Counterman

NGK Spark Plugs (U.S.A.) and Autel U.S. have again joined forces to create diagnostic webinar sessions. The sessions, to be initially released through Autel’s live webinar series, were created over three days of recording at NGK’s Technical Center at its U.S. headquarters in Wixom, Michigan. The series consists of six 60-minute webinars that dig deep into system diagnostics of domestic and import vehicle makes using the MaxiSYS Ultra tool to scan, scope and test various components, including NGK ignition and NTK sensor products. The webinars are hosted by Philip Austin, manager of technical training for NGK, and Mike Flink, director of sales and training for Autel. “We are excited to continue our collaborative partnership with Autel and host them in our facility to create these webinars,” said Kirt Denman, NGK aftermarket director. ”Partnering to create content leveraging both companies’ technical expertise expands our reach, helping technicians to diagnose and troubleshoot repairs properly. “We are grateful for the opportunity to once again team up with NGK to create such valuable webinar content for professional technicians,” said Mike Flink, director of sales and training Autel. “NGK/NTK products, Autel diagnostic software, and tablets complement each other and offer the technician a comprehensive, quality, efficient repair solution. In addition, these webinars offer a fantastic opportunity to spread the word about our products and provide technicians with meaningful instruction and advice.” When the programs live stream, all sessions will include a live Q&A. These webinars will then be uploaded to NGK’s on-demand technical training portal, which is accessible through The Shop Squad. For further details about Shop Squad, visit shopsquadonline.com. Use group code Autel to join to receive digital invitations to each webinar. The post NGK/NTK, Autel to Present Diagnostic Webinar Sessions appeared first on Counterman Magazine. View the full article

DRiV, the aftermarket division of Tenneco, announced plans to increase coverage across its portfolio. During 2023, DRiV intends to introduce more than 1,400 new part numbers that will provide millions of additional repair opportunities across six of its leading brands, including Wagner, Rancho, Fel-Pro, Monroe, Moog and Walker, the company said. “For all our brands, our product engineers are constantly looking to develop, test, and implement new products to provide all our customers with the best options for their shops and repair bays,” said Bruce Ronning, senior vice president, sales and commercial operations and Americas Aftermarket, DRiV. “Through a rapid expansion of these product offerings, our goal is to lead the industry with the most comprehensive coverage across our brands so that shop owners and technicians will have a better selection of parts to provide to their own customers for a complete service repair – all backed by DRiV quality and consistency.” For more information, visit the DRiV website. The post DRiV Expands Product Coverage Across Brand Portfolio appeared first on Counterman Magazine. View the full article

MEMA Aftermarket Suppliers and Epicor announced an application deadline extension for the 2023 Channel Excellence Award. The award was established in 2019 to celebrate innovation and collaboration between suppliers and channel partners that drive aftermarket growth. The new deadline is Feb. 8. The selection committee includes well-known leaders, analysts and educators from the aftermarket who will review applications and select the winner. Committee members represent all major levels of the aftermarket including repair shops, distributors and suppliers to ensure a broad perspective. The 2023 Channel Excellence Award winners will be announced during the Vision Conference on April 12 in Chicago. The 2023 MEMA Aftermarket Suppliers Channel Excellence Award selection committee includes: Chris Gardner, MEMA Aftermarket Rick Guirlinger, Schwartz Advisors Tim Hardin, Epicor Tony Molla, TM Consulting John Passante, The Organizational Development Group Joe Pomaranski, Pomaranski Consulting The 2022 Channel Excellence Award winners were NGK AutoZone which, together, shared market research and applied point-of-sale data and other information to develop an oxygen-sensor program that grows market share, reduces inventory requirements, and lays the foundation for future shifts in market demand. The application and additional information on the Channel Excellence Award can be found by clicking here. The post Deadline Extended for Channel Excellence Award appeared first on Counterman Magazine. View the full article

