Counterman

While it might not sound like it to the untrained ear, the orchestration of components to achieve the ideal combustion cycle is nothing short of a symphony. For fuel-injected engines, two important instruments in this precise arrangement are the mass airflow (MAF) sensor and the manifold absolute-pressure (MAP) sensor. The MAF sensor, typically situated between the air-filter housing and the intake manifold, might be considered the maestro. Also known as an air meter, the MAF sensor uses a heated element to measure the amount of air by weight that’s entering the engine. As the air cools the heated element, this cooling effect changes the electrical resistance of the element. The amount of cooling the element experiences is directly proportional to airflow, and the sensor conveys this information to the engine computer by way of changing voltages or digital frequencies. The engine computer then uses this information – along with other inputs – to adjust the amount of air entering the engine. Other inputs that help determine the proper air-fuel ratio include: oxygen sensors, which measure the amount of air in the exhaust gases; throttle-position sensors, which tell the computer if the throttle is closed, partially open or wide open; knock sensors, which monitor for signs of engine knocking; and (on some vehicles) MAP sensors, which measure the amount of pressure or vacuum in the intake manifold. While most fuel-injected engines today utilize a MAF sensor to obtain a precise measurement of airflow, MAP sensors play a starring role in fuel-injected vehicles with speed-density engine-management systems. However, turbocharged engines often have both a MAF and a MAP sensor. “In turbocharged engines, the partnership between MAP and MAF sensors isn’t just a technicality – it’s the secret behind the vehicle’s ability to harness forced induction with unparalleled precision,” Walker Products explains. Let’s take a closer look at each type of sensor and what they bring to the table. MAF Sensors Air changes its density based on temperature and pressure. In automotive applications, air density varies with the ambient temperature, humidity, altitude and the use of forced induction (turbochargers and superchargers). Compensating for changes in air density due to these factors is essential for maintaining the optimal air-fuel mixture and efficient engine operation. Consequently, MAF sensors are better-suited than volumetric-flow sensors to provide an accurate measurement of what the engine needs. MAF sensors offer a more direct and accurate measurement of the critical parameter for engine combustion: the mass of air. This facilitates better engine performance, fuel efficiency and emissions control compared to relying solely on volumetric-flow measurements. There are two types of MAF sensors used in automotive engines: the vane-meter sensor and the hot-wire sensor. The vane-type MAF was the first one out there, and it was used on import vehicles from the 1970s and 1980s. “It didn’t have many actual problems,” Charles Dumont explains in a 2020 Counterman article. “However, many of them were replaced, because back then the vehicles didn’t have onboard diagnostic capabilities. Usually after mechanics and DIYers had replaced all the other ignition parts and sensors, the MAF sensor was the last-ditch effort.” These days, you’re more likely to encounter the hot-wire style of MAF sensor. The hot-wire MAF sensor is smaller, faster and more accurate than the older vane-type MAF sensor, making it the preferred choice in most late-model vehicles. Delphi provides a great explanation of the hot-wire MAF sensor on its website. “Put simply, a MAF has two sensing wires,” Delphi explains. “One is heated by an electrical current, the other is not. As air flows across the heated wire, it cools down. When the temperature difference between the two sensing wires changes, the MAF sensor automatically increases or decreases the current to the heated wire to compensate. The current is then changed to a frequency or a voltage that is sent to the ECU and interpreted as air flow. The quantity of air entering the engine is adjusted accordingly.” MAF sensors are pretty dependable, but there are a few things that can undermine their performance. Any air or vacuum leaks downstream of the sensor can allow “unmetered” air to enter the engine. This includes loose fittings or clamps in the plumbing between the air-filter housing and throttle, as well as any vacuum leaks at the throttle body, intake manifold or vacuum-hose connections to the engine. Anything that contaminates the surface of the sensor also can hinder its ability to respond quickly and accurately to changes in airflow. This includes fuel varnish and dirt deposits as well as any debris that might get past or flake off the air filter itself. A frequent cause of MAF-sensor failure is directly related to the air filter. Low-quality or incorrectly installed air filters can allow paper particles or dirt to accumulate on the hot wire, effectively insulating it and affecting the reading of the sensor. Oil-soaked air filters also can have an effect on MAF-sensor operation, so it’s important to warn someone of this possibility if they’re installing a performance high-flow filter. In some cases, modified intake systems can cause increased air turbulence, which can affect the performance of the MAF sensor as well. A dirty MAF sensor can cause performance problems and, in some cases, trigger a diagnostic trouble code. You can recommend MAF-specific cleaners (any harsher solvents can ruin the sensor) and air filters as maintenance items before your customer spends the money on a replacement sensor. Symptoms of a failing MAF sensor could include rough idling or stalling; RPM fluctuations without driver input; and a decline in fuel economy and engine performance. A problem with the MAF sensor often triggers a “Check Engine” light. MAP Sensors As the name implies, the primary function of a manifold absolute-pressure sensor is to measure the pressure within the intake manifold of an engine (usually a fuel-injected engine). Essentially, a MAP sensor is measuring the barometric pressure – the atmospheric pressure that’s pressing down on earth. Barometric pressure is influenced by changes in elevation, air density and temperature. The pressure reading from a MAP sensor is an indicator of engine load, and it helps the engine computer calculate fuel injection for the optimal air-fuel mixture. The MAP sensor helps the engine adapt to different operating conditions, such as changes in altitude or driving up a steep incline, where air pressure can vary significantly. A MAP sensor contains a sealed chamber that uses a flexible silicon chip to divide the sensor vacuum from the intake-manifold vacuum. As soon as the driver starts the vehicle, the MAP sensor is called into action, performing “double duty as a barometric-pressure sensor,” according to Delphi. With the key turned on but prior to the engine starting, there’s no vacuum in the engine applied to the MAP sensor, so its signal to the engine computer “becomes a baro reading helpful in determining air density.” “When you start the engine, pressure in the intake manifold decreases, creating a vacuum that is applied to the MAP sensor,” Delphi explains on its website. “When you press on the gas accelerator pedal, the pressure in the intake manifold increases, resulting in less vacuum. The differences in pressure will flex the chip upward into the sealed chamber, causing a resistance change to the voltage, which in turn tells the ECU to inject more fuel into the engine. When the accelerator pedal is released, the pressure in the intake manifold decreases, flexing the clip back to its idle state.” Typically, you’ll find the MAP sensor in the air cleaner, fender wall, firewall, intake manifold or under the dash, Standard Motor Products (SMP) explains in a fact sheet. Given their location, MAP sensors commonly fail “due to the constant contact of the movable wiper arm over the sensor element and the exposure to the high underhood heat,” according to SMP. The high heat can melt or crack the electrical connectors. MAP sensors also are susceptible to contamination. “If the MAP sensor uses a hose, the hose can become clogged or leak and unable to read pressure changes,” Delphi explains. “In some cases, extreme vibrations from driving can loosen its connections and cause external damage.” A failing MAP sensor will compromise the engine’s ability to maintain the proper air-fuel ratio, leading to a number of potential symptoms. These symptoms could include noticeably poor fuel economy, sluggish acceleration and an odor of gasoline (signs of a rich air-fuel ratio); surging, stalling, hesitating, overheating and a general reduction in engine power (signs of a lean air-fuel ratio); higher emissions that can lead to a failed emissions test; erratic or unusually high idle; and hard starting or even a no-start condition. A faulty MAP sensor also can set off a “Check Engine” light. Parting Thoughts MAF and MAP sensors are small components that play a big role in modern fuel-injected engines. With turbocharged engines becoming more and more prevalent in some of the most popular models on the road today, these sensors should continue to play an important role in automakers’ fuel-economy and emissions-control strategies. “As turbocharged technology evolves, understanding and optimizing the cooperative function of these sensors becomes the key to unlocking the full potential of modern turbocharged engines,” Walker Products explains. The post MAF and MAP Sensors appeared first on Counterman Magazine. View the full article

Ann Wilson, a stalwart of the industry, a member of the Automotive Hall of Fame and a leading voice in Washington, D.C., advocating for the supplier industry for over two decades, announced that she will retire at the end of 2024. Currently, Wilson serves as senior vice president of government affairs for MEMA, the Vehicle Suppliers Association. “For more than 20 years, Ann Wilson has been a guiding light, expertly navigating the legislative and regulatory landscapes,” commented Bill Long, CEO of MEMA. “Her deep understanding of the needs of the vehicle-supplier community and her exceptional leadership have left an indelible mark on MEMA and the entire supplier industry. We are deeply grateful to Ann for her service.” MEMA has chosen Ana Meuwissen to lead MEMA’s government-affairs initiatives and team upon Wilson’s retirement. To ensure a smooth transition, Meuwissen will join MEMA on March 11, as senior vice president, MEMA government affairs, working closely with Wilson, who becomes MEMA’s executive vice president, MEMA government affairs. Meuwissen brings a wealth of experience, having led government affairs for Bosch in the United States since 2012, according to MEMA. Prior to her role at Bosch, she served as a senior policy advisor at the law firm Nelson Mullins in Washington, D.C. Meuwissen also has a deep understanding of MEMA from her time as an employee from 1998 to 2005 as director of government relations. Meuwissen is a former chair of MEMA’s Government Affairs Committee and is the current chair of the Government Affairs Advisory Committee of the MEMA board of directors. “Ana Meuwissen’s return to MEMA is a significant gain for our organization,” Long added. “Her profound understanding of industry policies, her proactive approach and her proven leadership skills make her the ideal successor to carry forward Ann’s legacy.” In a news release, MEMA said it “extends its deepest gratitude to Ann Wilson for her years of service and leadership.” The post MEMA’s Ann Wilson, Longtime Aftermarket Lobbyist, to Retire appeared first on Counterman Magazine. View the full article

