Counterman

AASA’s president and CEO, Paul McCarthy, recently announced multiple promotions within the association in recognition of hard work, professional development and dedication to the automotive aftermarket. Ben Brucato, a 20-year industry veteran, has been promoted to vice president of engagement. Brucato has led multiple teams, including marketing, sponsorships and membership, during his time with AASA. He is lead over the Overseas Automotive Council, Modern Industry eXpertise Council and Marketing Executives Council, and specializes in member acquisition, engagement and retention. Megan Gardner, with more than two decades of marketing and automotive-industry experience, has been promoted to senior director of sales and marketing. Gardner oversees the AASA marketing team, is lead over the OE Service Council, owns sponsorship and marketing responsibilities and supports government advocacy efforts. Elizabeth Goad, with more than 10 years of tenure with AASA, has been promoted to senior director of events and meetings. Goad executes more than 90 events annually, including conferences, webinars and council meetings, and leads AASA and MEMA‘s activities as co-owner of AAPEX, which is one of the world’s largest aftermarket gatherings. “We are honored to announce these promotions to kickoff 2022,” McCarthy said. “These three team members continuously exude qualities of strong leaders that contribute to a healthy and successful organization. Ben, Megan and Liz have worked diligently to connect members to what matters and have helped make AASA and the automotive aftermarket a better place for all of our members.” For more information on AASA, click here. The post AASA Announces Multiple Promotions appeared first on Counterman Magazine. View the full article

I get “flop sweats” when I panic. One of my worst cases was when working the front counter at a tire dealer. We had just inspected a Ford Taurus with a broken passenger-side spring and about 75,000 miles on the clock. The customer dropped off the car in the morning complaining of a knocking noise and notchy steering. I was on the phone with the customer at 9:30, getting approval on the recommended work. The estimate I wrote was for four struts, two springs and front upper strut mounts. I spent extra time finding parts, looking up labor times and calculating the out-the-door price. Then the customer asked, “Is there a less expensive option?” That’s when the flop sweats started. It got worse after he asked, “Can I get away with just replacing the fronts?” I quickly pulled out my calculator and rewrote the estimate on the fly for just the front struts, springs and upper mounts. After giving him the price, he asked if it would be half that price if he did only one side. My manager could see the sweat on my face and tapped me on the shoulder. “Tell the customer you will call him back in 10 minutes with an accurate estimate because you need to talk to the technician.” He told me that the only way the shop would do the job was to do it the right way. He explained that if we did just the front struts, it would make the vehicle unstable. Replacing only one strut would make the car unsafe and impossible to align. He said the customer would be unsatisfied if we did not do both front and rear struts. He might complain about a steering pull tomorrow, uneven tire wear in a month or that he could not control the vehicle. “If the customer does not buy something from us today, we will not go out of business. But, if they buy something unsafe, it could put us out of business.” Looking back, I was more concerned about the customer walking out of the shop without buying anything than doing the job the right way to make the vehicle functional and safe. I was looking for approval for my ego and not approval for a sound repair. All or Nothing Shocks, struts and springs do not operate independently. The condition of one corner of the suspension affects all the corners of the vehicle when driving straight or cornering. At low speeds, it might not be as noticeable, but it still happens. At higher speeds and cornering forces, the inability to control the movement of the suspension and body in one corner can change the contact patch for all the corners. During a panic situation, an unbalanced suspension with worn ride control can alter the contact patch to the point where the vehicle oversteers, understeers or can’t stop. The stability-control system measures the effectiveness of its correction in real time. How effective the correction is depends on the condition of the contact patch of the tires. What influences the health of this contact patch is the tire’s condition (construction, traction and even inflation) and the condition of the chassis components like the struts. The computer does not assign a value to the condition of the contact patch and there are no parameters (PIDs) in the programming for most systems. The corrections and the effectiveness are measured by the sensors in a high-speed feedback loop. A stability-control system will never set a malfunction light if the condition of the contact patch crosses a set threshold. But, as the condition of the chassis and tires diminishes, the corrections become less effective and more actions will be needed to bring a vehicle under control. These stability-control sensors are essentially blind to the condition of the state of the ride control and suspension. The software and sensors can’t diagnose a strut that has lost its gas charge or if a spring is weak. It just sees the results as data coming from the sensors. To the algorithms in the software, it could be a patch of ice or an over-loaded car. But, the reality is that it could be a worn out strut and a spring with a missing coil. Basically, if the suspension is not up to snuff, the correction by the system will take longer. This results in longer stopping distances or, in some cases, the vehicle ending up on its roof. For example, the most basic stability and ABS correction is a panic stop in a straight line. When the driver mashes the brake pedal, weight transfers to the front tires, loads the front suspension and causes the springs to compress. How much the springs compress is influenced directly by the condition of the shocks or struts. When the springs compress, the contact patch of the tires changes due to the weight and geometry of the suspension. The rear suspension is even more interesting. When the weight loads the front tires, the rear spring expands, which makes the contact patch of the rear tire smaller. If the shock or strut is unable to control the rebound of the spring, additional weight is transferred to the front, which nosedives even more. Applied to the front counter at your shop, it means that you should never sell just one strut, shock or spring. Also, you should be very careful selling just front or rear ride-control units. This approach might get the customer back on the road, but not in a safe vehicle. So, what did the customer do with his Taurus? After calming down and wiping the sweat from my brow, I explained why we recommended replacing all four struts. He finally understood and decided to replace all four struts and both front springs. The moral of the story: Stand by your recommendations. You’re not doing your customers any favors by recommending a less expensive part or repair. The post Don’t Back Down When Recommending Ride Control appeared first on Counterman Magazine. View the full article