The very first automobiles needed a way to transmit power to the wheels. Early methods of accomplishing this were comprised of exposed belts and pulleys, effectively creating a single-speed transmission. There were many different variations, but to get both acceleration and speed, more than one gear was needed. It wasn’t long before multiple-gear setups were invented. The next step was enclosing multiple gears in a sealed case, which effectively became the first true manual transmission in the context we think of them today. These first units were non-synchronized, meaning when you shifted gears, you had to match the speed of the input, or driven gear, to the speed of the output gear. Since the speed of the input gear was directly related to the speed of the engine, you did this by adjusting the throttle to attain the matching speed and shifting the gears at just the right moment. Shifting was no picnic, and often a noisy and difficult process. The affect that different-sized gears have on acceleration and speed is easy to understand (think different-size sprockets on a bicycle), making this type of manual transmission a natural first step of evolution. Surprisingly, one of the lowest rungs on the evolutionary ladder is the planetary gearset, which is normally associated with an automatic transmission (a much later invention) instead of a manual. I think it’s always fun to look at planetary gearsets, and in this case, it also makes evolution a much more interesting topic, since they play such an integral part. The planetary gearset was somewhat of an engineering marvel. It’s a set of gears (see Figure 1) whose name only makes sense when you see what they look like. The fascinating part about a planetary gearset is its ability to provide different gear ratios as well as reversing direction based upon the specific components that are held or driven. Note that the planet gears are mounted and rotate on pins that are affixed to the planet carrier. Figure 2 shows the action of the gearset in a neutral position. The sun gear is the input for the gearset. As the sun gear rotates, it transfers motion into the planet gears. As the planet gears rotate on their pins, they in turn transfer motion into the ring gear. The input is from the sun gear, but since the ring gear isn’t engaged to anything for this position, there is no output. Figure 3 shows the action of the gearset in low gear. The ring gear is held stationary, and the sun gear is the input. Power transfers from the sun gear into the planet gears. The planet gears rotate on their pins, but since the ring gear is held, the planet gears are forced to “walk” around the ring gear, which causes the planet carrier to turn. The planet carrier is utilized as the output. Figure 4 shows the action of the gearset in high gear. The ring gear is the input, and the sun gear is held. The ring gear transfers motion into the planet gears, which rotate on their pins. Since the sun gear is held, the planet gears are forced to “walk” around the sun gear, which causes the planet carrier to turn. The planet carrier is the output, but at a higher speed than in Figure 3. Figure 5 shows the action of the gearset in reverse. The sun gear is the input, and the planet carrier is held. The planet gears rotate on their pins, and motion is transferred from the sun gear to the planet gears, then to the ring gear. The ring gear is the output. The key to making a planetary gearset work is the ability to hold and drive different components of it at different times. And in order to expand the capabilities of different gear ratios, multiple gearsets can be used together, referred to as compound planetary gearsets. I think you might see where we’re going, but first let’s get back to evolution. If Only It Was That Easy The easiest thing to say would be: The manual transmission was first and the automatic came second. End of article. Well, that’s true … sort of. The earliest “transmissions” were a way of transmitting power from the engine to the wheels. Then came the first non-synchronized multiple-gear manual transmissions. But shifting was a chore, and thanks to the planetary gearset, there was another style of transmission to join the game. This new transmission utilized the advantages of a planetary gearset for multiple forward speeds, neutral and reverse. And it utilized “brake bands” for holding the various members of the gearset to obtain the desired output. Planetary gearsets and brake bands, again, are almost always immediately associated with automatic transmissions, but this was a manual transmission. It was shifted through the use of levers and pedals, and proficiency took practice, but gone was the grinding and fighting associated with an unsynchronized gear-type of manual. Though not the first to utilize the design, the first mass-produced automobile to use this type of transmission was, well, the first mass-produced automobile: the Ford Model T. It was very successful for many years, but certain design aspects such as the band linings being made of cotton or wood weren’t destined for the future. By the time the Model T was ready to step down in 1927, the “traditional” manual transmission with gears lined up along the mainshaft and coupled to an input through a countershaft had become the “standard” type of transmission in almost every automobile. Most of them were still unsynchronized at this point, but gear and shifter design as well as throttle control had improved considerably, making them much easier to shift, and then came a huge evolutionary leap with the development of the synchromesh manual transmission in the late 1920s. These transmissions utilized a synchronizer between second and third gears (most transmissions of the time had only three speeds) primarily to aid down shifting. With the clutch disengaged, the synchronizer was able to match the speed of the input shaft to that of the output, allowing the driver to easily shift gears with no noise or grinding. To shift into first or reverse, the car had to be stopped. Unrivaled in performance and durability, the manual transmission remained the standard for the automotive industry for many decades, and the early 1950s brought the development of the first unit with all forward gears fully synchronized. Three-speed manual transmissions were the most common, with four-speeds usually only optioned on performance-oriented cars. In the 1980s, most manual transmissions were either four or five speeds, and eventually production cars saw as high as seven-speed manual transmissions. Manual transmissions were coupled to the engine through a clutch – a purely mechanical friction device that allowed the driver to slowly engage the engine to the transmission, in order to get the vehicle moving without stalling the engine. Clutch control was achieved primarily through mechanical linkages, but eventually cables offered a more efficient alternative, and finally hydraulically controlled clutches proved to be the smoothest and easiest to operate. The Planets Finally Align Undoubtedly a cosmic event for the motoring public, by the late 1930s, technology was ready for the planetary gearset once again, and they were back for good in the first mass-production automatic transmission: the GM Hydramatic four-speed. Many automatic designs and attempts preceded it, but this design and the use of hydraulic fluid not only proved successful and dependable, but also set the bar for the future of automatic transmissions. Compound planetary gearsets were controlled by brake bands and clutch packs to control the automatic shifting and gear ratios, and a fluid coupling was the more notable aspect that eliminated the need for a clutch and made driving easier. A fluid coupling utilizes an impeller and turbine housed together in a sealed unit. Fluid is pumped into it and as it spins, the impeller (fixed to the engine) throws the liquid into the blades of the turbine (fixed to the transmission input), causing them to rotate. To visualize this, picture what happens when you spray a direct stream of water onto a fan blade: It rotates. A fluid coupling provides the ability to transfer the power from the engine into the transmission, yet at low speeds it will slip, allowing the vehicle to be stopped and remain in gear without stalling the engine. As the automatic transmission itself evolved, the standard fluid coupling was replaced by the torque converter. The difference and advantage of a torque converter is that it has an additional component installed – the stator – which redirects the flow of the fluid exiting the turbine into the direction that the impeller is already spinning, effectively increasing the torque that’s transferred into the transmission. Cruising Along OK, so now the automobile is cruising right along through the decades of the 20th century with manual transmissions being “standard” equipment and automatic transmissions always an additional cost option. All of a sudden, we have emissions and fuel-economy regulations, and we have to start squeezing efficiency out of every inch of an automobile. Torque converters don’t initially have the ability for a direct coupling, so there’s an efficiency loss in their operation. “Lock-up” converters are developed to physically connect the impeller and turbine above a certain speed, eliminating any loss. Computers and electronics hone automatic transmission shifting and efficiency into an art form, and now we’ll see as many as eight speeds. The automatic transmission has become so popular, efficient and dependable that manual transmissions have almost completely disappeared from availability on new cars. The automatic transmission is now the new “standard.” Continuing Evolution A continuously variable transmission (CVT) is one that operates exactly as the name would indicate and is able to provide changing gear ratios in a smooth, continuous operation. Gaining popularity in the auto industry in the 1990s, CVTs actually have been around longer than the automobile in multiple different industries, and used by many early automakers as well. But they didn’t see popular widespread use in this industry until the 1990s. There are multiple different designs, from pulleys and belts/chains to discs and rollers. The basic idea of operation is the relationship of conical-shaped pulleys and the point at which they drive or are driven. CVTs have the advantage of smooth operation, and their ability to constantly adjust gear ratios allows them to keep engine rpm lower during operation, which adds to fuel economy. They are traditionally less expensive to manufacture because they have fewer components than an automatic transmission. The Automatic Manual Direct-shift gearboxes (DSG) also are referred to as dual-clutch transmissions (DCT) and often mistakenly called automatic transmissions by vehicle owners and salespeople alike. A DSG internally is a manual transmission with gears and synchronizers that we’ve been familiar with for years. The difference, however, is that they have two clutches and two input shafts – one set for odd-numbered gears, one for even-numbered gears. Clutch and internal gear changing is generally controlled by servos (there’s no clutch pedal or traditional linkage-style of shifter), which in turn are commanded to operate through the logic of an electronic control unit that responds to inputs from a slew of sensors and switches. When driving in one gear, the transmission already has shifted into the next gear, but the clutch for that corresponding mainshaft is disengaged. At the point when shifting occurs, that clutch engages as the other simultaneously disengages, and the process continues in this manner. The advantage of this type of transmission is that it can shift much quicker than any other transmission, and they provide better fuel economy by eliminating any slippage or lag time associated with an automatic. They also are extremely popular for performance and racing due to their quick, precise shifting, which means quicker acceleration and no driver error. Shifting can be controlled by a driver in manual mode, or the vehicle can simply be placed in automatic mode. When these transmissions first came out, they were frequently misrepresented as automatic transmissions, because with no clutch pedal and a shifter that looked like a traditional automatic shifter, it was easy not to know the difference. There are some characteristics such as the feel of a downshift that tell you it’s a manual transmission, and as a technician, I spent a lot of time explaining that nothing was wrong with somebody’s “automatic” transmission, and it felt the way it did because it wasn’t really an automatic. Oddballs Over the years, there have been a few oddball transmission concepts in the evolutionary chain. For example, a lesser-known model was Volkswagen’s AutoStick, which was available from 1969 to 1976. It was a manual transmission with a vacuum-operated clutch servo that disengaged the clutch when a hand was placed on the shifter. It also had a torque converter installed, so even with the clutch engaged, the engine would idle in gear. And here’s another one: From 1984 to 1988, the Chevrolet Corvette featured a 4+3 manual transmission, which was a basic four-speed manual with an overdrive unit on the end. When driving the car in second, third or fourth gears, if you let off the gas, it would automatically engage the overdrive in the interest of saving gas. My own personal thought: It was just weird, and a little annoying. Nicknames Over the years, many transmissions have earned nicknames, lovingly or otherwise. Manual transmissions were referred to by the number of gears they had. For example, some called a three- or four-speed “three- or four-gear” transmissions. They also were often simply called “standards,” because they were the standard for many years. They’re also commonly called “stick shifts,” and in the early days, often referred to as “crash boxes” due to the noise they made shifting because of the non-synchronized gears. Specific models like the Muncie M-22 with straight-cut gears earned the name “rock crusher” because of the loud noise from the gears. Today, manual transmissions have become so uncommon that fewer people learn to drive them, and they’re often referred to as a “millennial anti-theft device.” Automatics didn’t get as many names, but the most common was “slushbox,” due to their characteristics of slow shifting, which today’s technology has eliminated. Regardless of the number of speeds, if you had an automatic, you still just had an automatic. I hate to say it, but in many ways, this is only scratching the surface of transmission evolution. Probably the most important factor in all of it is that transmission fluid has evolved right alongside, and it’s more critical than ever to only use the correct fluid that’s specified for each and every transmission, regardless of what it is. The post The Evolution of Transmissions appeared first on Counterman Magazine. View the full article