MEMA, The Vehicle Suppliers Association and Gemini Shippers Association announced a strategic partnership aimed at offering top-tier international transportation procurement services to automotive OEM and aftermarket suppliers. The collaboration brings together the strengths of both associations, combined expertise of more than 200 years and exclusive benefits to their members, the associations asserted. Through the partnership, MEMA Aftermarket Suppliers and MEMA Original Equipment Suppliers members will get exclusive access, as a member benefit, to join Gemini Shippers Association at no cost, allowing them to increase their purchasing power with ocean shippers. Because Gemini Shippers Association pools all of its members together, the association is able to provide better pricing per container for members’ shipping needs. This will give suppliers more pricing options without committing to any particular option beforehand. If they do go with a Gemini option, suppliers will get access to real-time tracking and tracing information on ocean and rail shipments, gaining far greater visibility into their shipments. “This is a great opportunity for supplier members to boost their competitive advantage when it comes to ocean shipping,” explained Ben Brucato, vice president of membership & engagement at MEMA Aftermarket Suppliers. “Bringing MEMA and Gemini Shippers members together for greater leverage is one of the great benefits of our association.” Ken O’Brien, president and CEO of Gemini Shippers Association commented: “This partnership agreement marks a milestone achievement in successful collaboration across both of our associations. Leveraging Gemini’s longstanding leadership in ocean transportation, we are excited to work with MEMA’s exclusive membership and strong position in the automotive sector.” In addition to the aforementioned benefits, the partnership will include Gemini Shippers Association’s sponsorship of the MEMA Aftermarket Suppliers Supply Chain & Operations (SCO) Forum. The SCO Forum provides its members with a venue for learning about and discussing the challenges facing suppliers in procuring raw materials and components as well as inbound and outbound movement of goods, logistics, shipping, labor, packaging, warehousing robotics and more. Learn more about the partnership at mema.org/memageminialliance. The post MEMA, Gemini Shippers Association Sign Strategic Partnership appeared first on Counterman Magazine. View the full article

MEMA Aftermarket Suppliers’ Modern Industry eXpertise (MiX) networking group announced the successful launch of its certification program. Within a five-day period, five exceptional professionals were approved for The MiX Certification Program, “marking an important moment in industry skill development,” the leadership counsel said. The MiX Certification Program is a comprehensive leadership framework designed to cultivate not only professional development and leadership skills, but also active industry participation. The program boasts a well-rounded approach to individual growth and a focus on community impact, according to the MiX group. The following individuals received MiX Certification: Angela Dzickowski – Business unit director SDI, Flexfab Dan Goodlander – Production manager, Gold Eagle Parker Blust – Executive assistant, Schaeffler Group Andrew Peckham – Division tech care & trade marketer, Valeo Molly Fiddes – Senior digital marketing manager, Gold Eagle “This incredible response in such a short time underscores our industry’s hunger for innovative skill development and leadership,” commented Nikki Rankin, MiX council director at MEMA. “We are thrilled to welcome Angela, Dan, Parker, Andrew, and Molly as trailblazers of this program, showcasing their dedication to shaping the future of our industry.” MiX harnesses the potential of tomorrow’s leaders through reverse mentoring, professional development and direct engagement with industry-related challenges. Embracing the belief that today’s challenges can be best addressed by today’s young professionals, MiX is committed to empowering these individuals to lead the charge in overcoming industry obstacles and creating an ever more successful aftermarket industry, according to the leadership council. For more details on MiX and the MiX Certification Program, visit the MiX Certification webpage, or contact Nikki Rankin at [email protected]. The post MEMA’s MiX Networking Group Launches Certification Program appeared first on Counterman Magazine. View the full article

Valvoline Global announced the global launch of its premium full-synthetic motor oil, Restore & Protect. Restore & Protect removes up to 100% of engine-killing deposits with continuous use, restoring engines to run like factory clean while protecting against future damage, according to the company. Valvoline calls the latest addition to its portfolio “a paradigm shift in motor-oil performance [that] challenges traditional thinking about the category.” “We are thrilled to introduce Valvoline Restore & Protect on a global scale,” said Jamal Muashsher, president and CEO of Valvoline Global. “This product truly redefines what motor oil can achieve and positively impacts consumers and customers like never before. Restore & Protect is a testament to our commitment to pushing the boundaries of innovation in the automotive industry.” Restore & Protect is designed for gasoline-engine automobiles, from brand-new to older, high-mileage vehicles. The premium full-synthetic motor oil is “the culmination of three years of relentless development, resulting in Valvoline’s most technologically advanced engine oil ever,” the company noted. Restore & Protect presents two of Valvoline’s proprietary new technologies: Active Clean, which removes deposits and restores engines to run like new; and Liqui-Shield, which works proactively to prevent deposit formation and protects against future damage. Valvoline Restore & Protect is poised to hit shelves and Valvoline business partners globally in 2024. For more information on the technology and availability, DIY customers can visit this Valvoline webpage, while quick-lube, dealership, auto service/tire shops and other partners can click here. The post Valvoline Unveils Restore & Protect Full-Synthetic Motor Oil appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) continues to expand its gasoline fuel-injection program, which now has more than 2,100 part numbers. The program features more than 1,100 all-new gasoline direct injection (GDI), multi-port fuel injection (MFI) and throttle-body injection (TBI) injectors, as well as fuel-injector multi-packs for a complete repair solution, according to the company. New fuel injectors manufactured by SMP are built in the company’s IATF 16949-certified facility in Greenville, South Carolina. Standard new fuel injectors are extensively tested at the Greenville facility for flow and spray pattern and durability to ensure that they match OE-designed performance in all conditions, according to SMP. In addition to injectors, the Standard program includes high-pressure fuel pumps and kits, fuel-injector rail kits, fuel-pressure sensors, fuel-feed lines, fuel-pressure regulators, GDI service kits, fuel-pressure sensor connectors and camshaft followers, with coverage for import and domestic vehicles through the 2023 model year. Standard recently launched its line of direct-injection high-pressure fuel pump kits for popular import and domestic applications. “These award-winning kits simplify high-pressure fuel pump replacements by including everything needed for a complete repair: a high-pressure fuel pump, camshaft follower and any additional components needed based on the manufacturers’ repair procedures,” the company said in a news release. “These complete kits are designed to save technicians’ time and ensure that the job is done correctly the first time with all-new components.” New Coverage SMP recently released multiple new GDI and MFI Injectors, offering coverage for millions of Ford, Hyundai, Audi, Honda, Infiniti and Volvo vehicles. Popular applications include the 2022-2021 Ford F-150, 2023-2021 Hyundai Elantra, 2021-2019 Honda Insight and 2019-2017 Infiniti Q60. Several fuel-pressure sensors have been introduced, adding new coverage for popular vehicles such as the 2023-2022 Jeep Grand Cherokee and 2013-2006 Honda Civic. Fuel-feed lines are new for nearly 1 million Audi and Volkswagen vehicles, as well as the 2018-2013 Nissan Altima, 2020-2019 Toyota RAV4 and more. Fuel-pressure sensor connectors have been released for Ford vehicles through 2021 and Jeep vehicles through 2023. “Our fuel-injection program includes all of the parts technicians are looking for to perform a complete, start-to-finish repair,” said John Herc, vice president of vehicle control marketing for SMP. “Standard is committed to continued expansion to maintain the most complete line in the industry.” All new Standard fuel-injection applications are listed in the e-catalog found at StandardBrand.com, and in electronic-catalog providers. The post SMP Expands Gasoline Fuel-Injection Program appeared first on Counterman Magazine. View the full article