AMN/Counterman and Babcox Media are thrilled to kick off the nomination process for our third-annual “Women at the Wheel” celebration! For our May 2022 cover story, Women at the Wheel, we will be profiling some of today’s top female professionals leading the charge in the automotive aftermarket. We are looking for candidates from the executive level to the counter pro to the shop owner who make a difference through innovation, business acumen or serving as a role model in the automotive aftermarket. Click here to nominate a woman in your professional community who creates that spark. We can’t wait to share your stories. The deadline to submit nominations is Friday, Feb. 4, 2022. The post Nominations Now Open For 2022 ‘Women At The Wheel’ appeared first on Counterman Magazine. View the full article

Roger McCollum, chairman and CEO of NA Williams, began his long career in the automotive aftermarket at Ken Tool Co. in Akron, Ohio, where he served in a variety of sales and management positions, eventually advancing to national sales manager. He joined NA Williams Co. in 1984 and currently serves as chairman and CEO of the manufacturer’s rep firm. This past November, the Aftermarket Warehouse Distributors Association (AWDA) presented its Outstanding Leadership Award to McCollum. Leader of the Year is bestowed upon an aftermarket professional who has contributed to the industry in a unique and significant way. In nearly 45 years of dedication to the automotive aftermarket, starting with his first job at a local parts store when he was a college student, McCollum has distinguished himself as one of the industry’s top leaders and most committed advocates. McCollum joined N.A. Williams in 1984, after several years with other aftermarket companies. Over the years, he has held management roles of increasing responsibility and served as the company’s president from 1997 to 2017. He was elected CEO in 2007 and chairman of the board in 2014, and currently serves in both positions. McCollum has directed and integrated several mergers and acquisitions which have greatly expanded, diversified and strengthened the company’s business. McCollum has a long and varied history of volunteer service in the aftermarket, including positions on the Auto Care Association Board of Directors and Government Affairs Committee. He has also been active in AWDA with a term as Rep Advisor on the Board or Governors, as well as AWDA’s Manufacturers Advisory Council. McCollum has previously served on the Auto Care Association Events Committee and Manufacturers’ Representative Council. Currently, McCollum serves as chairman of the Auto Care Association Audit Committee; Vice Chairman of its Political Action Committee (ACPAC) and is a member of the Auto Care Association Nominating Committee. Importantly, McCollum has encouraged and supported the volunteer activities of many NA Williams personnel over the years. McCollum also serves on the Automotive Aftermarket Association Southeast (AAAS) Board of Directors and the AAAS Employee Benefit Fund Board of Trustees. In addition, he serves on the Board of Trustees of the University of the Aftermarket Foundation and its Executive and Contribution Committees and chairs the foundation’s Grant Review Committee. In this “AMN Drivetime” video/podcast with host Bill Babcox, the two CEOs talk about McCollum’s drive to serve others. McCollum says he doesn’t see the volunteering he does in the industry as philanthropy. Philanthropy is something one does at church or in one’s community, he says. Giving back to this industry is something we should all be taking action on McCollum says. “I see it as a responsibility. I think all of us owe something back to the business where we earn our livelihoods,” he said. Reflecting back on the host of well-known, influential mentors McCollum has learned from over the years, McCollum said he has been fortunate to work around some really brilliant people who took the time share their knowledge with him, especially as a young professional starting out. “The thing that helped me the most in those early years was, I learned how to be humble, and in my case, I had a lot to be humble about. My most successful sales technique was to just be a young kid who doesn’t know anything, who is looking for a break, and, I found that older people like to help young people. It’s just a natural part of life.” Babcox and McCollum went on to talk about a number of other compelling topics, including the continued value of brand reputation and the fragility of brands. “I think brands are as important today as they have ever been,” said McCollum. “You have to make sure that the image that you’re upholding speaks to what the expectations are of the customers. When that deteriorates it’s tough to get it back.” Watch the episode Listen to the podcast The post NA Williams CEO Roger McCollum On ‘AMN Drivetime’ (VIDEO) appeared first on Counterman Magazine. View the full article