GB Remanufacturing announced that it donated more than $45,000 to local and national organizations in 2022. The organizations include Memorial Medical Center Foundation, St. Jude Children’s Research Hospital, Pathways to Independence, WACOSA, Building Homes for Heroes and the University of the Aftermarket. “GB Reman is proud to support these organizations, and looks forward to another charitable year in 2023,” the company said in a news release. To learn more about each organization, click on the links below. Memorial Medical Center Foundation St. Jude Children’s Research Hospital Pediatric Cancer Research Foundation Building Homes for Heroes Marine Toys for Tots Foundation Pathways to Independence University of the Aftermarket​ WACOSA Founded in 1986, Long Beach, California-based GB Remanufacturing provides remanufactured OEM gasoline and diesel fuel injectors, injector components and diesel electronics to the automotive aftermarket. The post GB Remanufacturing Donates $45,000 to Charitable Organizations appeared first on Counterman Magazine. View the full article

Photo caption, from left: Bill Geyer Jr., Bill Geyer and Tom Geyer of Motive Parts of Homestead. Counterman’s “Guess the Car” contest challenges our readers to solve an automotive riddle, for a chance to win $100. And each month, we receive hundreds of responses from aftermarket professionals trying to guess the model of the vehicle depicted. The correct answer for the December/January contest is the Volkswagen Jetta. The winner is Bill Geyer, owner of Motive Parts of Homestead in Homestead, Pennsylvania. Now, let’s get to know the “Guess the Car” champion. CM: How long have you been working in the auto parts business? BG: Since 1975. I swept the floors and stocked the shelves for my father. We’ve been in this location since 1971. It started down the street in ’58. I’ll tell you a funny story. Back in 1994, my father, Richard, was a $5,000 grand-prize winner in the “Cash for Countermen” Sweepstakes. He shared it with my brother Tom and I. The plaque is still on the wall. Editor’s note: The former “Cash for Countermen” Sweepstakes challenged readers to answer a series of questions about advertisers in the magazine. Richard Geyer, the 1993 grand-prize winner, was featured in the March 1994 edition. CM: What do you like most about your job? BG: I like the change in the technology that has happened, and I’m pleased that I was a part of it, and I took my business to it. I also enjoy teaching my son about the business. CM: What’s the coolest car you’ve ever owned or worked on? BG: My 1973 Jeep Commando. CM: Do you have any interesting hobbies? What do you do for fun? BG: I played ice hockey for 50 years. I started when I was 15 – I’m 65 now – and I just retired last year. I’m in two bowling leagues.I go camping and fishing with my grandkids. I have eight grandkids. CM: Are you a big Penguins fan? BG: Oh yes. I had season tickets before Mario showed up. I still have season tickets to this day. CM: What’s your dream car? BG: I just bought an ’02 Jeep Wrangler Sierra with manual transmission. I’m teaching all my grandkids how to drive a stick. The post Meet the ‘Guess the Car’ Champ: Bill Geyer appeared first on Counterman Magazine. View the full article

Filters trap contaminants and protect vital components downstream. Replacing filters on a regular basis is one of the most important things your customers can do to prolong the life of their vehicles. Oil filters trap dirt and other particles that could lead to premature wear on the bearings, rings and other internal engine surfaces. Air filters trap dirt and debris to protect the piston rings and cylinders. Cabin air filters help to prevent dust, pollen and other odor-causing contaminants from entering the vehicle cabin. Finally, the transmission filter prevents debris from jamming control valves and hydraulic passageways, and helps to prevent premature wear inside the transmission. Fuel filters also have an important job, but they’ve grown more and more uncommon in recent years. It’s not that fuel filters have gone away. They’ve simply been phased out in favor of better filtration at the fuel-pump module inside the fuel tank (also known as the “sock”). There’s one more filter that only recently has come into the market: the battery-compartment filter. This filter can be found in many hybrid and electric vehicles on the road today. It’s responsible for filtering the air that’s flowing into the battery compartment for cooling purposes. It has a replacement interval just like any other filter. Modern Media Filters use all sorts of different media inside to trap contaminants. This may be resin-impregnated cellulose fibers, synthetic fibers (glass and polyester) or more commonly, a composite mixture of natural and synthetic fibers. The bottom line is that there’s a lot of clever engineering that goes into finding just the right balance between efficient filtering, dirt-holding capacity and overall flow. Standard air filters use pleats to trap airborne contaminants as they pass through the element. The deeper the pleats are, the more surface area the filter use to trap those contaminants. Once light is unable to pass through the air filter, it’s probably time to replace it. This method may not work well with certain filter media, so it’s still best to always follow the OE maintenance schedule for the particular application. Some customers may be interested in engine air filters that offer improved air flow and performance. This type of filter element is typically a cotton weave that’s held in place by some sort of mesh material. The weave is looser than a traditional air-filter media, allowing a greater volume of air to pass through. Since this type of media wouldn’t be able to filter out smaller particles like a standard air filter could, it’s coated with a light oil that will aid in trapping those particles. That oil coating will contain a coloring dye, and they will need to be cleaned and re-oiled periodically. I would suggest warning your customers to be careful to not over-oil the filter during that process. Selling the Right Filter When you’re selling an oil filter, consider the price point, service life and ease of installation. Extended-life oil filters are a great option for vehicles with long oil-change intervals. My 2019 VW Golf Alltrack has an interval of 12 months or 10,000 miles. It’s very important to only use oil filters that are rated to go for that long before being replaced. Some oil filters may contain a gel or wafer that slowly dissolves over time. This process releases chemicals that help to maintain oil viscosity and neutralize sludge-forming acids. Some premium spin-on oil filters utilize an internally lubricated seal. This simple addition makes a big difference when it comes time to remove the filter during the next oil change. If you’ve ever tried to remove an oil filter that felt like it had been welded into place by “the last guy,” you know why this is a big deal. Premium cabin air filters may use activated carbon to aid in trapping odors and smaller airborne contaminants. Your customer may be interested in a premium cabin air filter if they, or someone in their family, have a severe allergy, asthma, bronchitis or another respiratory concern. Some premium filters include an antimicrobial coating that helps to prevent the growth of bacteria and mold, as well as trap airborne virus aerosols. So, how small are we talking? Pollen is easy to filter, ranging from 10 to 100 microns in diameter. Mold and spores can range from 3 to 80 microns in diameter. Viruses are much smaller and can only be seen with a high-power microscope. They can range in size from .005 to .3 microns. However, it’s unlikely for viruses to “fly solo.” They’re usually carried through the air in liquid aerosol droplets, typically around 3 microns in diameter. All of these contaminants can be trapped using the right filter. The post Filters: Keeping Contaminants at Bay appeared first on Counterman Magazine. View the full article

NGK Spark Plugs (U.S.A.) Inc. announced that effective April 1, the company name will become Niterra North America Inc. Announced late last year, the name change will include a new corporate logo and identity as the organization follows a strategy to unify the global brand and promote efforts to transform the organization’s business portfolio. Accordingly, the global brand NGK Spark Plug Co. LTD will also begin operating under the English tradename Niterra Co., Ltd on April 1. “It is an exciting time in the long and storied history of NGK Spark Plug., LTD,” said Michael Schwab, president, and CEO. “We are becoming an increasingly progressive corporation as we strive to meet our vision for the future. A future where we expand our core ceramic technologies, explore capabilities beyond our traditional areas, and challenge ourselves to develop solutions and services that use technologies to resolve social issues while contributing to a sustainable society.” Niterra, a coined word, combines the Latin words Niteo, meaning shine, and Terra, meaning planet earth. The corporation chose the new name, logo and colors represented to present a broader image of its modern identity. The company will continue to use the trusted NGK and NTK brands for its spark plug and ceramic-related product portfolio. The post NGK Spark Plugs USA Announces New Company Name, Logo appeared first on Counterman Magazine. View the full article