Electrical testing and diagnostics on today’s cars require a much greater level of precision than in the past. A modern digital multimeter (DMM), also known as a digital volt-ohm meter (DVOM), is a mandatory piece of equipment for automotive technicians, or anyone diving into the world of electrical diagnosis. The reason again is precision. A test light has and always will be a simple yet valuable tool, and while an experienced technician can very effectively use one to diagnose many electrical problems, it’s not possible to discern minute changes in electrical properties by the intensity of the light. That’s where the DMM comes in. Using a DMM overall is relatively simple, making them seem self-explanatory. However, since the features differ between makes, it’s important to review the manual that comes with any DMM, or you may misinterpret readings or miss out on some useful features. If you’re new to electrical diagnosis, there are a few basic readings you’ll use most of the time. But, properly understanding the readings of a DMM comes down to your understanding of Ohm’s law – the formula used to calculate the relationship in an electrical circuit between voltage, current and resistance. As you may have guessed, the three most common readings you’ll be after are voltage, current (measured in amps) and resistance (measured in ohms). The majority of all DMMs have a dial that allows you to select the measurement type. Some have more dial positions, and others with fewer dial positions rely on buttons that allow you to toggle between different modes at the same dial position. Taking a measurement is as simple as selecting the measurement type, connecting the test leads to the proper terminals on the DMM, and then to the circuit you’re testing. It’s important to check that you have the test leads in the proper terminals every time you perform a test. There is always a common terminal, labeled “COM,” which is for the negative or black test lead, and this is the return terminal for all measurements. The red (positive) lead must be connected to the specific terminal for the test you’re performing. Volts and ohms utilize the same terminal; amps and milliamps use their own, and for additional tests, the terminals are marked for the tests they perform. If the test leads are in the wrong terminals, you won’t get the reading you’re looking for, but the more important factor to remember is that the amperage terminals on the DMM are fused to prevent damage to the meter if there’s too much current. If you’re checking current flow in a circuit, and then decide to check voltage but forget to switch the location of the test leads, pop! There goes the fuse. They’re internal to the multimeter and usually expensive. It’s a lesson that we’ve all learned the hard way. Common Readings So, let’s look at the three common readings. For voltage, set the dial to the DC voltage setting. Note that AC voltage is a different setting and different symbol. The test leads should be placed with the black in the COM terminal and red in the terminal marked “V” for volts. Touch the black test lead to the negative terminal or ground, and touch the red test lead to the positive voltage source, and voltage will be displayed on the screen. If you have the leads reversed, the voltage will read the same, but the meter will indicate reversed polarity. Most meters are auto ranging, meaning they automatically select the range with the best resolution, and keep this in mind for all readings. If you’re not sure about the value on the screen, there will be an indicator that tells you the range the meter is in. When you’re working on a typical internal-combustion-engine vehicle that operates on a 12-volt system, voltage measurement doesn’t usually get too confusing, but ranging is much more important to pay attention to when measuring resistance. Depending on the component you’re testing, resistance values can have a much wider range, and getting the decimal point in the wrong place can completely throw off your assessment of the reading. Checking resistance is a common diagnostic procedure for testing the integrity of wiring or connections, as well as internal-component circuits such as those in ignition coils or fuel injectors. For resistance testing, with the meter leads in the proper terminals, set the dial to resistance. Meter leads are then placed at two points in a circuit – for example two ends of a wire, or two specific terminals on a suspected component. In order to measure resistance, all power must be off or disconnected from the circuit being tested. A DMM performs the test by outputting a small amount of voltage into the circuit, and by measuring the return voltage or voltage drop, it calculates the resistance using Ohm’s law. For this reason, when checking the resistance of wiring, the circuit cannot be powered up. The final one, current, requires moving the dial to the correct amperage setting and moving the test leads to the correct amperage terminal, which can differ based upon the amount of amperage you expect to see. If you’re uncertain if the current will be too great for the milliamp or microamp setting, begin with the amperage input terminal first. Measuring current flow requires that the meter be connected in series with the circuit, as if it were part of the circuit itself, so the current can be measured as it flows through the meter. While the DMM will provide a very accurate reading, the drawback to this is you must locate a point where the circuit can be disconnected in order to connect the meter. The other drawback, as pointed out earlier, is the limited amount of current a DMM is able to measure. A useful accessory you can buy for a multimeter is a current clamp, which measures current flow through inductance. This eliminates the need to create a connection point in the circuit; you simply clamp the jaws of the current clamp around a wire. The other advantages are that it eliminates the possibility of blowing the fuse with too high a current, and it allows you to use your DMM for higher current readings. These three common measurements are just the beginning of what you can do with a DMM. Frequency, duty cycle and diode testing also are common in automobile diagnostics, all of which are standard measurements for most DMMs. It’s a tool, in conjunction with an understanding of Ohm’s law, that will expand your diagnostic ability. The post Mastering the Multimeter appeared first on Counterman Magazine. View the full article

Photo caption: Joelle Pollak, co-founder of Promotive (left), and Eric Kenar, manager, technician environment and service technical college for General Motors. The ASE Education Foundation recently announced the officers for its 2024 board of directors as well as new board members. The new chair of the ASE Education Foundation is Joelle Pollak, co-founder of Promotive. Eric Kenar, manager, technician environment and service technical college for General Motors, will serve as vice chair. Dwayne Myers, president and CEO of Dynamic Automotive will serve as treasurer, and Brian LaCroix, automotive instructor at Capital Region BOCES Career & Technical Education Center, will hold the role of secretary. Serving as past chair will be Trey Michael, senior director, office of career and technical education at the North Carolina Department of Public Instruction, who served as chair in 2023. Three board members were renominated for additional terms: Drew Jablonowski, content and curriculum manager, Garage Gurus; Justin Morgan, automotive technology chairperson, Sinclair Community College; and Jim Sennett, manager of automotive repair programs for AAA. Several new board members are beginning their terms in 2024: Brent Franks, president, North Texas Automobile Dealers; Dennis Harden, chief, career and technical education for the Iowa Department of Education; Joe Oleson, director of fleet maintenance, support & equipment, FedEx Freight; Jason Ross, curriculum designer, Volkswagen Group of America; and Juwan Willis, program instructor, Oakland Schools NE Tech Campus. “These officers and board members generously volunteer their time and expertise to guide the ASE Education Foundation,” said Mike Coley, ASE Education Foundation president. “As we embark on significant initiatives in the coming year, their experience and knowledge are invaluable. We extend our heartfelt gratitude to all foundation board members for their unwavering interest and active participation.” The post ASE Education Foundation Names New Officers, Board appeared first on Counterman Magazine. View the full article

The success of any new technology is often weighed and determined by the associated pros and cons. In the case of electronic parking brakes (EPB), technology wins, and we’re going to look at why. Of course, that doesn’t mean there aren’t purists who would rather die than give up their manual parking brakes, so we’ll also have some fun and work in a shout out to old-school for the advantages that many people still like. To paint a clear picture and fully understand EPBs, we have to look at the lineage that led up to them. Traditional parking brakes were simple. There are four different methods of engagement that come to mind. One, the old-school foot pedal on the left kick panel on just about every American car for as long as you can remember. Step on it and the brakes are engaged. Pull the nearby lever to release the pedal. Two, the occasional use of a swing-lever in the same location that you pull upward 90 degrees to engage and push back down to disengage. Three, a T-handle near the center of the dash that you pull straight out with your right hand to engage, twist the handle to release. And four, what ultimately became the most popular: a hand lever between the seats. Pull it up to engage the parking brake; push the button on the end to release. Take any of these engagement levers, hook them to a series of cables, connect the cables to the brakes and you have a parking brake. On rear drum brakes, the cables connect to a lever – sometimes inside the drum, sometimes protruding through the backing plate – then the lever mechanism acts to push the shoes into the drum. On rear disc-brake systems, the cables connect to a lever on the brake caliper. The lever transfers a rotational motion to an internal mechanism that pushes the piston out, clamping the pads to the rotor. On all these systems, what keeps the parking brake engaged is the mechanical aspect of the engagement lever: a pawl that engages a series of teeth. Spring tension keeps pressure on the pawl, creating the telltale ratchet-clicking sound of a parking brake being engaged. Drawbacks of Manual Parking Brakes Manual parking brakes worked, and they worked well. But they had drawbacks. The big one was the cables. They wore over time, and they were subjected to the elements, eventually corroding in one form or another, causing them to stick, bind or break. They required occasional adjustment due to stretching, and they also were susceptible to snagging things on the road should you run over a large object. Another drawback came from the mechanisms. They were designed and positioned in the vehicle to take advantage of leverage from your arm or leg to engage the parking brake. Considerable strain is put on them – more than meets the eye – and over time not only do the mechanisms wear, but occasionally so do their mounting points – resulting in sloppy, undependable operation. These drawbacks immediately shed light on the initial benefits of an EPB. Basic Types of EPB Systems An EPB is set through a simple switch, which sends a signal to the control unit that parking-brake engagement is requested. Not only does this save a lot of space in the cabin by eliminating any type of engagement mechanism, but it also eliminates all the associated wear characteristics. So, how does an EPB work? There are two different types of systems. The first utilizes an electric motor and mechanical actuator that’s mounted underneath the vehicle. The actuator is connected to traditional cables that in turn are connected to either the drum or disc brakes. The problem with this type of system is the drawbacks associated with cables. The second type of system utilizes a motor and geartrain attached to or incorporated into the brake caliper – eliminating all cables – making it the most common EPB system in use today. The concept of an EPB is simple. It’s not difficult to understand how they work, but it’s their benefits that tell the real story. The mechanical benefits include not only space savings in the cabin, but also elimination of wearing mechanical components, weight savings, no regular adjustments and they’re easier to apply. It takes no effort to push a button. The functional benefits of an EPB include a hill-assist function that keeps the car from rolling backwards on a hill start; automatic release when the car is put in gear (although this function was built into some manual parking brakes via a solenoid that released the parking-brake pedal); and automatic engagement as an anti-theft device. You may get questions about replacing brake pads on a vehicle equipped with an EPB. Most vehicles require a scan tool to retract the parking-brake mechanism inside the caliper, and it’s usually referred to as service mode. This is considered a drawback by some, especially for a DIYer, since not everyone has a scan tool handy. Drawback or not, when working on an EPB, always follow the manufacturer procedures. Never try to push a piston back using any different method or you risk damaging the gears or motor in the caliper. For those of us who have a scan tool and who have fought countless manual parking-brake calipers turning and pressing the piston with special tools – not to mention fighting binding brake cables – service mode and EPBs are a welcome technology. Handbrake Turns and Other Neat Stuff EPBs are easy to work on and do neat stuff, but it’s time to throw the manual parking brake a bone. From a service standpoint, the systems are entirely mechanical. It’s all right in front of you. No scan tool required, no trouble codes, no poor wiring connections – no headaches! Now let’s talk about driving the car. Have you ever seen a movie or TV show with a car chase, where the car slows down, and the next thing you know it whips a U-turn practically in place? Popular slang calls it an end-around; more officially it’s known as a handbrake turn. It’s done by turning the wheel and engaging the parking brake. One reason a hand lever between the seats became so popular is you can easily use it for this purpose by holding the button in and pulling up on the lever to engage the brake. You never release the button; just work the lever to get the intended brake pressure, and when you come out of the turn, let the lever return to its rest position. This tactic is employed regularly by drivers in certain types of racing, allowing them to make their car handle in an intended manner. Experienced drivers know how to capitalize on it, and different techniques yield different results based on whether you turn then engage the brake, or engage the brake then turn. You also can change the control aspects by how hard you engage the parking brake. Mastering the art of the handbrake turn is an irreplaceable aspect of performance driving, whose roots stem from days when racing or eluding the law was commonplace on back-country roads. If you wonder how it’s done on old American iron that features a foot pedal for parking-brake engagement, there’s a trick to that too. They disable the pawl engagement of the pedal, so you can gain the same control and feel with your left foot without the brake locking on, and there’s another advantage: You can keep both hands on the wheel. The feel – a physical connection, if you will, between driver and car – is not something you can do with an EPB, which is why many purists prefer a manual parking brake. Of course, scarcely a car is made today with manual parking brakes. The EPB is both a safety and convenience feature, controlled by the antilock-braking and stability-control systems. And EPBs typically provide greater holding power. For cars not originally equipped, EPB conversion kits are becoming more popular by the day. The post Electronic Parking Brakes appeared first on Counterman Magazine. View the full article