Roger McCollum, chairman and CEO of NA Williams, began his long career in the automotive aftermarket at Ken Tool Co. in Akron, Ohio, where he served in a variety of sales and management positions, eventually advancing to national sales manager. He joined NA Williams Co. in 1984 and currently serves as chairman and CEO of the manufacturer’s rep firm. This past November, the Aftermarket Warehouse Distributors Association (AWDA) presented its Outstanding Leadership Award to McCollum. Leader of the Year is bestowed upon an aftermarket professional who has contributed to the industry in a unique and significant way. In nearly 45 years of dedication to the automotive aftermarket, starting with his first job at a local parts store when he was a college student, McCollum has distinguished himself as one of the industry’s top leaders and most committed advocates. McCollum joined N.A. Williams in 1984, after several years with other aftermarket companies. Over the years, he has held management roles of increasing responsibility and served as the company’s president from 1997 to 2017. He was elected CEO in 2007 and chairman of the board in 2014, and currently serves in both positions. McCollum has directed and integrated several mergers and acquisitions which have greatly expanded, diversified and strengthened the company’s business. McCollum has a long and varied history of volunteer service in the aftermarket, including positions on the Auto Care Association Board of Directors and Government Affairs Committee. He has also been active in AWDA with a term as Rep Advisor on the Board or Governors, as well as AWDA’s Manufacturers Advisory Council. McCollum has previously served on the Auto Care Association Events Committee and Manufacturers’ Representative Council. Currently, McCollum serves as chairman of the Auto Care Association Audit Committee; Vice Chairman of its Political Action Committee (ACPAC) and is a member of the Auto Care Association Nominating Committee. Importantly, McCollum has encouraged and supported the volunteer activities of many NA Williams personnel over the years. McCollum also serves on the Automotive Aftermarket Association Southeast (AAAS) Board of Directors and the AAAS Employee Benefit Fund Board of Trustees. In addition, he serves on the Board of Trustees of the University of the Aftermarket Foundation and its Executive and Contribution Committees and chairs the foundation’s Grant Review Committee. In this “AMN Drivetime” video/podcast with host Bill Babcox, the two CEOs talk about McCollum’s drive to serve others. McCollum says he doesn’t see the volunteering he does in the industry as philanthropy. Philanthropy is something one does at church or in one’s community, he says. Giving back to this industry is something we should all be taking action on McCollum says. “I see it as a responsibility. I think all of us owe something back to the business where we earn our livelihoods,” he said. Reflecting back on the host of well-known, influential mentors McCollum has learned from over the years, McCollum said he has been fortunate to work around some really brilliant people who took the time share their knowledge with him, especially as a young professional starting out. “The thing that helped me the most in those early years was, I learned how to be humble, and in my case, I had a lot to be humble about. My most successful sales technique was to just be a young kid who doesn’t know anything, who is looking for a break, and, I found that older people like to help young people. It’s just a natural part of life.” Babcox and McCollum went on to talk about a number of other compelling topics, including the continued value of brand reputation and the fragility of brands. “I think brands are as important today as they have ever been,” said McCollum. “You have to make sure that the image that you’re upholding speaks to what the expectations are of the customers. When that deteriorates it’s tough to get it back.” Watch the episode Listen to the podcast The post NA Williams CEO Roger McCollum On ‘AMN Drivetime’ (VIDEO) appeared first on Counterman Magazine. View the full article

Roger McCollum, chairman and CEO of NA Williams, began his long career in the automotive aftermarket at Ken Tool Co. in Akron, Ohio, where he served in a variety of sales and management positions, eventually advancing to national sales manager. He joined NA Williams Co. in 1984 and currently serves as chairman and CEO of the manufacturer’s rep firm. This past November, the Aftermarket Warehouse Distributors Association (AWDA) presented its Outstanding Leadership Award to McCollum. Leader of the Year is bestowed upon an aftermarket professional who has contributed to the industry in a unique and significant way. In nearly 45 years of dedication to the automotive aftermarket, starting with his first job at a local parts store when he was a college student, McCollum has distinguished himself as one of the industry’s top leaders and most committed advocates. McCollum joined N.A. Williams in 1984, after several years with other aftermarket companies. Over the years, he has held management roles of increasing responsibility and served as the company’s president from 1997 to 2017. He was elected CEO in 2007 and chairman of the board in 2014, and currently serves in both positions. McCollum has directed and integrated several mergers and acquisitions which have greatly expanded, diversified and strengthened the company’s business. McCollum has a long and varied history of volunteer service in the aftermarket, including positions on the Auto Care Association Board of Directors and Government Affairs Committee. He has also been active in AWDA with a term as Rep Advisor on the Board or Governors, as well as AWDA’s Manufacturers Advisory Council. McCollum has previously served on the Auto Care Association Events Committee and Manufacturers’ Representative Council. Currently, McCollum serves as chairman of the Auto Care Association Audit Committee; Vice Chairman of its Political Action Committee (ACPAC) and is a member of the Auto Care Association Nominating Committee. Importantly, McCollum has encouraged and supported the volunteer activities of many NA Williams personnel over the years. McCollum also serves on the Automotive Aftermarket Association Southeast (AAAS) Board of Directors and the AAAS Employee Benefit Fund Board of Trustees. In addition, he serves on the Board of Trustees of the University of the Aftermarket Foundation and its Executive and Contribution Committees and chairs the foundation’s Grant Review Committee. In this “AMN Drivetime” video/podcast with host Bill Babcox, the two CEOs talk about McCollum’s drive to serve others. McCollum says he doesn’t see the volunteering he does in the industry as philanthropy. Philanthropy is something one does at church or in one’s community, he says. Giving back to this industry is something we should all be taking action on McCollum says. “I see it as a responsibility. I think all of us owe something back to the business where we earn our livelihoods,” he said. Reflecting back on the host of well-known, influential mentors McCollum has learned from over the years, McCollum said he has been fortunate to work around some really brilliant people who took the time share their knowledge with him, especially as a young professional starting out. “The thing that helped me the most in those early years was, I learned how to be humble, and in my case, I had a lot to be humble about. My most successful sales technique was to just be a young kid who doesn’t know anything, who is looking for a break, and, I found that older people like to help young people. It’s just a natural part of life.” Babcox and McCollum went on to talk about a number of other compelling topics, including the continued value of brand reputation and the fragility of brands. “I think brands are as important today as they have ever been,” said McCollum. “You have to make sure that the image that you’re upholding speaks to what the expectations are of the customers. When that deteriorates it’s tough to get it back.” Watch the episode Listen to the podcast The post NA Williams CEO Roger McCollum On ‘AMN Drivetime’ (VIDEO) appeared first on Counterman Magazine. View the full article