O’Reilly Auto Parts recently named Mevotech its Supplier of the Year. “We are honored to receive this prestigious award from O’Reilly,” said Todd Hack, Mevotech’s EVP sales and marketing. “The entire Mevotech team contributed to winning this award, and we’re looking forward to continued success with the launch of more innovative precision chassis and control arms products, backed by the solid training and field support we are known for.” Toronto-based Mevotech is a leader in the engineering, design and manufacture of aftermarket control arms, chassis parts and wheel-hub assemblies. The post O’Reilly Names Mevotech Supplier of the Year appeared first on Counterman Magazine. View the full article

Raybestos has added 64 new part numbers to its braking portfolio of friction, rotors and hydraulics that cover more than 19 million vehicles in operation (VIO). New Element3 and R-Line brake pad and rotor coverage is now available for late-model domestic and foreign nameplate passenger cars, pickups and luxury vehicle models, including Acura, Buick, Cadillac, Chevrolet, Ford, Genesis, GMC, Honda, Hyundai, Jeep, Kia, Lincoln, Mercedes-Benz, Nissan, Ram, Tesla and Toyota. In addition, Element3 late-model brake hose coverage has been added for Ford, Jeep and Ram, and new classic coverage is offered for 1966-1971 Jeep, 1968-1972 Ford and 1993 Land Rover. Raybestos Specialty coverage has been expanded with Police brake pads and rotors for Cadillac, Chevrolet and GMC, Performance rotors for Ford and Tesla, and Truck rotors for Cadillac, Chevrolet, Ford, GMC, Jeep, Mack and Ram. The complete family of Raybestos brake products include disc pads and shoes, drums and rotors, master cylinders, wheel cylinders, calipers, hoses and hardware. To learn more about new part numbers and their applications, customers should contact their First Brands Group representative. “We are pleased to announce the addition of new friction, rotor and hydraulic coverage that further expands our family of quality Raybestos brake part components,” said Greg Vyletel, executive director, brake engineering and product management, First Brands Group. “Our brakes team is focused on the timely introduction of new part numbers to meet the needs of our customers and deliver top-quality brake parts that they can rely on to get the job done right, the first time.” The post Raybestos Adds New Friction, Rotor, Hydraulics Coverage appeared first on Counterman Magazine. View the full article

Whenever somebody asks me what’s new, I usually respond by saying, “Nothing really.” And that’s the same response I get when I ask the question of others. Why, I’m not sure, because there’s almost always something new. But in my case, it’s probably because it’s not exciting enough to talk about. So, when I got the question “what’s new with spark plugs?” I knew my standard answer wouldn’t fly. Then I thought: It’s a fair question. What IS new with spark plugs? They do what they do, right? Is it possible for them to change? Copper, platinum or iridium are the main choices we have, and heat ranges differ between applications. But aside from that, have they changed much at all since they were invented? The answer to that question is yes, and it makes the whole topic a little more interesting. With all the advancements the internal combustion engine has seen over the years, spark plugs are the components that always have had to bridge the gap (no pun intended) between the old and new, and advancements can be tracked throughout the entire existence of the automobile. Did you know that early spark plugs could be taken apart for cleaning, and that you could buy replacement porcelain insulators and electrodes to effectively rebuild the spark plug? And that they sealed in the cylinder head by pipe threads and the plug wires were held on by a screw? Here’s another interesting fact: Have you heard of primer plugs? In the early days of the automobile, fuel systems left a lot to be desired with the use of updraft carburetors, and it was often difficult to start a car on cold days due to the lack of fuel getting to the cylinders. Primer plugs had a small cup attached, in which you would put a few drops of gasoline, then open the valve to allow it to flow into the cylinder. The engine then would have fuel to ignite for starting. We haven’t seen plugs like that in years, and at a glance, today’s plugs look like those from 50 years ago. However, the reality is that they’ve remained in constant evolution. Copper plugs were the standard up through the 1970s, but the need for reduced emissions and leaner-running engines required a stronger spark. The advancements of electronic ignition provided this change, and spark plug technology kept pace with the introduction of platinum precious-metal plugs. Not too long after, with the introduction of distributorless ignition, the continued development of precious metals led to double-platinum and iridium plugs, as well as fine-wire iridium, allowing precise ignition control and design to maximize combustion efficiency. Now as we roll through the first part of the 21st century, engineering never slows down for the internal combustion engine, and four valves per cylinder along with direct injection are squeezing the real estate in an engine – and spark plugs have had to get smaller and smaller to fit. This also has opened additional upsell opportunities for tools because the once combination of 13/16-inch and 5/8-inch spark plug sockets that covered every vehicle made is no longer the case. Now we frequently need 9/16-inch and 14-millimeter sockets as well as 12-point variations. In the world of high performance, smaller plugs are lighter weight and provide room for larger valves, and the smaller hole in the cylinder head provides increased cylinder-head strength as well as improvements in cooling-passage design. Smaller plugs also mean smaller ceramic insulators, which in turn means engineering improvements to design these smaller insulators so they can retain their high dielectric strength. Just when you thought there couldn’t be any more advancements, a new precious metal stepped into the game: ruthenium. My first thought was whowhatenium? But I checked: It’s on the periodic table. I must not have paid enough attention in science class. The bottom line is that ruthenium is an incredibly tough and durable metal. When used as the center-electrode material in spark plugs, it offers increased durability and is more resistant to corrosion and oxidation than iridium or platinum. Ruthenium plugs also have brought new electrode designs in a double fine electrode that maximizes ignitability, designed for normally aspirated engines, and a projected square platinum electrode that provides the best ignitability, designed for turbocharged and supercharged applications. Ruthenium plugs are generally known for improved cold starting and fuel efficiency, but reportedly don’t perform as well under extreme conditions such as high-speed engine operation or in vehicles hauling heavy loads. They can be a great upgrade for most applications, but be aware of the situations in which they may not perform as well. So, it turns out there IS something new with spark plugs, and at the rate of today’s technology, there most likely always will be. The post What’s New With Spark Plugs? appeared first on Counterman Magazine. View the full article

Dayco announced that Craig Frohock accepted the opportunity to join Dayco Aftermarket and Belts as its new chief executive officer, effective Jan. 16. Reporting directly to the board of Dayco, Frohock is responsible for the business unit’s global operational performance and strategic direction. For the past six years, Frohock has held several senior leadership roles with Tenneco. Most recently he was the group vice president and general manager of the company’s OE ride-control business, and prior to that he served as the group vice president and general manager of its integrated supply chain operations within the global aftermarket business. He also served as group vice president and general manager of the company’s aftermarket chassis business and the sealing, engine and underhood services business. Prior to joining Tenneco, his career included 19 years at Meritor Inc., where he held positions of increasing responsibilities, including leading the aftermarket business. Frohock earned a bachelor of science degree in mechanical engineering and a master of business administration degree from Oakland University. “I am incredibly excited to join Dayco, a company with a rich history, a great brand and a strong market presence,” Frohock said. “I’m truly humbled by the opportunity to lead such a capable team as the company enters its next chapter.” The post Dayco Recruits Craig Frohock as New Aftermarket/Belt CEO appeared first on Counterman Magazine. View the full article