KYB said it has developed an environmentally friendly hydraulic fluid for shock absorbers. The newly developed SustainaLubeliminates the environmental risks associated with petroleum, according to KYB. The Full release to the market is planned for 2026. The new fluid contributes to carbon neutrality by switching from petroleum-derived base oil to naturally derived base oil. It absorbs CO2 from the atmosphere during cultivation of the plants used for the base-oil raw materials, also reducing CO2 emissions during transportation, according to KYB. SustainaLub is biodegradable up to 60% or more according to the Eco Mark certification standard (OECD301). The base-oil and additive formulation is recyclable, reducing environmental issues in the long term, KYB noted. “As a specialized global manufacturer of hydraulic equipment, KYB has long been involved in maintaining and improving the safety and comfort of automobiles,” the company said in a news release. “Using that experience, we are striving to achieve environmental balance without compromising performance or reliability. Not only does SustainaLub improve maneuverability and stability by applying it to the various damping force valves that we already offer, but it also improves the feel of the product by applying friction-control technology, for example KYB Prosmooth shock absorbers.” Replacing petroleum-based oil in KYB shock absorbers with this new hydraulic fluid will save up to 15.6 million liters of oil per year, according to KYB. Tested in Japan All new KYB products undergo reliability evaluation at the KYB Development Center in Japan. “Thorough performance and quality evaluation involves both bench tests and actual vehicle testing on our state-of-the-art test track,” KYB said. “This in-house design of a hydraulic oil recipe is unique to a manufacturer specializing in shock absorbers.” The KYB team participating in the All Japan Rally Championship JN-2 class introduced SustainaLub to their vehicles from Round 6 onwards They analyzed and verified the performance and durability in the harsh race environment, KYB noted. In addition, SustainaLub was trialed in the vehicle used in the Lexus ROV (Recreational off-Highway Vehicle) Concept customer-experience program. It was used for Lexus’s first ROV equipped with a hydrogen engine. The data accumulated also contributes to technology development for future practical applications, and work toward the realization of a carbon-neutral society. “KYB plans to ultimately apply the technology to all hydraulic products involved in realizing a sustainable mobility society,” the company said. “As a specialized manufacturer of hydraulic equipment, KYB has long been working to improve the ride comfort and handling stability of automobiles. Based on this experience, KYB will continue to pursue advances in performance and reliability while keeping environmental impact at the forefront of development.” The post KYB Unveils Environmentally Friendly Hydraulic Fluid for Shocks appeared first on Counterman Magazine. View the full article

MEMA Aftermarket Suppliers is mobilizing its members for a fly-in event scheduled for Jan. 30-31, focused on passing the REPAIR Act. The REPAIR Act will ensure consumers can continue to choose independent repair shops and suppliers to service their vehicles. Early in 2024, U.S. House members will be considering the bill’s passage. “It is a pivotal moment in our industry’s collective effort on this issue this year,” the association said in a news release. “Every legislative meeting held during this timeframe will be critically important.” MEMA encourages senior executives, corporate leaders and technical experts from MEMA member companies to attend. Participants will engage in meetings with their members of Congress, receive comprehensive issue briefings from MEMA’s public affairs team and network with colleagues across the industry. MEMA Aftermarket Suppliers will provide personalized schedules, materials and guidance for each meeting. “This is an opportunity to impact the legislative process at the most important time and champion the rights of the automotive aftermarket industry,” the association asserted. For more information, and to register, members should visit the event webpage. The registration deadline is Jan. 19. The post MEMA Aftermarket Suppliers Announces DC Advocacy Event appeared first on Counterman Magazine. View the full article

Engine oil has become an integral part of automakers’ fuel-economy and emissions strategy, with each company specifying its own unique blend of base stocks and additives to achieve specific goals. The result has been a surge in specialized lubricants, and no small amount of confusion over the “correct” recommendations for each application. While there are multiple oil specifications (even within a single manufacturer) to sift through, these criteria often relate to the varying levels of sulfated ash, phosphorous and sulfur (SAPS) found in these additive packages. As far back as the 1990s, oil manufacturers began to reduce the amount of phosphorous (and zinc) in their additive packages, as these anti-wear and anti-oxidant elements had a nasty side effect: catalytic-converter failures. Bonding with platinum found in the catalyst bed, zinc and phosphorous reduce the efficiency of the catalyst, increasing emissions to unacceptable levels. The new oil formulas were great for contemporary vehicles, but classic and other pre-converter vehicles were prone to increased wear. ZDDP (zinc dialkyl dithiophosphate) additives restore these lost elements, but only should be used in applications without catalytic converters. Sulfur became a key talking point in the early 2000s, as diesel fuels began to transition to “ultra-low-sulfur diesel” (ULSD) formulas to meet increasingly strict EPA guidelines. Sulfur reduction allows for the use of emissions-aftertreatment devices such as particulate filters and catalysts common in modern diesels. Sulfur, as part of the SAPS content in engine oils, has the same negative effect on pollution-control devices, contaminating catalysts and increasing buildup of particulate materials. SAPS levels vary among these engine-oil specifications, and are selected based on engine design, the emissions equipment used and even manufacturer-specified oil-change intervals. European specs often are the most visible, with Mercedes, Volkswagen-Audi and BMW groups each specifying multiple standards across their lineups. Specifications for naturally aspirated or turbocharged gasoline engines may differ from those for diesels with and without aftertreatment devices. Higher-SAPS engine oils are generally suitable for older or higher-mileage applications, and for those with extended oil-change intervals – but not for those with particulate filters. “European Formula” engine oils often contain mid-to-high levels of SAPS, due to the extended oil-change intervals, from 10,000 to 15,000 miles for some manufacturers. The European market has a significant number of light-vehicle diesel engines, especially when compared to the U.S. market. Emissions standards in the European Union are stricter than ours, so many of the pollution-control systems now in use stateside are already familiar to European engineers. Lower-SAPS oils (by definition) will contain less ash, phosphorous and sulfur, reducing the amount of particulate matter that eventually can collect downstream or be released into the atmosphere via the exhaust. For vehicles that employ a particulate filter in their exhaust system, this means less buildup of ash-based residue, extending the service life of the filter, and reducing the frequency of regeneration events. Here in the U.S., diesels are most prevalent in light trucks and SUVs. DPF-regeneration events fall into two categories: passive and active. Passive regeneration happens on its own, usually at highway speeds and under load, while active regeneration requires the PCM to alter its fuel or timing strategy to increase exhaust-gas temperature to a level high enough to “burn” particulates from the DPF. Lower-SAPS engine-oil formulations are better-suited to these diesels (as well as gasoline vehicles with three-way catalytic converters) because there’s less residue to potentially contaminate aftertreatment devices, and they also can provide modern engines with longer service life. The unfortunate trade-off for most of these formulations is oil life, so some manufacturers choose to specify mid-level SAPS content in some applications. European oil standards are set by the European Automobile Manufacturers’ Association (known as “ACEA,” an acronym based on the French translation). Like the API standards, ACEA standards categorize engine oils for gas and diesel usage, but also consider further parameters for emissions and fuel economy. Along with the API designation and the manufacturer’s specifications, you’re likely to see the ACEA A/B (gas/diesel) or C (three-way catalyst or aftertreatment diesel) classification on these Euro-specific oils. When specifying or recommending engine oils for ANY vehicle, the owner’s manual is the primary source of reference. It not only contains the factory-authorized fill information, but often gives alternate information useful to making an informed substitution when necessary. If your e-catalog suite includes lubricant reference information, these specs also can be easily consulted and compared to the labels of your oil inventories. If your required manufacturer’s standard isn’t printed plainly on the oil container, most oil vendors’ websites now feature compatibility and selection widgets. The post Navigating the Lubricant Labyrinth appeared first on Counterman Magazine. View the full article

Hot Shot’s Secret recently announced new distribution of EDT+ Winter Defense, a seven-in-one anti-gel fuel booster developed to keep diesel-powered vehicles operable and improve cold starts when temps start to drop below freezing. The 16-ounce measurable squeeze bottle is now available at all locations of O’Reilly Auto Parts stores nationwide. EDT+ Winter Defense offers all the benefits of Hot Shot’s Secret’s fuel additive, Everyday Diesel Treatment, and adds anti-gel and anti-icing properties to reduce fuel-line freeze-ups to keep diesel engines fully operational as low as minus 40 F, according to the company. The all-year diesel additive includes a powerful cetane booster, lubricity additive, injector cleaner and fuel-stabilizer chemicals to improve winter performance and protection of the fuel system, the company says. EDT+ Winter Defense is recommended for all diesel-powered vehicles, including cars, trucks, heavy-duty, semis, vans, buses, heavy-duty and ag equipment, and will not harm after-treatment systems, according to Hot Shot’s Secret, which recommends using before wax starts to form. “In many parts of the country we have already seen heavy snowfall and cold temperatures,” Hot Shot’s Secret Brand Manager Josh Steinmetz said. “Diesel fuel is prone to wax deposits starting at 30 degrees. This product lowers the fuel-gelling point while improving the fuel combustibility, resulting in easier cold starts, reduced DPF regens and improved fuel economy. We’re very excited to be able to announce expanded distribution with O’Reilly Auto Parts before we face the brunt of the winter season.” EDT+ Winter Defense is available in multiple sizes: 8, 16 and 32 ounces; 1, 5 and 55 gallons; and 275 gallons bulk at www.hotshotsecret.com. The post Hot Shot’s Secret Expands Distribution of EDT+ Winter Defense appeared first on Counterman Magazine. View the full article