Roger McCollum, chairman and CEO of NA Williams, began his long career in the automotive aftermarket at Ken Tool Co. in Akron, Ohio, where he served in a variety of sales and management positions, eventually advancing to national sales manager. He joined NA Williams Co. in 1984 and currently serves as chairman and CEO of the manufacturer’s rep firm. This past November, the Aftermarket Warehouse Distributors Association (AWDA) presented its Outstanding Leadership Award to McCollum. Leader of the Year is bestowed upon an aftermarket professional who has contributed to the industry in a unique and significant way. In nearly 45 years of dedication to the automotive aftermarket, starting with his first job at a local parts store when he was a college student, McCollum has distinguished himself as one of the industry’s top leaders and most committed advocates. McCollum joined N.A. Williams in 1984, after several years with other aftermarket companies. Over the years, he has held management roles of increasing responsibility and served as the company’s president from 1997 to 2017. He was elected CEO in 2007 and chairman of the board in 2014, and currently serves in both positions. McCollum has directed and integrated several mergers and acquisitions which have greatly expanded, diversified and strengthened the company’s business. McCollum has a long and varied history of volunteer service in the aftermarket, including positions on the Auto Care Association Board of Directors and Government Affairs Committee. He has also been active in AWDA with a term as Rep Advisor on the Board or Governors, as well as AWDA’s Manufacturers Advisory Council. McCollum has previously served on the Auto Care Association Events Committee and Manufacturers’ Representative Council. Currently, McCollum serves as chairman of the Auto Care Association Audit Committee; Vice Chairman of its Political Action Committee (ACPAC) and is a member of the Auto Care Association Nominating Committee. Importantly, McCollum has encouraged and supported the volunteer activities of many NA Williams personnel over the years. McCollum also serves on the Automotive Aftermarket Association Southeast (AAAS) Board of Directors and the AAAS Employee Benefit Fund Board of Trustees. In addition, he serves on the Board of Trustees of the University of the Aftermarket Foundation and its Executive and Contribution Committees and chairs the foundation’s Grant Review Committee. In this “AMN Drivetime” video/podcast with host Bill Babcox, the two CEOs talk about McCollum’s drive to serve others. McCollum says he doesn’t see the volunteering he does in the industry as philanthropy. Philanthropy is something one does at church or in one’s community, he says. Giving back to this industry is something we should all be taking action on McCollum says. “I see it as a responsibility. I think all of us owe something back to the business where we earn our livelihoods,” he said. Reflecting back on the host of well-known, influential mentors McCollum has learned from over the years, McCollum said he has been fortunate to work around some really brilliant people who took the time share their knowledge with him, especially as a young professional starting out. “The thing that helped me the most in those early years was, I learned how to be humble, and in my case, I had a lot to be humble about. My most successful sales technique was to just be a young kid who doesn’t know anything, who is looking for a break, and, I found that older people like to help young people. It’s just a natural part of life.” Babcox and McCollum went on to talk about a number of other compelling topics, including the continued value of brand reputation and the fragility of brands. “I think brands are as important today as they have ever been,” said McCollum. “You have to make sure that the image that you’re upholding speaks to what the expectations are of the customers. When that deteriorates it’s tough to get it back.” Watch the episode Listen to the podcast The post NA Williams CEO Roger McCollum On ‘AMN Drivetime’ (VIDEO) appeared first on Counterman Magazine. View the full article

KYB is making it easier for professional technicians to earn rewards for purchasing and installing KYB shocks and struts. The updated KYB Excel-Gold Rewards Program offers professional technicians the ability to earn unlimited rewards throughout 2022. Each user will receive a KYB Excel-Gold Prepaid Mastercard and have access to a dedicated dashboard that will show real-time updates on their claims, payout dates and amounts. Professional technicians who have received a KYB Excel-Gold Prepaid Mastercard from previous KYB promotions are already registered and can continue earning by uploading qualified invoices. For a limited time only, new registrants will receive a $10 sign-on bonus when they join the KYB Excel-Gold Rewards program. Throughout 2022 Professionals will earn funds for purchasing and installing featured KYB products. During the first quarter of 2022 KYB will reward technicians with $5 for every KYB Excel-G Strut and Strut-Plus Assembly installed. Products featured by KYB and the rewards schedule will be updated quarterly. The reloadable KYB Excel-Gold Prepaid Mastercard will be used for all future KYB service-provider promotions. Professional technicians and service writers can learn more about KYB Excel-Gold and begin earning rewards at www.kyb.com/earn. The post Service Providers Can Earn All Year Long With KYB Excel-Gold appeared first on Counterman Magazine. View the full article