Here in Northeast Ohio, we recently experienced a “cold snap.” Temperatures dropped below zero degrees Fahrenheit, with wind chills approaching minus 20 F. Needless to say, most people were caught off-guard by the temperatures, and how long that cold weather stuck around. It highlighted just how much we’re affected by our climate, and for that matter, our cars and trucks. Drivers lost control on highways and had to be towed out of the ditch along the highway, while others weren’t able to start their engine thanks to a weakened battery. I remember many things from my time behind the parts counter, but none more so than this: With each new season comes a pattern of vehicle repairs or needs. You’ll never sell more wiper blades than on a rainy day, and you’ll sell more batteries when temperatures climb or drop to extreme levels. Today, I want to focus on diesel engines and the challenges they face during the winter months. Diesel engines typically are associated with larger pickups, thanks in part to their workhorse nature and their abundant torque production. But cold weather is rather harsh on diesel fuel and the fuel system. When temperatures dip, it can form into a gel instead of a liquid. Cold diesel fuel is harder to ignite under compression, which means the engine has to crank longer than usual. In extreme cold, the engine might become difficult to start even when the glow plugs are given the time to do their job. Diesel fuel has changed quite a bit in recent decades. The United States has mandated the use of ultra-low-sulfur diesel (ULSD) fuel in an effort to improve air quality. But this also has brought about some chemical changes in the refining process, and with it, some new challenges to overcome. Those chemical changes have caused an increase in paraffin inside the fuel, which can lead to a buildup of wax particles. Those wax particles can form larger crystals that can clog up fuel lines, filters and so on. Condensation inside the fuel also is a concern. Condensation is a major contributor to rust, cold-weather icing and microorganism growth in warmer weather. Diesel engines can operate much better when corrosion and bacteria growth are prevented. The Solution: Fuel Additives Additives aren’t new. In fact, they’re present inside each and every container of oil you carry in your store. When it comes to diesel-fuel additives, they have a simple job to do: Help the diesel fuel to resist the effects of the cold weather. Fuel treatments help to reduce fuel gelling by encapsulating and dispersing those waxy crystals as they’re formed. When done right, this can prevent them from growing large enough to clog any of the components in the fuel system. The fuel is then able to flow more easily through the fuel filters and lines and into the combustion chamber where it can be burned. Some fuel treatments will contain some or all of the following additives. Lubricity additives help to protect diesel-fuel systems from internal wear. Lubricity additives help the fuel to form a boundary layer of lubrication between the metallic parts inside the fuel system. This film helps to reduce friction between the metal surfaces, and the wear and tear on them. This can extend the life of those components and reduce downtime in the future. Cetane boosters increase the flammability of the diesel fuel, and this allows for a cleaner-burning diesel engine. What Should You Tell Your Customers? To most customers, fuel treatments can be thought of as just another routine maintenance item. Most fuel treatments will need to be poured into the fuel tank at each fill-up, but it’s best practice to always reference the usage guidelines from the manufacturer. If you need help to overcome a cost objection, I wouldn’t suggest trying to scare them with the cost of potential breakdowns or repairs down the road. In my eyes, fuel treatments are simply a “peace-of-mind” sort of sale. Their job is simple, and their objectives are clear. So, if we place ourselves into the customer’s shoes, the benefit they have to offer is the peace of mind that their diesel engine will continue to operate without issue throughout the colder winter months. While it’s true that they can reduce the risk of costly repairs or breakdowns later on, I wouldn’t lead with that thought. The need for diesel-fuel treatment products will definitely spike as the temperatures start to dip. So, I would invite you to take a few moments to read the labels on the products you carry in your store, and familiarize yourself with what separates one from the next. Then, you’ll be ready to help your customers find the right product for their diesel-powered vehicle. The post Tis the Season for Diesel Additives appeared first on Counterman Magazine. View the full article

Anchor Industries announced the availability of first-to-market engine mounts and torque struts for late-model Toyota and Lexus vehicles. Covering more than 1.8 million applications for model years 2016 through 2023, the eight part numbers “represent a small sampling of many of the late-model, first-to-market part numbers that are in stock and available for immediate delivery,” according to the company. “Since 1933, Anchor Industries has supported the automotive aftermarket with industry-leading coverage, quality, data and availability,” the company said. “As Anchor celebrates its 90th year, the focus remains on a commitment to delivering exceptional value, exceeding customer expectations and being best-in-class.” For more details on Anchor’s complete program availability, contact your local sales representative or call customer service at 888-444-4616. The post Anchor Industries Adds Toyota, Lexus Coverage appeared first on Counterman Magazine. View the full article

BBB Industries has released 28 SKUs to the Remy brand of starters and alternators. “This quarter, Remy is adding coverage for more than 9.3 million cars and light trucks that have just come off vehicle manufacturer’s original warranty,” said Matt Heater, director of marketing and product management. “Our ongoing commitment to the needs of the automotive aftermarket is another reason why Remy is considered the trusted brand of automotive professionals.” BBB Industries is a Daphne, Alabama-based sustainable manufacturer of starters, alternators, hydraulic and air disc brake calipers, hydraulic and electronic power-steering products and turbochargers for the OEM, passenger-, industrial- and commercial-vehicle aftermarket industries. Through Industrial Metalcaucho SLU, BBB also supplies the automotive aftermarket with an assortment of rubber, metal and rubber-to-metal products across more than 64 countries. The post BBB Industries Releases 28 New Remy Part Numbers appeared first on Counterman Magazine. View the full article

MEMA, The Vehicle Suppliers Association, has named John Chalifoux as its chief sustainability officer and head of its newly launched Center for Sustainability. He also will serve as chief operating officer of the MEMA Aftermarket Suppliers membership group. Most recently, Chalifoux was president and chief operating officer of MEMA’s Association for Sustainable Manufacturing (MERA). The Center for Sustainability is a critical component of MEMA’s recent realignment to better position itself and its members for long-term success. Through the center, MEMA will expand the reach of its sustainability and ESG services. Now all MEMA members will have access to subject-matter experts, programming and other resources. Chalifoux will lead the strategic direction, design and execution of the center, helping membersnavigate the increasingly complex processes and requirements of a successful sustainability program. Under Chalifoux’s leadership, MERA was recognized internationally for elevating and mainstreaming remanufacturing and similar forms of sustainable manufacturing – key drivers in the circular economy. All ongoing remanufacturing activities will roll under the MEMA Aftermarket Suppliers membership group, where Chalifoux will lead operations. “Our members are leaders in the automotive and commercial vehicle supplier industry,” said Chalifoux. “I am excited to take on this dual role within MEMA as we unite aftermarket suppliers and serve all MEMA members wherever they are in their sustainability journey.” Previously at MEMA, Chalifoux was vice president of marketing and business development for MEMA’s original-equipment suppliers market segment (OESA). Before MEMA, Chalifoux was a strategy consultant for PricewaterhouseCoopers. He is an experienced marketing and sales executive, working in the automotive supplier community for Freudenberg-NOK, NTN Bearing and Valeo. He began his career with Goldman Sachs in New York. Chalifoux earned bachelor’s degrees in economics and mechanical engineering from Stony Brook University and an MBA from Michigan State University. He also is a graduate of the NADA Dealer Academy. In 2022, Northwood University recognized Chalifoux with its Automotive Aftermarket Management Education Award and he was named a Notable Leader in Sustainability by Crain’s Detroit Business. The post MEMA Names John Chalifoux Chief Sustainability Officer appeared first on Counterman Magazine. View the full article

