but also fosters the growth and development of all our employees.” The Auto Care Association added that its “culture is built on a foundation of mutual respect, collaboration and a shared vision for the future of the automotive aftermarket.” Auto Care uses the acronym TCIF to summarize its corporate values. It stands for Teamwork, Curiosity, Integrity and Fun. These values “have cultivated a workplace where 97% of employees feel management is approachable and hires people who fit well within the organization,” according to Auto Care. “Great member service starts with a strong internal foundation,” said Lea Diamond, vice president, people operations, for the Auto Care Association. “Our strengths internally are reflected in the level of service and care we provide to our members and the industry.” The post Auto Care Association Certified as a Great Place to Work appeared first on Counterman Magazine. View the full article

Heavy-duty repair shops around the country reported up to a 40% year-over-year increase in counter sales, according to Fullbay’s 2023-2024 State of Heavy-Duty Repair Report. Labor rates went up approximately $10 per hour compared to the 2022-2023 data. Fullbay published the fourth-annual report in partnership with ATA’s Technology and Maintenance Council. “Our most extensive report to date, the fourth-annual edition brims with valuable data and analysis tailored to assist repair shops in optimizing their operations,” said Patrick McKittrick, CEO of Fullbay. “This all-encompassing report serves as a valuable resource for shop owners and managers, enabling them to benchmark their shop’s key metrics against counterparts nationwide. We take pride in providing transparent and unbiased data, supporting our industry partners and peers in their consideration of heavy-duty vehicle maintenance best practices.” Among the highlights in the report: 45% of respondents reported between 21% to 40% increases of counter sales from 2022 to 2023 Labor rates increased 9% across the country in 2023 – equating to a roughly $10-per-hour increase Over 40% of respondents reported a net profit between 11% and 20% 18% of shops surveyed were pulling in between $1 million to $2 million each year, while 12% reported revenue between $250,001 and $500,000 25% of technicians indicated they worked at only three shops throughout the course of their entire career “For over 60 years, TMC has aided in developing best practices, technology, and maintenance practices to support the heavy-duty repair industry to specify and maintain their fleets more effectively,” said TMC Executive Director Robert Braswell. “There is no shortage of challenges repair shops face, and this annual report is an excellent tool for individuals of all sectors within the industry to use as a guide when faced with those particular challenges on a daily basis.” Fullbay’s report data is drawn from individual survey responses and real-world shop data. More than 1,000 individuals from the commercial freight, logistics and repair industries completed the survey, while shops across North America, Australia and New Zealand were sampled for authentic shop data. Those surveyed were a combination of both customers and non-customers of Fullbay, while all sampled data went through data masking. The 2024 report is available for free download here. The post HD Repair Shops Report Increases in Counter Sales, Labor Rates appeared first on Counterman Magazine. View the full article

After its initial U.S. launch in October 2023, UniClutch said it is expanding its North American footprint with two additional SKUs – 4Terrain and Track – “to enhance how enthusiasts can experience this one-of-a-kind clutch product.” Compatible with the UniClutch Flex Fit Installation system, existing UniClutch owners can upgrade to the new range-topping models by swapping in the new Track or 4Terrain core unit. With the second iteration of the UniClutch system, the brand is reaching even more drivers. UniClutch Track Track holds up to 1,450 foot-pounds of torque capacity with a heat-resistant ceramic dual core; lightened chromoly billet cover assembly; and a stronger quad drive sprung dampening system to handle punishing motorsport use, “while still being street-able,” according to the company. “Tested with pro drift drivers and circuit racers, it’s great for any motorsport discipline or professional use,” the company said. “The Track ICT variant introduces an innovative intercooler for a further (up to) 40% reduction in heat, perfect for muscle cars and other applications developing massive torque at very low RPM.” UniClutch 4Terrain 4Terrain stands out due to its heat dissipation designed for 4×4’s, featuring ICT intercooler technology, according to UniClutch. “This innovation reduces fade, sustaining more slippage during extreme off-roading conditions, allowing drivers to maintain control and performance even in the harshest environments,” the company explained. Together with a new quad drive sprung 4×4 dual core featuring an upgraded friction composition, 4Terrain boasts 1,450 foot-pounds of torque capacity and an anti-corrosion, anti-flex, heavy-duty billet steel cover assembly. The entire UniClutch line is retailing at select NAPA stores across the United States and at UniClutch.com. The post UniClutch Expands North American Footprint with 2 Additional SKUs appeared first on Counterman Magazine. View the full article