Transtar Industries announced the launch of its newest brand, Transmaxx, a line of customer-driven remanufactured transmission products. Transtar partnered with ETE REMAN to launch three remanufactured-transmission electro-hydraulic control modules (TEHCMs) designed for General Motors six-speed-transmission applications. Backed by a one-year unlimited warranty administered by ATSG, “each TEHCM is meticulously repurposed to ensure optimum performance and reliability,” according to Transtar. “Our focus with Transmaxx is to bring to market-innovative remanufactured product solutions not currently available that solve customer repair shop needs,” said Neil Sethi, president and CEO of Transtar Holding Co. “Coupled with the backing of world-class organizations like ETE REMAN and ATSG and adding innovative technology solutions like Transtar RAP kit and Transend online ordering, we are very excited about evolving Transmaxx to become the go-to reman transmission brand for a broad array of product solutions.” The product, along with the Transtar RAP kit for reprogramming, offers a complete repair solution for TEHCM needs, Transtar asserted. “We’ve enjoyed a long and mutually beneficial partnership with Transtar. We can’t think of a better partner to launch our first TEHCM product offering,” said Noah Rickun, CEO of ETE REMAN. “Our commitment to quality sets us apart in the automotive aftermarket industry, and Transmaxx will offer the ultimate remanufactured product experience that only Transtar can provide.” Transmaxx will be available exclusively at all Transtar, King-O-Matic and Transmart locations across North America and available online at Transend. The post Transtar Launches New Brand of Remanned Transmission Products appeared first on Counterman Magazine. View the full article

AutoZone on Jan. 2 completed its previously announced leadership transition plan. Phil Daniele became president and CEO. Daniele, a 30-year AutoZoner, previously served as executive vice president merchandising, marketing and supply chain. Bill Rhodes, who most recently served as chairman, president and CEO, transitioned into the role of executive chairman. Rhodes served as AutoZone’s CEO for nearly 19 years. “A very special congratulations to Phil on becoming AutoZone’s president and CEO,” Rhodes said in a news release. “For only the fifth time in our company’s rich history, we have a new CEO. I am tremendously excited about AutoZone’s future and continued growth under Phil’s leadership.” AutoZone first announced the leadership changes on June 26. “I am extremely honored and enthusiastic about the opportunity to serve as president and CEO of AutoZone, a company that I love dearly and have been a part of for over three decades,” Daniele said. “Our ability to put the customer first is and will forever be the key to our accelerated growth and continued success. Both Bill and I deeply believe that AutoZone’s best days lie ahead.” The post Phil Daniele Takes Over as AutoZone CEO appeared first on Counterman Magazine. View the full article

Lucas Oil Products, a long-time partner of both Richard Childress Racing and ECR Engines, will expand its partnership with Richard Childress Racing and Kyle Busch in 2024, the companies announced. The Indianapolis-based company will partner with RCR and Busch for multiple NASCAR Cup Series races and also continue as the official motor oil of ECR engines. Lucas Oil will also serve as primary sponsor for both Kyle and Brexton Busch. Kyle will feature the Lucas Oil colors when he competes in the Micro Sprint car series. Kyle will debut the Lucas Oil colors on December 26 in The Tulsa Shootout. Brexton will also have Lucas on board in his 2024 racing program. “RCR and ECR share our passion for motorsports, from the grassroots to the highest levels of the sport,” said Brandon Bernstein, director of partnership marketing for Lucas Oil Products. “We share Kyle’s passion for short track racing and are excited to help Brexton take the next step in his career. We’ve seen first-hand the benefits of our partnership, especially as it relates to technology transfer over to short track racers and everyday consumers. We’re proud to continue to commit our resources in R&D and production, and to highlight our premier oil performance with sponsorship of the No. 8 Chevrolet,” Bernstein added. Lucas Oil has served as the official lubricant of RCR and ECR Engines since 2014 and is the official motor oil of ECR Engines. RCR, ECR and Lucas Oil have gone to NASCAR Victory Lane together more than 20 times since the partnership began. Busch piloted the No. 8 Lucas Oil Chevrolet to victory in the 2023 NASCAR Cup Series race at Auto Club Speedway in Fontana, Calif. The win came in their first race together and was the first victory for Lucas Oil in the NASCAR Cup Series. It was also the first for Busch at RCR and extended his streak of 19 consecutive seasons with at least one victory at NASCAR’s highest level. “RCR and ECR have benefited greatly from having a lubricants partner with strong roots in racing,” said Torrey Galida, president of RCR. “It was incredibly gratifying to see the No. 8 Lucas Oil Chevrolet in Victory Lane. It was a testament to all of the resources, expertise, and hard work the Lucas/ECR team has committed to giving us a huge competitive advantage,” Galida concluded. The post Lucas Oil Expands Racing Partnerships in 2024 appeared first on Counterman Magazine. View the full article

After a successful partnership in 2023, Dayco announced that Tony Stewart Racing (TSR) has signed on to use its blower belts again during the 2024 NHRA Mission Foods Drag Racing Series. Both Matt Hagan, four-time Funny Car champion, and Tony Stewart, NASCAR, INDYCAR and USAC Champion, will compete in their respective categories using Dayco blower belts on the track. After finishing third in 2022, Hagan came back with a vengeance in 2023, placing first and earning the World Championship title. He has a total of 49 career event titles, with six of those victories from last season. Stewart will be making his NHRA Top Fuel debut in 2024, after finishing second in the NHRA Lucas Oil Drag Racing Series national championship standings in 2023 and finishing second in the North Central Region. Both Hagan’s Funny Car and Stewart’s Top Fuel dragster are driven at speeds in excess of 330 mph down the track, and Dayco blower belts not only held up all season in intense conditions but enabled both cars to perform at optimal levels, according to Dayco. “I’m looking forward to continuing our partnership with Dayco in 2024,” Stewart said. “Getting behind the wheel this season, I know their belts will help Matt Hagan and I perform at the highest level on-track.” The Dayco 11-millimeter blower belt is engineered specifically for use by Top Fuel and Funny Cars with nitromethane engines. It features a hybrid carbon cord encapsulated in custom rubber compounds and patented low-friction PTFE tooth fabric, according to Dayco. It has a standard 11-millimeter pitch, is 84 millimeters wide and has 145 teeth. “It feels great knowing our Dayco blower belts helped ensure the drivers’ were behind the wheel of machines set up to win during the 2023 season,” said Jay Buckley, director of marketing and training, Dayco North America. “We can’t wait to see what next season has in store for the TSR team and look forward to our belts helping them bring home more wins.” Hagan and Stewart will kick-off the 2024 NHRA season March 8-10 at the NHRA Gatornationals in Gainesville, Florida. The post Dayco, Tony Stewart Continue Partnership for 2024 Racing Season appeared first on Counterman Magazine. View the full article