Advance Auto Parts has unveiled a 60-second documentary-style video and campaign featuring former Marine sergeant and world-renowned climber Kirstie Ennis. Titled “The Climber,” the video chronicles Ennis’s journey from serving in the U.S. Marine Corps and the loss of her leg above the knee after her helicopter went down in Afghanistan. It also captures her recovery and focus on tackling the Seven Summits, the highest mountain in each of the seven continents. “Kirstie is one of the most inspiring figures in society today,” said Jason McDonell, Advance’s executive vice president of merchandising, marketing and eCommerce. “She has been a great partner of the Advance brand for several years, and we’ve witnessed first-hand how Kirstie defines what it means to be a diehard. There is a strong correlation between Kirstie’s relentless drive and the hallmarks of our DieHard brand – reliability, durability and specifically, power. This mini-documentary provides an authentic look at Kirstie, which we believe will be motivational to many people.” The video includes footage from Ennis’s first attempt at summiting Mount Everest in 2019. Ennis and her group came within 600 feet from Everest’s peak when her climbing party ran out of oxygen and had to retreat. She has since announced her intention to return to Everest this April. A successful summit would result in Ennis conquering each of the Seven Summits. “I enjoyed this opportunity to partner with Advance and DieHard in a unique way to share my story,” said Ennis. “Advance has been part of my journey for several years, and I admire their dedication to supporting members of the military. My hope is that this video inspires people to accomplish their goals, even when the path is full of obstacles and challenges.” The video can be seen on Advance’s YouTube page, as well as Twitter, Instagram and Facebook. Advance will also debut the video in movie theaters beginning February, appearing before several anticipated Hollywood film releases. The mini-documentary was created by TMA, a Dallas-based creative agency partner for Advance and DieHard. *Based on 2021 independent survey of nationally representative sample of 1,200+ drivers. The post Advance Launches ‘Diehards Choose DieHard’ Campaign appeared first on Counterman Magazine. View the full article

In the April 2020 issue of AMN/Counterman, Tom Dayton shared some of his favorite car movies – an eclectic list that runs the gamut from “Mad Max” to “Stroker Ace.” Now it’s my turn. To ratchet up the fun level (for me, at least), I’m expanding the list to include TV shows. “The Dukes of Hazzard” I’m not talking about the movie here. I’m talking about the show that aired on CBS from 1979 to 1985 – the show that rocked my world when I was a kid. This one was my absolute favorite until “The A-Team” came on the scene. As far as I was concerned, “The Dukes of Hazzard” had it all: simple plots, good music, loveable characters … and gratuitous car chases. Every episode was a satisfying mix of burning rubber, banjo pickin’ and fast cars flying down dirt roads in an ever-present cloud of dust. Often, those cars literally took flight – because every bridge in Hazzard County was out. Sure, there was a lot to love about this show. But the thing that kept me coming back every week was the orange 1969 Dodge Charger known as the General Lee. I couldn’t get enough of that car. I remember riding around the neighborhood on my bike, pretending I was in the General Lee, hooting and hollering every time I jumped a curb, like I was one of the Duke boys. According to IMDb, it’s estimated that between 256 and 321 General Lees were used during the filming of “The Dukes of Hazzard” TV series. “Replacing the police sedans was easy, but replacing the General Lee was much harder because Dodge stopped making the Charger,” the IMDb website explains. “It got to the point where if producers saw a Charger on the street, they would approach the owner and offer to buy it on the spot.” “Seinfeld” Season 7, Episode 20 When it comes to “Seinfeld,” there are plenty of memorable moments from the show’s magnificent 173-episode run. Recently, I rediscovered a hidden gem: “The Bottle Deposit” from Season 7. Like every episode, this one is built on a series of bad coincidences and bizarre plot twists that converge in unexpected and hilarious ways. Jerry’s opening monologue provides some foreshadowing for the upcoming episode, when he riffs on the quirks of taking your car to a repair shop. Later, we learn that Kramer and Newman borrowed Jerry’s car to go shopping at Price Club (now Costco). Why didn’t they just take Kramer’s car? “Steering wheel fell off,” Cosmo confesses. “I don’t know where it is.” When Jerry drops off Elaine after driving her to an auction – where she overpaid for a set of John F. Kennedy’s golf clubs – his Saab is clunking and clattering, and the engine is smoking. He lifts up the hood, only to discover that Kramer and Newman left their groceries in there because they ran out of space in the car. Jerry is understandably upset, and he dreads the prospect of taking the car to his obsessive mechanic, Tony – played by the inimitable Brad Garrett (best-known for his role on “Everybody Loves Raymond”). “Have you been rotating the tires?” Tony grills Jerry. “You don’t try to – you do it! Fifty-one percent of all turns are right turns, you know that?” After Tony has a chance to inspect the vehicle, he calls Jerry back to the shop for a heart-to-heart talk. “Don’t lie to me Jerry,” he says. “You know that motor oil you’re putting in there? It’s from one of those quickie-lube places, isn’t it? Jerry, motor oil is the lifeblood of a car. You put in a low-grade oil, you can damage vital engine parts. See this gasket? I have no confidence in that gasket!” Tony proposes a “major overhaul” of the engine – provided that Jerry will commit to following the recommended service intervals and keep the speed under 60 miles per hour for a while. When Jerry decides that he’d like to take the car to another shop, Tony absconds with Jerry’s beloved Saab. Afterward, a police detective who interviews Jerry tells him he sees this kind of thing all the time. “The mechanic forms an emotional attachment,” the detective explains. “He thinks he’s gonna lose the car, he panics, he does something rash.” More Ideas? I’m stopping here for two reasons. One, I’m out of room. And two, I’d like to keep this series going. If you have an automotive-themed movie or TV show (or song, Broadway play, etc.) that you’d like to add to the list, drop us a line at [email protected]. The post Automotive-Themed TV Shows and Episodes appeared first on Counterman Magazine. View the full article

Here in the Northeast, we start preparing for winter weather in the early fall. For homeowners, “winter prep” is a chore – servicing snowblowers, buttoning up the house and deck against ice and snow, and arranging for plow services to clear driveways. For others, it’s an opportunity to earn extra seasonal income. Many landscaping and construction companies, repair shop owners and some private individuals operate snowplow services during the “slow months” in their primary fields. Finally, there are snowmobile enthusiasts who actually look forward to the white stuff falling! When it comes to seasonal merchandising and sales, light-duty snowplow parts represent one of the best returns on investment of any seasonal display. Four to eight feet of gondola space is enough to show off a modest inventory of essential plow parts, lighting and fluids. If salesfloor space is at a premium, prominently advertising that you stock these specialty items can attract enough attention to start a conversation. Stocking the most popular of these items is critical for realizing maximum sales. Plow operators don’t keep “banker’s hours,” and most of their workday is spent in the dark. Early mornings and late nights mean breakdowns occur when parts stores are closed, and I’ve had many a customer waiting in the parking lot when I arrived, eager to get a hydraulic hose and fluid, a solenoid or coil, so they can get back to plowing their customers’ properties. Downtime means lost revenue, so if you stock it, you’ve sold it! Plow parts are mainstream enough for many SKUs to be stocked at the warehouse level, so replenishment or non-stock orders can be obtained same day or next day if your warehouse has invested in a stocking inventory. Many independent stores buy plow parts directly from a specialty distributor, so they place a large stock order at the beginning of the season, and special-order slower-moving parts on an as-requested basis. Return terms for these orders may vary, so selecting your stocking inventory carefully is the best way to avoid holding obsolete parts from year-to-year. Fluid, hoses and fittings, motors, solenoids and coils, lights, plow markers, trip springs, pins and shoes are some of the most commonly requested essential items. Once the roads, parking lots and driveways have been cleared, for many of our customers it’s time to hit the snowmobile trails. Here in upstate New York, snowmobiles are a regular part of our local winter economy, bringing tourist dollars to our communities. Local riders already know you as a reliable source of parts and supplies for their sleds, but out-of-towners might be caught scrambling for a last-minute drive belt, spare spark plugs or injector oil. Your reputation in the community serves you well when these riders make “pit stops,” mingling with the locals and asking for advice. The extreme temperatures that signal snow season also can be rough on the tow vehicles and trailers that bring snowmobilers to your town. Whether selling them DIY parts at your counter or recommending one of your commercial accounts to perform needed repairs, you’re capturing a part of that tourist dollar. Parts opportunities for snowmobiles are very similar to other powersport units. Spark plugs, drive belts, lighting, oil and fluids are our best-selling items in this category. Two-stroke sleds had been the industry standard since the 1950s, but four-stroke engines have become an important part of the market over the past 20 years. These engines offer increased reliability and horsepower, less maintenance and lower emissions than the two-strokes of the past. All snowmobiles can offer us spark plug and drive belt sales opportunities, but two- and four-strokes have very different needs when it comes to engine oils. Like other two-stroke equipment, snowmobiles burn a gas-oil mixture. Oils specifically designed for two-stroke snowmobiles feature low-temperature pour points, clean-burning formulas to prevent carbon deposits and fouling, and create less smoke and odor, which is a bonus for the people riding behind you. Four-stroke sleds have a traditional crankcase/sump design, and use a recirculating motor oil, which also means the opportunity for an oil-filter sale. Recommending oils (and coolant) for four-stroke snowmobiles is very much like navigating today’s automobile-fluids market. Manufacturer-specific approvals and compatibilities need to be considered, and if you don’t have the appropriate product, referring your customer to the local powersports dealer is the best thing you can do for your customer. If your market warrants the investment, including some of these specialty oils and fluids in your inventory along with other powersport and plow-related SKUs will help to make your store more profitable no matter the weather! The post Snow Season, S’No Problem appeared first on Counterman Magazine. View the full article