The National Institute for Automotive Service Excellence (ASE) has kicked off a yearlong celebration of its growth and many milestones achieved since its founding in 1972 by industry leaders who sought to recognize competent professional technicians and the repair facilities where they are employed. For half a century, ASE has worked to improve the quality of vehicle repair and service by testing and certifying automotive professionals, becoming the renowned independent nonprofit organization striving to uphold and promote high standards of vehicle service and repair. From its initial offering of four automobile tests in 1972, ASE today offers 57 tests and certifications from automobile and medium-heavy truck to transit and school bus, collision repair, parts, military and others. More than a quarter of a million individuals currently hold ASE certifications in these areas of the transportation industry. ASE recently unveiled a special logo in recognition of its 50th anniversary and encourages industry organizations to feature the commemorative logo as a way to show their support of ASE. Throughout the year, ASE will share historical information, conduct special programs and showcase ASE-certified service professionals and the essential work they perform to keep America’s vehicles safe and on the road. The post ASE Kicks Off 50th-Anniversary Celebration appeared first on Counterman Magazine. View the full article

By Hannah Nokes and Maggie Z. Miller From a business perspective, the turbulent year of 2021 will be remembered for “The Great Resignation,” when record numbers of employees left their jobs. But when it comes to the worldwide problem of talent shortages across many industries, perhaps employers haven’t seen anything yet. New Year’s resolutions of retaining top employees or finding the right talents when recruiting may be even more difficult to achieve. In a survey conducted in the fall of 2021 by LumApps in collaboration with CMSWire, 71% of U.S. participants said the pandemic made them rethink what they want out of their career, and 63% have considered a new career in the past year. All that data fuels concerns among many employers that the talent shortage will continue to be a major problem in 2022. Everest Group’s 2022 Key Issues Study shows companies’ No. 1 constraint now is “finding enough talent to run the business.” The talent crunch, along with the trend for many companies to move from 100% remote work to a hybrid model or back to a fully in-person model, is causing business leaders to reconsider what keeps their teams happy and productive. Many are asking: How can we keep employees invested in and passionate about our brand in this new hybrid environment? One key to keeping the best employees on board may lie in how well companies give them the opportunity to put their own skills and interests into action toward making a difference in the world. In the LumApps/CMS poll regarding “The Great Reflection” among workers, among the reasons cited are heightened demands for flexibility and inclusivity in the workplace, more career growth and companies that walk the talk about corporate social responsibility. Indeed, employees’ special gifts and passions for social issue involvement contribute toward helping their company’s overall impact efforts and also to employees’ fulfillment. In the LumApps/CMS poll, 76% of respondents said they’re looking for corporate social responsibility and 73% want to choose employers with a reputation for supporting diversity, equity and inclusion. Just as businesses have unique abilities and resources to solve problems for their communities, their employees have their own set of talents that can add a rich dimension to the company’s social-impact profile. Unleashing those talents can be as simple and informal as assigning appropriate roles to your employees for a volunteer project. If there’s a photographer on the team, for example, have them take photos at the event. Have a group that loves to haul things in their pickup trucks? Put them in charge of collecting the cans from your office locations for your food drive. Over time, of course, you can become more intentional and strategic about how you use your employees’ skills. We conduct an employee survey or focus group with our client teams to identify employee interests such as public speaking, strategic planning, committee leadership, budget planning and more. Effectively leveraging these skills and interests helps extend our client’s impact footprint in the community, even with limited formal staff resources. Employees, especially the younger workforce, are looking for a deeper meaning in their work and to feel as though they are contributing to something impactful. Millennials are especially vigilant about researching and weighing the values and cultures of companies they want to work for. Gen Z is following suit, looking for authentic commitments from their employer to take action to solve the world’s problems. This is worth the effort: Recent statistics on corporate social responsibility show that 95% of employees believe businesses should benefit all stakeholders, including the communities in which they operate, and 70% say they wouldn’t work for a company without a strong purpose. Employers are understanding that social impact is a critical component to an effective business strategy. In today’s connected and interdependent world, employees increasingly demand that businesses and their suppliers take part in creating solutions to the world’s most pressing problems. It’s time to fire up those special talents and passions to build engagement and loyalty. About the Authors Maggie Z. Miller and Hannah Nokes are ForbesBooks co-authors of “Magnify Your Impact: Powering Profit with Purpose” (www.magnify-impact.com). They also are co-founders of Magnify Impact, a company that helps business leaders create effective social-impact strategies. Miller has developed social-impact solutions with hundreds of company leaders globally. Previously, she founded an international nonprofit organization to provide microcredit loans for thousands of women in Peru. Nokes has led corporate social responsibility for global corporations and founded an impact collaborative of companies in Austin, Texas. The post How To Sidestep ‘The Great Resignation’ appeared first on Counterman Magazine. View the full article