Prior to the mainstream production of front-wheel-drive vehicles and independent rear suspension, the drivetrain on practically every vehicle consisted of a transmission, driveshaft and solid rear axle assembly. Things were simple. Driveshafts had universal joints (U-joints) at each end and if nothing else, most people were familiar with U-joints and had to replace them at one point or another. The driveshaft was nothing more than a round tube that transferred the power output from the transmission to the differential. At each end was a U-joint that allowed the angle of the driveshaft to change as the suspension moved up and down over bumps, or the drivetrain angles changed under acceleration. Today, “driveshaft” is another one of a long list of automotive terms often used and confused with other components. So where did the confusion begin? In simpler days, the rear driveshaft was all there was. Then, four-wheel-drive vehicles began to utilize a short driveshaft that went from the transfer case to the front differential. But it still was a driveshaft. As independent rear suspension made its way to American automotive design, early systems utilized an even shorter version of a driveshaft to transfer power from the rear differential to each wheel. As opposed to running longitudinally, or front to back, these driveshafts ran latitudinally, or side to side, and since two of them were required for the rear axle assembly, they also got a new name: halfshafts. Independent rear suspension was already popular on many rear-engine European vehicles, utilizing halfshafts with constant-velocity (CV) joints. As front-wheel drive (FWD) became popular, CV-joint-equipped halfshafts were utilized due to the greater range of motion and smoother operation they offered over U-joints. Equipped with CV joints, halfshafts utilized on a FWD vehicle became widely known as “CV shafts.” However, terminology differs between people and geographical location. Some refer to CV shafts as “driveshafts,” and the typical longitudinal rear driveshaft is known to many as a “propeller shaft.” Still yet, some call CV shafts “halfshafts,” which now are the most common type of lateral shaft on the rear of all-wheel-drive or rear-wheel-drive independent-suspension vehicles as well as FWD. Today, CV joints also are utilized in place of U-joints on many longitudinal drive shafts, both for rear-wheel and all-wheel-drive applications. The bottom line is you may have to ask a few questions to make sure you’re talking about the same part as your customer. But that bowl of spaghetti aside, let’s look at some of the basics of the tried-and-true original longitudinal-type driveshaft. Fancy? No. Important? Yes. A driveshaft begins as nothing more than a round tube, either steel or aluminum. The tube is cut to the proper dimensions, then the ends are pressed into the tube. The ends may be a yoke, slip yoke, slip shaft or even a CV-joint hub on newer vehicles. There are multiple options depending on the drivetrain and application. The ends are then welded on, and the shaft is checked and straightened if necessary. U-joints, CV joints or bearings are installed, and the entire assembly is balanced. An important detail to share with your customer is some driveshafts are two- or three-piece shafts (primarily on trucks or vans), and these are balanced and keyed so when installed, care must be taken to install them properly to maintain the balance. Typically, a driveshaft may last the life of a vehicle, and replacing the joints – especially U-joints – is a common repair. Any time a driveshaft is removed from the vehicle, it should be marked so it can be reinstalled in the same position, which can help prevent any driveline vibrations. When replacing U-joints, it’s important to make sure the caps of the U-joint fit tightly in the yoke. If they fit loose in the ear of the yoke, the yoke is worn or damaged and the driveshaft will need to be replaced. So, a driveshaft is nothing fancy. It’s a tube with ends. But as mundane as they may seem, it’s an important component, and even more so where high-performance is concerned. Often overlooked, the combination of too much power and too high of a rotational speed can cause a driveshaft to twist and bend, and ultimately fail. Performance driveshafts differ based on the quality and diameter of the tubing, and the manner in which they are balanced. Aluminum is a common material because of weight savings and the reduction of rotational mass, but it’s ultimately not as strong as steel. Have you heard of a driveshaft loop? In the event a U-joint breaks, it’s a safety device that keeps the driveshaft from hitting the road and pole-vaulting the car (really) or keeps it from coming through the floorboards. They’re important for any high-horsepower street or race car, where the chance of breaking a U-joint is much higher. Don’t Forget About Torque Tubes Think you have driveshafts down? Well, I skipped one. There’s another type you may have heard of called a torque tube. A torque tube almost looks like a traditional driveshaft setup at a glance, but with a closer look, all you can see is that the tube is bolted directly to the transmission and rear differential. Inside is a smaller-diameter solid driveshaft. Torque tubes were the prevalent type of driveshaft used in early American auto production, and they have their pros and cons depending on the type of vehicle and the suspension. There are many different designs, again depending on vehicle and suspension type. By the early 1960s, the majority of torque-tube drivetrains were replaced by the traditional driveshaft setup. Even so, torque tubes continued to be utilized on various models from economy to high-end sports cars, and they’re still in use today where the benefits play into vehicle design. The post Driveshaft Dynamics appeared first on Counterman Magazine. View the full article

DMA Industries recently announced that Philip Champion is the new DC manager for its Tabor City, North Carolina, distribution centers. Champion brings over two decades of expertise in warehousing and distribution operations management, quality control and health and safety to DMA, according to the company. Notably, he was pivotal in launching a startup for Newell Brands in Gastonia, North Carolina, in 2021. His extensive background includes a long tenure with Mann+Hummel since 2001. At Newell Brands, he excelled as the outbound operations manager, strategically guiding a new distribution-center startup and overseeing returns/rebox DC operations, along with quality and HSE work teams. “Philip’s wealth of experience and leadership is an invaluable asset, providing essential support to our DC operations team as we navigate our new strategic direction,” said Misty Funderburk, DMA’s VP of operations. The post DMA Names Philip Champion Manager for North Carolina DCs appeared first on Counterman Magazine. View the full article

Akebono Brake Corp. recently expanded its line of ProACT and EURO ultra-premium disc brake pads by five new part numbers: ACT2230, ACT2231, ACT2372, ACT2383 and EUR2136. Premium stainless-steel abutment hardware is included in the kits that require it. The recent ProACT release adds coverage for the 2020-2017 Acura MDX; 2023-2021 Ford F-150, 2023-2022 Expedition, 2023-2020 Explorer and 2023-2020 Police Interceptor Utility; 2022-2018 Honda Odyssey; and 2023-2020 Lincoln Aviator and 2023-2021 Navigator. The EURO release adds coverage for the 2023-2019 Volvo XC40. “We are thrilled to announce this release of five new ProACT and EURO part numbers that add late-model coverage for Acura, Ford, Honda, Lincoln and Volvo, significantly expanding coverage for more than 3 million VIO (vehicles in operation),” said Kirby Pruitt, product development manager at Akebono Brake Corp. “This reflects our commitment to innovation and meeting the needs of our customers. All of these parts are in- stock and ready for shipment.” A complete listing of Akebono applications for these parts and the rest of Akebono Brake’s product offering is available in the web catalog at akebonobrakes.com or directly via https://akebonobrakes.mypartfinder.com/. The post Akebono Expands Line of ProACT, EURO Disc Brake Pads appeared first on Counterman Magazine. View the full article

NPW has acquired the New Jersey Auto Parts location in Miami, marking a strategic expansion for the company. New Jersey Auto Parts, a family-owned business with roots dating back to 1979, has been a familiar presence in the Miami market for decades. The Tamiami store, part of the New Jersey Auto Parts portfolio since 2008, will transition to the Johnny’s Auto Parts brand, marking the debut of the first Johnny’s store in South Miami. “I’ve had a tremendous relationship with NPW and the Pacey family for decades,” said former owner Roger Tapanes, a key figure in the legacy of New Jersey Auto Parts. “The decision to sell the business to NPW made perfect sense. I am confident that my loyal employees will be well taken care of, and under NPW’s guidance, the business is poised to reach new heights.” The deal closed Dec. 21. “We are excited to announce the acquisition of the New Jersey Auto Parts Tamiami location and the introduction of Johnny’s to the South Miami community,” said Chris Pacey, CEO at NPW. “This strategic move aligns with NPW’s vision to expand our footprint while maintaining the exceptional service and product quality our customers expect. The trusted relationship we’ve built with the previous owners has laid a solid foundation for this transition.” NPW, a shareholder of the Aftermarket Auto Parts Alliance, will continue to fly the Auto Value flag in conjunction with Johnny’s branding. The post NPW Acquires New Jersey Auto Parts Tamiami Location in Miami appeared first on Counterman Magazine. View the full article

You might not be able to see it, but an accessory-drive belt is always both speeding up and slowing down. When a piston accelerates downward after the ignition of the fuel and air, the crankshaft speeds up and then slows down as it reaches the bottom of the stroke. These changes in speed are minimal, but big enough to cause problems over time. If the pulses aren’t minimized, they can hammer the belt and the attached rotating components. On a four-cylinder engine, the degrees of rotation between power pulses are greater than on a V-8 – so the amount of change in speed on the four-cylinder pulley is greater than on a V-6 or V-8. This has a direct effect on how the belt system is designed. The belt-drive system is working hardest when the engine is at idle. When the engine is below 1,000 rpm, the alternator, A/C compressor and power-steering pump are putting the greatest strain on the belt. Some of the forces can be taken up by the belt slipping on the pulleys. But, slipping causes friction and wear on the belt, as well as flutter. Over time, the slipping can get worse as removal of material from the ribs causes the belt to bottom out. There are three components that help to keep the belt on the pulleys without slipping. The tensioner, harmonic balancer and decoupler pulley work together to keep the accessory-belt system quiet and the belt lasting until the replacement interval. Tensioner The tensioner applies force on the belt. Some tensioners have devices that dampen the movement of the spring and arm, helping to keep constant force on the belt even under a wide variety of conditions. Harmonic Balancer The harmonic dampener puts a layer of soft material between the crankshaft and outer ring of the pulley. The material helps to dissipate the power pulses and resonant frequencies. While the dampener may only flex one or two degrees of movement, this takes a lot of strain off attached components. Decoupler Pulley Some alternators have a decoupler pulley. This device serves two purposes. First, it helps to decouple the pulley from the alternator with a one-way clutch. The decoupler reduces parasitic losses by not having to fight against the momentum of the armature in the alternator while the engine is decelerating and accelerating. Some decoupler pulleys have a spring and friction dampener to reduce vibration. When an alternator decoupler pulley is compromised, it can no longer absorb the same level of abuse, which has a trickle-down effect throughout the system. Alternator decouplers and pulleys should be inspected every 10,000 miles for wear. Early design versions have a service life of 40,000 to 60,000 miles, with more recent versions lasting more than 100,000 miles. When inspecting a decoupler or pulley, there are two signs that replacement is needed. First, after shutting down the engine, if there’s an audible buzzing, the bearings in the pulley have likely failed. The second sign depends on whether the vehicle has a one-way clutch (OWC), overrunning alternator pulley (OAP) or decoupler (OAD). With the inspection cap/cover removed and the center locked, turn the pulley or decoupler with the appropriate tool. If it’s an OAP or OWC, the pulley can only be turned in the clockwise direction. If it’s an OAD, a counterclockwise turn will reveal a noticeable increase in spring force; a clockwise turn will only have slight resistance. The tensioner, harmonic balancer and decoupler pulley work together to keep the belt in contact with grooves in the pulleys. The three components are engineered together to match the engine. If one part is compromised, all are compromised, including the belt. The post Serpentine Belts Have a Strong Supporting Cast appeared first on Counterman Magazine. View the full article