MEMA, The Vehicle Suppliers Association, announced establishment of the Center for Sustainability, a new and vital initiative to support its members as they navigate the increasingly complex processes and requirements of a successful sustainability program. “The Center for Sustainability is a crucial component of MEMA’s recent future-looking realignment and a direct result of the success of MERA, TheAssociation for Sustainable Manufacturing, a former MEMA division,” said Bill Long, MEMA president and CEO. “The center will serve as a valuable resource for all MEMA members.” “There is a great need for dialogue and resources to support sustainability education and the sustainability and ESG requirements facing MEMA members,” said John Chalifoux, MEMA chief sustainability officer and COO of MEMA Aftermarket Suppliers. “MERA focused on members in the remanufacturing industry, a vital component of a strong circular economy. The Center for Sustainability allows us to broaden our view of sustainability and ESG for all MEMA members, supporting OE and aftermarket parts manufacturers, remanufacturers, technology suppliers and others in the vehicle supplier community.” The mission of the new Sustainability Center is to serve MEMA members wherever they are in their sustainability journey. The center’s collaborative community will help members comply and build advantage as they assess and respond to the needs of their customers and other stakeholders. The center will work closely with MEMA DC to cover a range of commercial and policy-related issues and topics that affect all members. It will be a platform to share best practices and provide members with subject-matter experts, research, data and more. MEMA is already partnering with member companies in the sustainability space to deliver needed content and dialogue for the overall membership. In the months prior to the announcement, sustainability education and discussion sessions for members were held with BlueInc Strategies, Boston Consulting Group, Foresight Management and RSM US. Future sessions are planned and will be announced soon. These partners and others will help guide companies from corporate strategy to reporting requirements to stakeholder communications through virtual education and discussion sessions, in-person conferences, and consultations. “Our members understand the importance of a viable and strategic sustainability program to achieve long-term success, but many do not have the internal resources to do it alone,” Chalifoux said. “For members, our value proposition is ‘the go-to place to accelerate your sustainability journey.’” To learn more, contact John Chalifoux at [email protected]. The post MEMA Establishes Center for Sustainability appeared first on Counterman Magazine. View the full article

MEMA, the Vehicle Suppliers Association, has named Mike Jackson executive director of strategy and research. Jackson most recently was executive director of strategy and research for MEMA’s light-duty original equipment division. Jackson’s expanded role will support all segments of MEMA, including the OE, aftermarket, remanufacturing, commercial vehicle and government affairs. He will lead a dynamic, data-driven research team focused on bringing insights and clarity around industry and market trends. “In today’s complex transportation environment, data is fundamental. MEMA’s strategy and research team will serve as a valuable resource for timely and relevant market intelligence and strategic analysis,” Jackson said. “Our mission is to give MEMA members a competitive advantage in the industry.” Jackson has proven expertise in automotive forecasting and trends shaping the future of mobility. During his tenure, he led MEMA’s chief purchasing officers and chief financial officers councils and was responsible for executing an extensive range of strategic member conferences and industry analysis. While with IHS Markit, he led the North American vehicle production forecasting practice, and held various strategy roles at Alcoa Fujikura and Faurecia. Jackson holds a bachelor of science in management strategy from Eastern Michigan University and an MBA in international business from Wayne State University. He gained vital international experience living and working in Germany and works with community and faith-based organizations in his spare time, locally and abroad. The post MEMA Names Jackson Executive Director of Strategy and Research appeared first on Counterman Magazine. View the full article

MEMA, the Vehicle Suppliers Association, has named Megan Gardner as executive director of marketing and communications. In this new role, Gardner leads all MEMA marketing and communications functions, including strategy and execution for MEMA’s digital platforms, branding, advertising, event marketing and media relations. Prior to MEMA’s recent reorganization, marketing and communication responsibilities were siloed across MEMA’s four divisions. Gardner was most recently senior director of marketing, membership and sponsorship for MEMA’s former aftermarket division. “Megan has proven herself as a dynamic marketer and collaborative leader,” MEMA President and CEO Bill Long said. “She is very member-focused and has the experience we need to support our short- and long-term goals.” Since joining MEMA in January 2019, Gardner has created a robust aftermarket marketing program and improved member outreach. Under her leadership, MEMA’s former aftermarket division’s membership, event attendance and sponsorships significantly increased. In the last six months, Gardner worked with MEMA’s leadership team and other external partners to successfully drive MEMA’s rebrand. “It’s an exciting time at MEMA, and I’m honored to be working with such a talented and dedicated team,” said Gardner, who leads the seven-member marketing and communications team. “The team will support MEMA and its two membership groups: MEMA Original Equipment Suppliers and MEMA Aftermarket Suppliers, as well as MEMA’s Government Affairs and MEMA’s Center for Sustainability. It’s a privilege to serve MEMA in a capacity that honors both its rich history and helps to drive its bright future.” AftermarketNews named Gardner in its 2022 “Women at the Wheel” class, a tribute to women making a difference in the automotive aftermarket. That same year, she earned an Aftermarket Automotive Professional (AAP) designation in 2022 from Northwood University. Gardner holds a bachelor of arts in communications from Villanova University and a master’s degree in sports management from the University of Massachusetts, Amherst. Before MEMA, Gardner was director of client services at TurnKey Marketing and vice president of accounts for 3 Birds Marketing. The post MEMA Taps Gardner to Lead Marketing and Communications appeared first on Counterman Magazine. View the full article