It seems like everything old is new again. TV and movie producers love to “reboot” our favorite classics, musicians regularly cover or sample from songs we all know (and sometimes loved). Fashions from high school that make us cringe will be back in style sooner or later. It can serve to bring us together by introducing younger generations to the things their parents knew and loved, or drive a wedge between us as we argue over which version is better. For the record, I’m the grumpy old guy who argues that the original is always better … but I don’t think I ever expected to see another Mazda with a rotary engine. The Wankel rotary engine was a unique (if somewhat flawed) design that had last appeared in the 2012 Mazda RX8. Designed by German engineer Felix Wankel in the 1950s, various displacements of the two-rotor engine appeared in Mazda production vehicles beginning in 1967. In addition to the more familiar RX7 and RX8 sports cars, Mazda also produced roughly 15,000 rotary-powered B-series pickups from 1974-1977, and even put its tiny 1.3-liter rotary into a small bus in 1974. A prototype four-rotor engine powered Mazda to a win at LeMans in 1991. The rotary design is unique in that it only has three moving parts. An eccentric shaft and a pair of three-sided rotors move inside a pair of roughly oval chambers, completing the traditional Otto-cycle of intake, compression, combustion and exhaust without the use of reciprocating pistons or a valvetrain. Instead, the twin rotors spin around the eccentric shaft like a hula-hoop. The secret to the Wankel design is the geometric shape of the rotor, known as a Reuleaux triangle. The fattened triangular shape of the rotor has a constant width, always sealing the chamber in three places throughout the cycle … in theory. Sealing was an issue for the early Mazda rotary engines, with the apex seals at the three points of the triangle tending to fail. Like a piston ring in a reciprocating engine, the apex seal is responsible for maintaining compression throughout the cycle. This problem dogged the brand for years, but another inherent issue is in the housing design itself. With the intake and compression strokes occurring at the top of the oval chamber, and the combustion and exhaust events at the bottom, the housing experiences uneven heat buildup. This leads to one of the more confusing cataloging elements of the rotary Mazdas: “leading” and “trailing” spark plugs. Due to the heat differential between the upper and lower portions of the housing, the stock spark plugs are of different heat ranges. The leading plug (the “lower” position) is a hotter plug than the trailing (“top” position), although some enthusiasts prefer to run trailing plugs in all four positions. (Each rotor/chamber houses a pair of plugs.) Inability to meet increasingly strict fuel-efficiency and emissions requirements ultimately killed the original rotary engine, but in 2023, Mazda resurrected the design. A single-rotor 830cc Wankel engine can now be found in the Euro-spec MX-30 e-Skyactiv R-EV plug-in hybrid. Unfortunately for RX enthusiasts, the engine serves only as a range extender for the PHEV variant of the MX-30, powering a generator rather than powering the drivetrain directly. With improved compression, gasoline direct injection and an EGR system, this engine is much cleaner and efficient than previous rotaries. We’ll see if this improved technology can make its way back into the U.S. market, but for now, the European-engineered Wankel rotary engine has returned to its roots, thanks to the Mazda engineers who have believed in this funky little powerplant for nearly 60 years. The post Return of the Rotary Engine appeared first on Counterman Magazine. View the full article

AMSOIL has added a new 0W-40 viscosity to its line of OE 100% synthetic motor oil to better meet the emerging demands of advanced automotive technology. The new OE 0W-40 is primarily for newer RAM HD trucks equipped with the 6.4-liter Hemi engine, AMSOIL noted. AMSOIL OE 100% synthetic motor oil is specifically designed to deliver maximum wear protection, fuel economy and emissions control for the longer drain intervals recommended by OE manufacturers, according to the company. The motor oil is licensed by the American Petroleum Institute (API) to meet and exceed the requirements commonly found in owner’s manuals. AMSOIL OE 100% synthetic motor oil also is friendly toward modern emissions-control systems to promote proper operation of catalytic converters for optimum service life and low exhaust emissions, according to AMSOIL. Low-speed pre-ignition (LSPI) is a common issue found in today’s advanced engines and is much more destructive than typical pre-ignition. OE 100% synthetic motor oil achieved 100% protection against low-speed pre-ignition (LSPI), based on testing required by the GM dexos 1 Gen 2 specification. The motor oil provides 47% more wear protection than required by the GM dexos 1 Gen 2 specification, based on independent testing cited by AMSOIL. “AMSOIL OE 100% synthetic motor oil has a 100% synthetic, pure chemical structure engineered to remove harmful contaminants and provide long-lasting engine protection and performance,” AMSOIL said in a news release. “It features an advanced detergent and dispersant additive package designed to protect against sludge and deposits to deliver maximum engine cleanliness.” AMSOIL OE 100% synthetic motor oil is available in the following viscosities: 0W-16, 0W-20, 5W-20, 5W-30, 10W-30 and 0W-40. The post AMSOIL Introduces New OE 0W-40 100% Synthetic Motor Oil appeared first on Counterman Magazine. View the full article