Vehicle recalls are critical to the safety of our customers, our families and our delivery drivers each time they get behind the wheel. When the National Highway Traffic Safety Administration (NHTSA) or a vehicle manufacturer determines that a safety risk is present in a vehicle, a recall is issued, alerting vehicle owners to the potential danger. From there, it’s up to the manufacturer to come up with a solution to the problem, and to make that solution available to vehicle owners free of charge. Recalls cover a wide range of faults, and some are more obvious than others. One of the most well-known and wide-reaching modern safety recalls is the current Takata airbag recall, affecting more than 67 million vehicles in North America. Defective airbag inflators in Takata-equipped vehicles can cause injury or death when they explode during deployment. Other recalls have become the stuff of legend, like the Ford Pinto’s “exploding” gas tank in the 1970s, or the Toyota Camry and Mazda 6 models that were infested with spiders in the 2010s … yes, SPIDERS! Whatever the cause, once a safety issue is identified, it’s quickly made public to the consumer. Even if the manufacturer doesn’t have a remedy yet, registered owners are notified that a problem potentially exists in their vehicle. This interim notice gives the consumer a prompt heads-up that a problem has been identified, explains the nature of the recall, and reassures them that they will be notified when a solution is available. In the meantime, manufacturers may issue warnings not to operate the vehicle, or to carry passengers, if the defect is severe. Some manufacturers involved in the Takata recall have issued warnings to their customers advising them not to drive the vehicle until recalls have been completed. Recalls can affect a vehicle at any time in its lifecycle, but for new vehicles, recalls must be completed before the initial retail sale. For vehicles with critical recalls, the manufacturer also may issue a “STOP SALE” directive, in which affected vehicles on dealership lots are not sold until the recall repair is performed. There is no federal law governing the sale of “open recall” USED cars, but most states have statutes against car dealers offering these vehicles for sale. Private sales are not restricted. Manufacturers work closely with NHTSA and state motor vehicle departments to identify and contact owners of affected vehicles. In New York, our annual safety and emissions inspection certificate includes a notification of any open recalls found for the VIN being inspected. The open recalls don’t affect the outcome of the inspection, but it’s a convenient way of notifying owners of their safety status. When a recall remedy is available, the consumer can arrange with their local dealership to have the repair performed free of charge. In some instances, if a consumer has previously paid to have a repair performed, and that condition later becomes a recall, the manufacturer may reimburse the cost of the prior repair. Sounds like yet another good reason for our customers to hold on to their receipts! While vehicle recalls don’t really affect the aftermarket, product recalls of consumer goods are a common occurrence. Tires, fire extinguishers and child safety seats are all categories that have been subject to recalls in recent years. Aftermarket manufacturers also may determine that a batch of their product does not meet their minimum standards, or a design or manufacturing defect poses a possible safety risk. In these cases, the manufacturer will issue a bulletin “recalling” certain part numbers or production runs of their product. Additionally, some aftermarket parts like tires and wheels, brake hoses, mirrors and lighting are required to conform to Federal Motor Vehicle Safety Standards, as issued by NHTSA. When these products are identified, the affected merchandise usually is returned for credit to your DC, and then sent back to the manufacturer for analysis and/or disposal. Recalls sometimes can be difficult for the general public to understand. We all give our fair share of advice over the counter, but we are NOT lawyers, and this article does not constitute legal advice. If your customers want more information about a vehicle recall, or to check the recall status of their vehicle, they can access the manufacturer’s website, or reach out to NHTSA at Safercar.gov with their VIN. NHTSA also has Safercar mobile apps available for iPhone and Android users. The post Recalls Are A Fact Of Life In The Auto Industry appeared first on Counterman Magazine. View the full article

The Meineke Dealers Purchasing Cooperative Inc. (MDPCI) has announced Advance Auto Parts as the winner of the 2021 Vendor of the Year Award. Advance has been a member of the Meineke Dealers Association (MDA) and the MDPCI Co-op for many years. Over the past few, Advance’s program has grown at “unprecedented rates,” according to the MDA and MDPCI. Vendor of the Year is selected based on survey results from the Meineke dealer group and is awarded based on criteria ranging from the cost and quality of parts and services to the overall ease working with the vendor. One of the key measurements is overall satisfaction with the vendor and their program. “The growth of our program with Advance has been tremendous over the past year,” said Ron Soto, executive director of the MDA and MDPCI said. “It is a testament to the true partnership they have provided our dealers and the delivery of the commitment they made to the MDPCI to help increase profitability of the Meineke Service Centers nationwide. Advance has developed an exceptional program working with the MDPCI as partners, and helped Meineke dealers across the country. We look forward to continued growth in 2022 and beyond.” “On behalf of the entire Advance Professional team (Advance, Carquest, Autopart International and WorldPac) that supports Meineke Dealers every single day, I’d like to express how honored we are to be named Vendor of the Year for Meineke Dealers throughout the U.S. and Canada in 2021,” said Pete Masini, director of strategic accounts at Advance. “Moments like this do not typically happen by accident, and it takes an effort on both sides to build partnerships like the ones we have with our Meineke partners. “Our relationship has been a journey to reach this point, and every day, more and more Meineke dealers are giving Advance Professional the opportunity to earn their business. Thank you for your support. Our promise is to continue our passion for providing you with industry-leading service that you can rely on, quality parts, solutions to support your business growth, and a partnership to last for many years to come.” The post Meineke Dealers Select Advance As 2021 Vendor Of The Year appeared first on Counterman Magazine. View the full article