MEMA, the Vehicle Suppliers Association, presented its new brand and business structure at a virtual member town hall. North America’s leading trade association for manufacturers of motor vehicle components will now operate under one umbrella organization with two groups: MEMA Aftermarket Suppliers and MEMA Original Equipment Suppliers. Over the decades, MEMA’s influence expanded as the industry evolved, establishing four divisions: the Automotive Aftermarket Suppliers Associations (AASA), Heavy Duty Manufacturers Association (HDMA), Motor Equipment Remanufacturing Association (MERA) and Original Equipment Suppliers Association (OESA). The new structure will create a stronger, more unified organization that can better serve and represent constituents by convening all members under just two groups, MEMA leaders said. “Rapid changes are impacting our industry. It was the right time to rethink our strategy to better address member needs,” said Bill Long, MEMA president and CEO. “Our member companies have more in common today than ever before. We will provide more effective programming and agility to react to industry changes by streamlining the organizational structure.” Working with Gyro Creative, a Detroit branding agency, MEMA leadership went through a months-long review of its branding and value proposition, as well as member surveys and competitive analysis. The new look and color palette is modern, progressive, and bold. “No other organization can compare with MEMA’s longevity, respect, depth of knowledge, and commitment to the vehicle supplier industry,” said Long, who added that MEMA’s mission, vision and dedication to its members and the automotive and commercial vehicle industry have not changed. “Members will appreciate this structural simplification as it makes it easier for members to access the value MEMA provides today, and we believe it will create more value long-term,” said Megan Gardner, executive director, marketing and communications. “The new brand better represents our forward movement.” As part of its rebranding and realignment, MEMA also has announced a number of new leadership changes and appointments. The new MEMA Leadership structure is as follows: Bill Long, president and CEO, MEMA Ann Wilson, senior vice president, Government Affairs Paul McCarthy, president and CEO, MEMA Aftermarket Suppliers John Chalifoux, chief sustainability officer and COO, MEMA Aftermarket Suppliers Julie Fream, president and CEO, MEMA OE Suppliers Collin Shaw, chief commercial officer and COO, MEMA OE Suppliers In addition, a number of internal promotions and appointments have been announced at MEMA, including: Megan Gardner as executive director of Marketing and Communications Liz Goad as executive director of Events Mike Jackson executive director of Strategy and Research Other developments include: The Center for Sustainability – a new platform for all members as they navigate the increasingly complex processes and requirements of a successful sustainability program. A resource for Diversity, Equity and Inclusion where staff and members can engage in meaningful dialogue and share best practices to develop safe and welcoming business environments. Greater access to member councils, programming, events and MEMA’s advocacy staff in Washington, D.C. To learn more about the new MEMA, visit Strong by Association. The post MEMA Reveals New Business Structure, Branding Strategy appeared first on Counterman Magazine. View the full article

The KBS Coatings Ultimate Frame Coater Kit provides everything needed for ultimate inside-out rust protection for auto frames, auto bodies and more. The easy-to-use DIY kit employs the KBS 3-Step System combined with KBS Cavity Coater to prepare and coat up to 50 square feet of metal, according to the company. KBS Klean, a nontoxic and biodegradable super cleaner, removes dirt, grease, grime and other contaminants. Next, water based and biodegradable RustBlast effectively dissolves rust and corrosion while etching metal for best adhesion of KBS RustSeal. RustBlast also leaves a zinc phosphate coating to stop flash rust from forming. The third step is RustSeal, a rust-inhibitive and preventative paint that’s applied by brush, roller or spray gun. RustSeal chemically bonds to metal, including rusted metal, to isolate it from moisture and oxygen. Without those present, metal can’t rust. RustSeal comes in 11 colors and flows out to provide a beautiful, smooth finish that resembles a powder coat. RustSeal provides a flexible, yet rock-hard barrier that’s extremely resistant to abrasion and impact – so it won’t crack chip, or peel, according to the company. For ultimate protection, KBS Cavity Coater Aerosol provides rust protection in hard-to-reach areas such as inside frame rails, rocker panels, doors, tailgates and more. Cavity Coater, a self-healing corrosion-inhibiting coating (CIC), provides long-term protection and wicks into welds and seams that primers and top coats can’t reach. For especially hard to-reach-areas, the KBS Cavity Wand is provided to extend the reach of aerosol Cavity Coater with a reusable 48-inch hose featuring a 360-degree spray tip. For more information, visit the KBS website or call 888-531-4527. The post Ultimate Frame Coater Kit Provides Inside-Out Rust Protection appeared first on Counterman Magazine. View the full article

Robert Bosch LLC announced that it added 212 aftermarket parts to its portfolio in 2022, covering nearly 64 million vehicles in operation across North America. The new Bosch products, which cover domestic, European and Asian passenger and commercial vehicles, include 74 braking parts; 52 fuel and water pumps; 14 ignition coils; 27 cooling fans, rotating machines, spark plugs and ESP units; 38 sensors; and seven fuel injectors. Bosch Braking Bosch released 74 high-quality braking parts for dozens of vehicle makes and models in 2022, including the increasingly important Bosch Police Pursuit brake pads, manufactured to meet the high demands of safety, reliability and stopping consistency for law enforcement. Additional brake parts released in 2022 include the new QuietCast disc brake pads and Bosch Blue disc brake pads for late-model Asian, European, domestic and heavy-duty vehicles. Bosch Cooling Fans Six cooling fans have been released in 2022, covering nearly 1.2 million vehicles. The cooling fans are built to operate at high temperatures and under high loads that are common in traffic and towing conditions. Also, they provide sufficient flow while the vehicle is idle while operating with minimal noise, according to Bosch. The cooling fans are designed for domestic vehicles that may no longer be serviced under warranty but are prime candidates for serviceability in the IAM (independent aftermarket). Bosch ESP Units Bosch released two new ADAS and Body Electronics Line ESP hydraulic units, which cover a variety of European applications for Audi vehicles. Bosch ESP hydraulic units are a direct replacement for the original units, ensuring customers get high-quality parts each time. They offer easy installation without the need for any additional modifications to the original fitment. Bosch Fuel Injectors Seven Bosch GDI fuel injectors were released this year. They’re direct replacements for many domestic, Asian and European vehicles. The Bosch GDI fuel injector is a key enabler for engine downsizing, while maintaining desired horsepower. Additionally, the injectors provide exact flow and original spray pattern for optimal performance while enhancing a homogenous and lean-burn performance, according to the company. Bosch Fuel and Water Pumps Bosch released 52 new fuel-pump parts in 2022, including the Bosch auxiliary water pump, which is equipped with a sealed pump chamber, an independent heating system and an EV- and hybrid-compatible cabin heat- control system. Additionally, Bosch released new GDI high-pressure pumps, Bosch electric fuels pumps, Bosch auxiliary water pumps and more, all to ensure a long, reliable service life. Bosch’s “Better Than OE Design,” ensures each part is tested to the same rigorous quality standards as OE fuel pumps to improve upon ease of installation and drivability of a vehicle, according to the company. Bosch Ignition Coils Bosch released 14 original-equipment ignition coils in 2022, featuring precise, corrosion-resistant connections to provide an extensive service life. The Bosch ignition coil is known for its wide coverage of Ford makes and models and is built to meet and exceed OEM specifications to improve upon the original component. Bosch Rotating Machines Bosch released 10 rotating machines in 2022 to cover nearly 1.2 million vehicles in the United States and Canada. All rotating machines are designed for fewer returns and warranty claims to maintain durability. Additionally, the rotating machines are full-load tested to guarantee compliance with strict Bosch performance specifications. The Bosch rotating machines have robust domestic and European coverage. Bosch Sensors Bosch has released 38 new oxygen sensors, designed to improve fuel economy while reducing harmful emissions. Bosch oxygen sensors are easy to install and meet or exceed OE performance specifications. Additionally, Bosch released one new crankshaft sensor, which is designed to accurately detect engine speed – the main control variable for the ignition timing – and one new MAF (mass airflow) sensor, covering late-model Volkswagen and Porsche vehicles, to ensure low levels of harmful emissions. Bosch Spark Plugs Bosch has released nine new EVO, Bosch and Bosch Copper with Nickel spark plugs in 2022, all designed to ensure a reliable ignition throughout its service life – even under extreme pressure conditions in modern engines. Through improved design and development materials, the spark plugs are engineered to reduce the chance for damage and optimize vehicle function in the most extreme conditions. For more information regarding Bosch new and innovative aftermarket automotive parts and technologies, visit www.BoschAutoParts.com. The post Bosch Added 212 Aftermarket Parts to Portfolio in 2022 appeared first on Counterman Magazine. View the full article