Applications are being accepted for the Federated Car Care Scholarship program. Interested students should complete and submit their applications at AutomotiveScholarships.com by March 31. The Federated Car Care scholarships are funded by Fisher Auto Parts in memory of Art Fisher, founder of Federated Auto Parts and the Federated Car Care program. Qualified candidates should specify “Federated” on their application when applying online. Administered by the University of the Aftermarket Foundation (UAF), the scholarships will be awarded to employees and children of active Federated Car Care Center members attending a two- or four-year accredited college, an ASE/NATEF-certified post-secondary automotive, heavy-duty or collision technician training program or any licensed and accredited vocational school. Students graduating from high school in 2024 and heading to any of these post-secondary programs also are eligible. “It is a privilege for us to once again provide scholarship opportunities to the children and employees of Car Care members, assisting them in furthering their education,” said Bo Fisher, chairman and CEO of Fisher Auto Parts. “The University of the Aftermarket Foundation’s AutomotiveScholarships.com website streamlines the application process. We urge all interested candidates to submit their applications by March 31 and look forward to awarding Federated Car Care scholarships to another group of deserving young men and women for the 2024-25 academic year.” Federated is one of more than 30 other organizations awarding scholarships on the UAF Automotive Aftermarket Scholarship Central website. As an added benefit for students who apply at this site, each completed application will be considered by every scholarship where the candidate meets the qualifications. The post Applications Open for Federated Car Care Scholarships appeared first on Counterman Magazine. View the full article

BendPak recently announced a new strategic partnership solidifying Expert Automotive Equipment as primary distributor for all BendPak brands and products in the Las Vegas Valley. “This collaboration marks a significant milestone for both companies, combining BendPak’s renowned expertise in automotive lifts, wheel service equipment and shop equipment with Expert Automotive Equipment’s commitment to providing top-notch products and services to the automotive industry,” the company said in a news release. As the primary distributor, Expert Automotive Equipment will represent BendPak across a wide range of products, including car lifts, tire changers, wheel balancers and various other automotive service solutions. Under the agreement, Expert Automotive Equipment will offer and support equipment sold under the BendPak, Ranger, Cool Boss and Autostacker brands. “We are thrilled to join forces with Expert Automotive Equipment as our primary distributor for the Las Vegas and Henderson communities, and surrounding areas,” said Sean Price, BendPak director of sales operations. “Expert Automotive Equipment’s focus on delivering exceptional products and services aligns perfectly with BendPak’s mission to provide cutting-edge solutions for professional automotive and truck service facilities, as well as our DIY and enthusiasts customers. This partnership will undoubtedly enhance the accessibility of our products and provide the support our customers need across the Las Vegas Valley.” Expert Automotive Equipment, a respected name in the automotive equipment distribution industry, has years of experience and a strong reputation for customer satisfaction, BendPak noted. “We are proud to be chosen as the primary distributor for BendPak, a brand synonymous with quality and innovation in the automotive equipment industry,” said Scot Salisbury, owner and founder of Expert Automotive Equipment. “This partnership helps us deliver on our goals to provide our customers with best-in-class products, empowering automotive professionals to achieve new heights of efficiency and excellence in their operations.” The post BendPak Names Expert Automotive Primary Distributor in Las Vegas Valley appeared first on Counterman Magazine. View the full article