BBB Industries has launched the first in a series of Remy brand-awareness videos. “These videos align with BBB’s commitment to helping its customers by promoting the Remy brand,” said Matt Heater, director of product and marketing management. “Video marketing continues to be a valuable tool for our company to leverage and boost brand awareness. In addition, these videos reinforce the position of Remy as the trusted brand of automotive professionals.” The first video features a football coach giving an inspirational locker-room speech. “Alright. So you got a little beat up out there,” the coach says. “They’re saying you’re washed up. They’re saying you’re past your prime. Are you really going to let them think that about you? You’re tougher than that. You’ve still got a lot of fight left in you.” About halfway into the video, the camera reveals that the coach is addressing Remy remanufactured starters and alternators. To watch the video, click here. The post BBB Industries Launches Remy Brand-Awareness Video appeared first on Counterman Magazine. View the full article

Hahn Automotive Warehouse announced the closing of its acquisition of Carparts Distribution Center. Stan Lewis, president of Carparts, will continue with the company as general manager for the New England store group. Carparts has its main warehouse in Plaistow, New Hampshire, along with 20 jobber/retailer stores in New Hampshire, Massachusetts and Maine. “We are excited to be expanding our footprint in the New England area with a family-owned business with similar values and business practices as Hahn,” said Daniel Chessin, co-president and CEO of Rochester, New York-based Hahn. Hahn and Carparts are members of the Aftermarket Auto Parts Alliance. “With the acquisition of Carparts, we are able to strengthen the Auto Value brand and expand our product offering to ensure that our customers are supplied with the parts they need,” said Eli Futerman, co-president and CEO of Hahn. Lewis added: “We are extremely pleased to be joining Hahn as this combination provides significant opportunities for growth for our customers throughout the New England area.” The post Hahn Automotive Acquires Carparts Distribution Center appeared first on Counterman Magazine. View the full article

Lucas Oil Products has introduced a new essential roadside-safety product just in time for the winter travel season. The Lucas tire inflator is an easy-to-use, non-flammable tire inflator and sealer for use in all passenger vehicles to quickly seal punctures and re-inflate a damaged tire. “As someone who has had their fair share of flat tires in the past, this is one of my favorite new products,” said Shane Burns, sales vice president, Lucas Oil Products. “Our new tire inflator is a necessity when it comes to quickly and easily addressing a common auto emergency and has the potential to be a true lifesaver. This serves as another great example of our commitment to developing a robust line up of problem-solving products for vehicle care and roadside safety.” Key benefits: Seals and inflates flat tires for a temporary emergency repairSafe and easy to useNo tools requiredWorks fastTire-sensor safeNon-flammableVOC-compliant in all 50 states The Lucas tire inflator, available at select retail stores, features an easy-to-use hose applicator that is perfect for emergency roadside fixes without using any tools, according to the company. The post Lucas Introduces New Tire Inflator appeared first on Counterman Magazine. View the full article

Recently, AMN/Counterman Editor Amy Antenora caught up with Jacki Lutz of Sensata Technologies, who serves as chair of the Young Auto Care Network Group (YANG). YANG has really gained a lot of traction in the past few years. Bring us up to speed on the numbers and growth of the group. JL: Number-wise, YANG continues to grow year-after-year despite the obvious “aging” out process. We, of course, lose members as they turn 40 each year but continue to gain more newcomers to make up for those. Currently, we are close to 1,750 members, up almost 100 members from just last year. As members age out, we really try and keep them engaged by becoming “mentors.” We use our mentors for speaking opportunities and to engage in various professional development efforts of our membership. We are nearing 100 active mentors and we are continuing to define and grow that program. Even more importantly, when we talk about the “growth” of YANG, we should consider how the group continues to adapt and grow with the times. All of our initiatives and goals this year are set to make us a more inclusive and engaging organization. Everyone was thrilled to be back to an in-person AAPEX and I know YANG hosted not only a meet-up at the show but also a fundraiser for AACF. How did these two events fare for YANG? JL: I am so proud of the fundraiser for AACF. The council was brand-new at the time and really hit the ground running by hosting meetups across six states all at once. This was the first time we did anything like this and there was a lot of planning that went on behind the scenes. The result was $15,000 raised for AACF ($5,000 more than our goal) and our first in-person event since the pandemic hit. Ultimately, lots of spirits were lifted along with lots of money raised! The AAPEX Meet-Up was a huge success. Along with the rest of the industry, we weren’t exactly sure what the in-person turn out would be. Our membership really showed up though and we ended up with more registrations than we have had in our previous years. Some of that was because of the gorgeous outdoor location but I think it is largely representative of our membership wanting to get back at it and network. What’s on the agenda for YANG in 2022? JL: There is so much on the horizon for this year. In addition to getting in-person meet-ups back on the calendar, our leadership conference back to in-person for the first time in two years and our continuous efforts to give back to our industry, we have added some new initiatives to help grow engagement with our community. Starting in February, we are offering a new monthly Young Professional Series, where we will be utilizing our mentors and industry leaders to help educate our members on various hot industry topics. These are 1 hour long, “lunch n’ learn” type sessions, with about 30 minutes of presentation and 30 minutes of small group discussion and networking. Our hope for these is that by doing more consistent and bite-size content, we will maximize participation and retention and hopefully help our community engagement feel more continuous. We plan to announce our newly defined mentorship program at our leadership conference this year. We are currently polling our members and mentors to understand what they want to see in this program. It won’t be anything overly defined, but our goal is to give some clarity around what the expectations are for both members and mentors if they decide to move forward in a mentor/ mentee relationship. Lastly, we are actively looking for ways to get more of our membership involved on a regular basis with running our initiatives. We want to open up more spots on sub-committees and take advantage of more brain power on these initiatives. On a more personal level, you have been involved with YANG for a number of years now and are a very vocal supporter. Tell us about some of the benefits you have gained as a young aftermarket professional involved in YANG. JL: It is no secret that a strong network is what will carry you in this industry. It is all about the relationships you make and what you give back. YANG has given me an incredible network to fall back on when I need support and has given me growth opportunities to support others as well. It is also all about the opportunities provided by YANG to give back to the industry too. That is what keeps me passionate. The more you do, the more you care. The more you care, the more you do. How can prospective members find out more information and get involved? JL: The best place to go is YANG’s webpage on www.autocare.org. You can find upcoming events, any new monthly content, as well as information on sponsorship, membership and mentorship. I would also encourage any readers to follow us on social media (Facebook and LinkedIn) as we post all of our new content and upcoming activities there! The post Q&A With YANG Chair Jacki Lutz appeared first on Counterman Magazine. View the full article