NRS Brakes has added premium galvanized brake-pad kits for 2022-2024 Ram ProMaster covering 1.2 million vehicles, including ambulances. The brake kits also include abutment hardware and caliper-piston cushions. “Canadian-made Premium Galvanized Brake Pads by NRS Brakes feature technology that you can see,” the company said in a news release. “Galvanized steel incorporates PACE-award-winning, patented NRS mechanical fusion technology. The result is the world’s quietest, safest and longest-lasting brake pads. Galvanized steel that outlasts the friction, ensuring it won’t fail as a result of corrosion-material delamination from the backing plate, giving you a license to feel safe.” NRS Brakes feature no glue, no paint and no toxins, NRS noted. All galvanized brake pads use OE-specified technology, according to the company. PART #AXLE POSITIONAPPLICATIONSNS2467REARRam ProMaster 1500 (2022-2024); ProMaster 2500 (2022-2024); ProMaster 3500 (2022-2024) The post NRS Adds Galvanized Brake-Pad Kits for 2022-2024 Ram ProMaster appeared first on Counterman Magazine. View the full article

In the almost 100 years of the Genuine Parts Company (GPC), parent company NAPA and Motion, it has had five CEOs. You can literally count them on one hand. With that brings “an incredibly consistent, powerful and longstanding culture” of being a solutions-oriented business for customers, said Will Stengel, president and COO of GPC. But, when COVID-19 hit, GPC was forced to rethink its usual strategies for getting the right part to the right customer at the right time. As a result, it underwent a technological revolution. “I think it’s fair to say any company that’s had success over decades needs to continuously challenge itself to improve,” Stengel told attendees at the MEMA Aftermarket Technology Conference in October. “What COVID did for GPC is prove that we could improve our business model, which we’ve done.” It started with hiring the right people. In 2021, GPC hired Naveen Krishna as its EVP and CIDO — the first technologist to run GPC’s IT department. Then, Susan Starnes, a former Lowe’s executive, became the company’s first vice president of emerging markets to help create innovative strategies for our business. The next step was to take GPC’s solutions-oriented approach to solving customer problems and apply technology to it. “All the fundamental elements of our business have a dedicated technology strategy behind it,” Stengel explained during the conference, held at GPC’s headquarters in Atlanta. “That lines up with this whole idea that tech is at the core of what we do and what we want to do.” GPC is one example of an aftermarket company that is no longer thinking of itself as strictly in the automotive and industrial space. Instead, its focus has shifted to become a technology company in the automotive aftermarket. If you ask Paul McCarthy, president and CEO of MEMA Aftermarket Suppliers, he thinks all companies should adopt that mindset. “Technology is driving our success, efficiency and our future. This is the reality for the aftermarket,” he said. “I’m issuing a call to action: a demand for innovation in our industry from suppliers.” Amid the discussion around technology trends, a common theme that surrounded innovation and efficiency was what we’re calling the buzzword of 2023: artificial intelligence. Like many industries, the automotive aftermarket is delving into AI and ways it can help businesses be more productive and effective as future mobility continues to inch closer to needing aftermarket solutions. AI Applications in the Aftermarket Picture this: You know when and where a repair is going to happen and can get the part that technician needs to the shop before the vehicle comes in for service. That is just one example of how AI can make our industry more efficient. But what exactly is AI? Tilak Kasturi, founder and CEO of Predii, a company that develops automotive-specific AI applications, said AI is the simulation of human intelligence processes by machines on certain business intelligence (BI), such as data, content, reports, etc. It utilizes machine learning, neural networks and natural language processing to do things such as recognize patterns, make decisions and judge like a human. “BI is aggregated data and analytics, such as market intelligence, sales forecasting, etc.,” he explained. “If you say ‘right time, right part, right place,’ that is BI, but ‘right part, right place, ahead of time’ is AI. Knowing beforehand requires some prediction ability.” David Brondstetter, a 40-year aftermarket veteran and CEO of SureCritic, an AI software that responds to customer reviews for repair shops, added that AI is applying algorithms to a data set to understand what is going to happen in the future. A good example is parts ordering. “If you’re able to predict that, let’s say an O2 sensor is nearing end of life, you can predictably set an appointment for that customer at the shop, get the part ordered, and then have the customer come in,” he said. “The problem with parts ordering right now is you rely on all these things to happen, and then you assume your customer’s going to come in.” Scott Brown, industry ambassador and co-founder of the Diagnostic Network, a digital resource and forum for technicians, said an example of how his company has used AI is in the form of AiDN, an AI-powered assistant. Brown said AiDN will detect a vehicle-specific discussion in a Diagnostic Network forum and will respond like a member of Scott’s team. “If you think about the deliverable and who it’s being delivered to, it can take an apprentice technician or middle-educated technician and get him started on the right pathway,” Brown said. “We will mature this technology and continue to train it on expert information. We think it will streamline [a technician’s] process of getting to a successful result faster in the future.” A Long Road Ahead While companies like Predii, SureCritic, Diagnostic Network and others are implementing AI for various solutions, industry experts say more work needs to be done. For example, access to good industry data, and education around the types of AI to use are critical. Data security and protecting your IP is another issue. Kaivan Karimi, global partner of strategy and cybersecurity at Microsoft, presented the concept of “responsible AI” at the Technology Conference as a guideline for businesses when experimenting with this technology. “There is the wild, wild West AI and then there is responsible, curated AI,” he said, adding that responsible AI is setting standards and guardrails around how you’ll use the tool while making sure your data is secure. “AI is a great productivity, tool, but people need to expect a set of standards when using it.” Knowing the correct AI tools to use comes down to working companies that specialize in industry data. For example, ChatGPT is not meant for industry specific data, said Predii’s Kasturi.” It can actually take you to the wrong path,” he said. When speaking about data and predicting when a part will fail, Right to Repair is at the heart of the aftermarket’s data access troubles. Vehicle telematics data is crucial for building out technology to predict when parts need replaced and the right way for a technician to fix a vehicle. “We know what the world looks like when there is real repair access,” McCarthy said. “Take the Phillips Connect trailer. Just with your brakes, it can tell you their performance, wear and exactly how much life is left in key components so that you can do the repair before something breaks. But this concept and this positive future is only possible with Right to Repair.” Cybersecurity is another big issue playing a part in using AI. Microsoft’s Karimi said securing your company’s data in each step can decrease data breaches and cybersecurity attacks. “You need to protect the factories, the lines, the cars, the enterprise, the network, the backends, the cloud, and then some security operation center at a center that ties the whole thing together,” he said. “Your strengths are only as good as the weakest link.” McCarthy added that if a Right to Repair law is passed, and safe, open connectivity is achieved, it can expand technology and services and improve forecasting and inventory for all involved along the supply chain. GPC’s Stengel added that for aftermarket companies, any technology—such as AI—must prove to make the industry companies more profitable, in addition to efficient. “We talk about data, we talk about digital, we talk about the role in which technology serves and improves the customer experience, but, ultimately, it’s got to drive a financial expression for the business, which is growth and operating profitability,” Stengel said. Industry Jobs of the Future With an exciting future in technology ahead, aftermarket companies may be forced to rethink roles at their companies. The question on many minds is “Will AI take my job?” The answer might surprise you, Karimi said. “When I give talks to engineers, and they ask, ‘Am I going to lose my engineering job?’ I say, You may lose your engineering job to another engineer who knows AI. You have to adopt AI as a tool. It’s a massive productivity gain. It’s around to stay.” As the use of data and AI applications increase, SureCritic’s Brondstetter thinks that data scientists are going to become more prominent in aftermarket organizations. “Before this rise of generative AI, most of the data scientists were working on normalizing data,” he said. “Now that we’re in a state where we’ve got computing power to handle all this data, these predictive algorithms can normalize the data and data scientists can work on tweaking the model. That’s where you get a real generative AI. I think that position will become more prominent because the core of AI is having data scientists who understand that.” Predii’s Kasturi said in his experience, automotive data analysts and experienced technicians are critical to ensuring AI’s future in the aftermarket. Skilled technicians, for example, can verify the results of generative AI models. “I see that as the future where technicians are hands-on, ratchet-and-wrench-type people, but also are powering some of these expert-based systems,” Kasturi said. “They know their data really well. They know their codes, they know their parts, they know the fix.” Brown agreed, adding that an aging or injured technician can now turn into a triage specialist that takes the AI and vehicle information, and then prepares a repair path plan and assigns it to the other technicians in the shop. “This new generation can hopefully rebirth our service industry,” he added. The post Artificial Intelligence in the Automotive Aftermarket appeared first on Counterman Magazine. View the full article