The driveshaft coupler might be one of the most overlooked undercar components. It’s known by many other names, such as driveshaft coupling, flexible driveline coupling, driveshaft coupler flex joint and flex disc. You also might know this part as a “giubo,” a term that was coined by its inventor, Antonio Boschi. You’re most likely to be familiar with it if you have customers who own European luxury vehicles, but you’ll also find it on some domestic applications. The driveshaft coupler connects the transmission, driveshaft and differential, ensuring a smooth transfer of rotational motion and optimal road performance. You can think of the driveshaft coupler as a vibration dampener. Whenever the transmission transfers power to the differential, the driveshaft coupler loads up to dampen the vibrations, and it prevents driveline misalignments. On a Mercedes, you’re likely to find two driveshaft couplers: one in the front and one in the back. But you also might encounter this component on a number of other makes and models, including late-model and classic applications. Driveshaft couplers also can help compensate for misalignments. Vehicles are subject to various forces and flexing while in motion, leading to potential misalignments in the drivetrain. Driveshaft couplers can flex to accommodate these misalignments, ensuring continuous power transmission without undue stress on other components. The design of a driveshaft coupler must account for several factors, including torque requirements, rotational speeds, temperature ranges and the types of loads (static, dynamic, shock) it will encounter. The materials used – such as rubber, polyurethane or advanced composites – are selected based on their ability to provide flexibility, durability and resistance to wear, heat and chemical exposure. Rubber is commonly used for its excellent vibration-dampening properties and flexibility, while polyurethane offers greater durability and resistance to oils and chemicals, albeit with a slight increase in transmitted vibration. Driveshaft couplers tend to last a long time. But, given that they’re called into action every time the throttle opens or closes or a gear change occurs, they’re not invincible. While driveshaft couplers are designed for durability, they are, by nature, wear items. Over time, the stress of torque transmission, exposure to environmental elements and the constant flexing can lead to material degradation. As a driveshaft coupler wears out, it loses its ability to absorb vibrations and reduce shock forces. When that occurs, drivers and passengers are going to feel it. Symptoms include vibrations or a clunking sound emanating from underneath the vehicle, which might get worse as the vehicle accelerates. A rough shifting feeling when putting the vehicle in drive or reverse is another potential sign of a failing flex disc. Why are driveshaft couplers more prevalent on European vehicles? Well, there are several explanations. One is that European automakers prioritize precision engineering, ride quality and handling in their vehicle designs. The use of driveshaft couplers aligns with this philosophy, as these components enhance driveline smoothness and absorb vibrations, leading to a more comfortable and refined driving experience. Plus, European drivers tend to have high expectations regarding vehicle dynamics and comfort, and driveshaft couplers ensure smoother power delivery and reduce NVH levels. Also, European cars – especially luxury and performance models – frequently feature rear-wheel-drive or all-wheel-drive configurations, which inherently require more complex drivetrain layouts. Driveshaft couplers are essential in these setups to manage the alignment and movement between the transmission, driveshaft and differential. The post Getting to Know Driveshaft Couplers appeared first on Counterman Magazine. View the full article

Photo caption: Bill Hanvey, president and CEO, Auto Care Association (pictured on the right), teaches an automotive aftermarket course during a recent visit to Northwood University in Midland, Michigan. Leaders from the Auto Care Association recently visited Northwood University to meet with students enrolled in automotive aftermarket courses. Auto Care President and CEO Bill Hanvey was the guest lecturer for several Northwood University automotive aftermarket courses at its Midland, Michigan, campus, alongside several Auto Care Association team members. “One of the most fulfilling parts of my job is preparing the next generation of leadership for our industry,” said Hanvey. “Northwood University students are engaging, intelligent and care deeply about their career potential. The entire university staff is fully invested in their success and opportunities for industry leaders to share their experiences with the students are invaluable for the students and the executive as well. We are thrilled at the level of collaboration between Northwood and Auto Care to bring necessary training and education to the men and women both in the industry now, and those considering a career in the future.” Hanvey was joined by Ted Hughes, senior director, community engagement, Auto Care Association and executive director, Aftermarket Warehouse Distributors Association (AWDA); Amanda Bischoping, director, education, Auto Care Association; and Jonathan Larsen, vice president, standards and digital products, Auto Care Association. The Auto Care Association team met with students enrolled in the following courses: Aftermarket Manufacturing Management, which explores the role manufacturers play in the aftermarket and what business functions they employ; Category Management, which prepares students for the role of product manager through inventory modeling techniques and data analysis; and Aftermarket management research, which teaches students research techniques to form a hypothesis and sample the data to reject or not reject the hypothesis. “Northwood University is beyond grateful for the Auto Care Association team,” stated Thomas Litzinger, executive director, University of the Aftermarket and Northwood University aftermarket industry chair. “We appreciate the team coming to campus and interacting with our students. It is very beneficial and meaningful for our students to meet industry executives, learn about the aftermarket on such a high level, and discover their passion and dedication to our industry. Experiential learning opportunities like this are what set our students apart and help them become the future leaders of our industry.” The global market value of the aftermarket industry currently exceeds $400 billion. Northwood’s aftermarket management program is the only one of its kind. Students in this program are fueled by their passions for cars, the aftermarket and turning their passion into a future career. The program has a nearly 100% employment rate for all graduates in the program, according to Northwood. James O’Dell, assistant director, aftermarket education, Northwood University, noted that part of its students’ success is because Northwood helps them engage in real-world experiences and to network with industry leaders such as Hanvey, Hughes, Bischoping and Larsen. The post Auto Care Association Leaders Visit Northwood University appeared first on Counterman Magazine. View the full article