Automotive lore calls them idiot lights. For years, critical engine functions were monitored by gauges. Oil pressure, engine-coolant temperature and generator/alternator operation were displayed for easy viewing by the driver. Why the auto manufacturers initially decided to switch over to warning lights is anybody’s guess, but the motoring public in general was quick to express their disdain over it. Since these lights quickly earned the reputation for being useless – or not conveying warning over a bad situation until damage had already been done – they just as quickly earned their less-than-endearing nickname. In the mid-1930s, Hudson was the first automobile manufacturer to use warning lights instead of gauges, and it wasn’t long before others followed suit. They quickly became standard, with performance vehicles being the exception with optional gauge packages. Today, warning lights are still the standard, but it’s a completely different playing field. Oil pressure, coolant temperature and charging-system operation are still the three most important factors, and gauges for these systems have seen a resurgence in popularity, especially in trucks. However, the simplicity of only having those three systems to monitor is long gone. Today, if it was theoretically possible to have an informative gauge for each and every system on a car, dashboards would look like the cockpit of an airplane. Possible or not, it isn’t realistic, and on top of that, computer technology has made warning-light function accurate and dependable – a far cry from the “idiot” lights of old. In most cases, warning lights today will notify you of a “condition” long before it becomes a problem, and even if it’s one of the three big factors, they’re accurate enough to give you plenty of time to get off the road and shut down to avoid a catastrophic failure. The hard part is with the number of different warning lights today, it’s hard to know what they all mean, especially with continuously changing technology. And have you seen the size of owner’s manuals? Looking up any one item can send you on a wild goose chase bouncing around through multiple pages to maybe and only maybe find what you’re looking for. In addition to the growing number of different symbols and warnings, there also are many colors in addition to red. Most manufacturers have incorporated the green-yellow-red idea since we’re used to what that means in relation to traffic signals: green, go; yellow, caution; red, stop. But don’t be surprised to see blue and white thrown in. Luckily, the symbols for most warning indicators are standardized across all makes and models, making them easily recognizable. But there are still a lot of them. If there’s a light on, there’s a good possibility your customer will ask about it. Here’s a list to help you sort through them. Check Engine/MIL/Service Engine Soon This is the main one. The malfunction indicator lamp (MIL) has seen a few different variations over the years, including simple versions with the text “Check Engine” or “Service Engine Soon,” and the now widely recognized engine symbol with a lightning bolt in the middle. An illuminated MIL means the engine control unit (ECU) recognizes there is a problem with one of the monitored engine systems, which can affect emissions, drivability or dependability. When the light is on, one or more trouble code(s) will be stored by the ECU. A scan tool is required to access and read these trouble codes, which allow a technician to follow a specified path for diagnosis. An illuminated MIL won’t go out until the problem has been corrected or the trouble code has been erased. However, depending on the problem, if the code is erased without performing any repairs, the code may reset immediately, which will in turn cause the light to immediately come back on. In some cases, the light may take a day or two to come back on. If the problem is corrected and the code isn’t erased (for example, your customer makes the repair but doesn’t have a scan tool), the code will be erased by the ECU and the light will go out. But, this may take as long as a week, depending on the driving habits of the vehicle owner. If the MIL is blinking, it means there’s a problem that may damage the catalyst, and the vehicle should be immediately taken in for service. This is generally the result of a cylinder misfire, and a blinking MIL is almost always accompanied by a noticeable symptom of the engine or vehicle shaking. Another interesting aspect of the MIL is its key-on/engine-off function. When you turn the key on with the engine off, the MIL should illuminate. On some vehicles it may shut off after a few seconds. This is normal. If the light begins to blink, this is an indicator that the readiness monitors aren’t complete, and the vehicle isn’t ready for an E-Check. Of course, readiness monitors are a subject all on their own, but this can be useful to know for anyone in an E-Check area. Odometer-Triggered Warnings As emissions regulations were tightening prior to the advanced computer controls we’re used to today, some manufacturers began to use odometer-triggered warning lights for emissions-related systems as early as the mid-1970s. Many of these were oxygen-sensor or EGR (exhaust-gas recirculation) warning lamps, designed to come on at a specified interval for service or replacement of specific parts. These are rarely seen today, and OBD II, which became mandatory on all cars in the United States in 1996, hastened the end of these types of warnings. If you happen to see one, keep in mind on older vehicles that there’s no scan tool to reset them. There’s a specific procedure that differs per manufacturer, and it’s often a mechanical reset, sometimes on the back of the odometer itself or in a “trick” location. Battery Light Here’s an easy one. An illuminated battery means there’s low system voltage for some reason. Is it the battery, the alternator, wiring or a broken belt? Bottom line: When this light comes on, you better get where you’re going quickly – especially at night – or you’re going to run out of power. Cooling System The thermometer in water is widely recognized as a cooling-system warning, but it can mean many different things. Red means trouble no matter what, but it can mean that the coolant level is too low, or the engine temperature is too high. These also can flash, indicating there’s another malfunction within the cooling system. On some vehicles, this light also may be green or blue when the vehicle is cold, letting you know to let the engine warm up before any hard acceleration. Brake-System Lights The common symbol for brake systems is a circle with an arc on each side. While I’ve never had any documented proof, I picture it as the circle indicating a brake drum or rotor, and the arc on each side indicating the brake linings that act upon them. There are multiple different variations of the symbol. Red is bad. An exclamation point in the middle means the fluid level is low or the system has lost brake pressure. A ”P” in the middle means the parking brake is engaged. There also are multiple yellow variations of the light. The letters “ABS” in the middle means there’s a malfunction with the antilock braking system. When the arcs on the side are dashed, this indicates the brake-pad linings are worn very low. This usually is a feature only on higher-end vehicles. If there’s a crossed-out bulb in the middle, it means there’s a brake light out, or a problem with the brake-light circuit. A green indicator with a foot in the middle means you must step on the brake before you can shift the vehicle out of park or start the car if it’s a push-button start. Most brake warning lights occupy their own spot on the instrument cluster, with the exception of the fluid-level/brake-pressure warnings, which generally utilize the same lamp. Oil Pressure/Oil Level The oil can is another one of the three big ones. Red means low oil pressure, and other than when the ignition itself is on, this light should go out when the engine is running. Low oil-level warnings are sometimes indicated by this light in yellow, or sometimes by a separate warning. Tire Pressure Easily as well-known as today’s “Check Engine” light is a low-tire warning light, part of the tire-pressure monitoring system (TPMS). It means you have a tire low on air, but if the light flashes initially, it means there’s a problem in the system – usually that one of the sensors isn’t communicating with the system – and it should be diagnosed by a professional technician. Seatbelt/SRS/Airbag These are symbols that everyone knows. The seatbelt warning symbol was one of the first to appear in cars in addition to oil, temperature and charging. The airbag symbol means there’s a problem with the supplemental restraint system (SRS). But these days, the SRS is a lot more than just the airbag in the steering wheel. It could be the passenger airbag, side or curtain airbags, seat belt pre-tensioners or more. There’s a lot to these systems and they shouldn’t be taken lightly. Your safety – and potentially your life – may depend on the operation of this system. Transmission Warnings The transmission warning light is shaped like a gear and can have an exclamation point inside or a thermometer inside. Red with a thermometer indicates a transmission overheating problem and yellow usually a shifting or gear-ratio problem. Service Required Many vehicles utilize lights or warnings to indicate that a regular service is due, from an oil change to a tune-up, or even inspection services. These vary widely between manufacturer, and are often simple text messages, or in some cases just the image of a wrench. ABS/Traction-Control Systems Even though we already covered ABS warning lights, it’s common for these to come on in conjunction with traction-control system (TCS) warning lights since the two systems generally share data from wheel-speed sensors. If there’s a problem with one system, there’s likely a problem with the other, or an ABS problem often causes the TCS to shut off, again due to the sensors. Many vehicles have the option of turning off the TCS, in which case the light illuminates by itself with the word “OFF.” Diesel Diesel engines have a few additional warning indicators that differ from gasoline engines. The glow-plug light, which looks like a couple loops of wire, illuminates either when the system is operating, or if there’s a malfunction. In most cases, if there’s a malfunction, there also will be a trouble code and the standard MIL will be illuminated. Newer diesels have warning lights to indicate when the diesel-exhaust particulate filter (DPF) needs service, and when the diesel-exhaust fluid (DEF) is low. These lights vary widely in appearance, and some of them look downright silly like a third-grade art project. But when you look closely, you’ll see they’re trying to depict particles, fluid and the movement of exhaust. Unless the car is new to them, diesel owners will be well-aware of the DEF light since the vehicle won’t run when it’s out of fluid. Washer Fluid Low This is an easy one: The view you have with the wipers on, fluid and a fountain. Exterior-Light Warnings There are many different exterior-light warnings. The most common is the age-old blue “high-beam” indication, but some vehicles feature this warning in green to let you know the low-beam headlights are on, or they just have the letters “DRL.” A bulb-out warning is the image of a bulb; the bulb inside the universal sign for brakes indicates a brake lightbulb out. Many new cars have adaptive headlights, meaning they self-adjust to compensate for vehicle loads and steering. A red warning with arrows indicates a malfunction with this system. Door/Trunk/Hood Ajar This one is always red. Most today depict the exact location of the offender. Some are just text. Low Fuel We all know what this means. Sometimes it’s just a round light that comes on as the gauge nears “E.” Drivetrain Warnings There are probably more variations of these symbols than any other. “O/D” stands for overdrive and indicates the overdrive is turned off or disabled for some reason. If there’s a malfunction in a system that causes the overdrive to be disabled, there will most likely be an illuminated MIL to accompany it. All-wheel-drive (AWD) and four-wheel-drive (4WD) systems that can be controlled by the driver often have text indications of what’s engaged and what gear range, or the universal symbol indicating front and rear differentials and a center transfer case is commonly used as well. Full-time AWD systems just utilize the lamp when a problem prevents proper system operation, and depending on the type of system and the inputs it receives, there may be other warning lights on at the same time such as the MIL or ABS indicators. ADAS Advanced driver-assistance systems (ADAS) came along with their share of indicators to warn us of lane departure, distance warnings, forward collision avoidance and blind-spot monitoring. And More! It can seem like a never-ending list. “EPC,” common on some European cars, stands for electronic power control and means there’s a problem with the throttle system. A key indicates a problem with the vehicle anti-theft system, and depending on whether it’s steady or flashing, it can clue you in to the problem. A steering wheel with an exclamation point means there’s a problem with the power steering. A snowflake means the temperature is close to or below freezing and there could be ice on the road. The cruise-control symbol is a small speedometer with an arrow pointing to a specific spot, sometimes white or yellow to indicate the cruise control is on and green to indicate it’s set. The bottom line? You still may need to go on that wild goose chase in the owner’s manual to determine the exact meaning of any given indicator. And what about electric vehicles, you might ask? Yes, they have them. That’s for another day. The post Interpreting Dashboard Warning Lights appeared first on Counterman Magazine. View the full article