Steve Bernasek, diesel technologies instructor and team lead for automotive programs at the East Valley Institute of Technology (EVIT) in Mesa, Arizona, has been named the 2021 Byrl Shoemaker Instructor of the Year by the ASE Education Foundation. Bernasek received his award during the recent ASE Board of Governors meeting in Scottsdale, Arizona. An ASE-certified technician for the past 22 years, Bernasek has taught at EVIT since 2016. He serves as the team lead of the diesel, automotive technologies and collision repair programs. EVIT offers over 40 career training programs for high school students and adults, and EVIT’s automotive programs have had a history of success as retired EVIT teacher Randy Baker also was named the Byrl Shoemaker award winner in 2015. This prestigious award is named after Byrl Shoemaker, the past executive director of vocational education in Ohio. Shoemaker is considered the father of the National Automotive Technicians Education Foundation (NATEF) and the national ASE accreditation system that automotive education programs use today. “Everyone at ASE would like to congratulate Steve Bernasek for earning one of the industry’s most esteemed honors,” said Mike Coley, ASE Education Foundation president. “Great instructors are the axle upon which all automotive education turns, and therefore, we are very pleased to recognize Steve as an outstanding example of excellence in automotive instruction.” The post ASE Education Foundation Presents Bryl Shoemaker Award appeared first on Counterman Magazine. View the full article

Forty-eight automotive professionals were recognized at the Fall Board of Governors meeting of the National Institute for Automotive Service Excellence (ASE), held at the Scottsdale Resort and Spa in Scottsdale, Arizona. The annual awards banquet spotlights top scorers on the ASE certification tests. Forty-one companies from both OEM and aftermarket segments sponsored individual technician recognition awards in the Auto, Truck, Collision, Bus, Parts and Service categories, along with awards for instructors. In addition to top scores on the ASE tests, award sponsors look for on-the-job excellence and community service when selecting honorees. “ASE has recognized the best of the best in our industry for more than 40 years, and this year we honored 48 outstanding individuals from across the nation,” said Tim Zilke, ASE president and CEO. “We couldn’t do this without the support of our award sponsors, who include some of the best-known names in the industry. Their commitment to excellence is reflected in the talented individuals receiving these awards. The enthusiasm and professionalism displayed by our award winners testifies to the high-quality of ASE-certified technicians and specialists. We are proud to have them as part of the ASE family.” The National Institute for Automotive Service Excellence was established in 1972 as a nonprofit organization to help improve the quality of automotive service and repair through the voluntary testing and certification of automotive technicians and parts specialists. Today, there are approximately a quarter of a million ASE-certified professionals at work in dealerships, independent shops, collision repair shops, auto parts stores, fleets, schools and colleges throughout the country. For more information about ASE, visit www.ase.com. The post 48 Technicians Honored At ASE Annual Meeting appeared first on Counterman Magazine. View the full article

Lumileds recently introduced the new Philips GoPure GP5212, a powerful, compact and innovative car air purifier that can quickly remove up to 100 different types of pollutants and neutralize unpleasant odors in a vehicle. GoPure GP5212 uses a special three-layer filter technology to quickly deliver clean, fresh air in minutes, according to the company, and its extremely compact and portable design makes it easy to use anywhere in the vehicle. Unlike other filters that simply remove odors, the Philips SelectFilter Plus technology quickly and effectively filters out small particles, viruses, bacteria, pollen and toxic gases, according to the company. The first stage is a pre-filter designed to capture large particles such as pet hair, dust and airborne dirt. The second layer features a HESA (high-efficiency sorbent agent) filter that scrubs out toxic gases and harmful chemicals and uses a powerful absorption and oxidation process to remove smoke, odors and gases. The final layer employs a HEPA (high-efficiency particulate air) filter that remove over 99% of airborne bacteria and virus in a laboratory. It also captures ultra-fine particles, as small as 0.015 microns, that can get deep into the lungs that may cause health issues. The Philips GoPure GP5212’s exceptional clean-air delivery rate (CADR) of 16 m3/hour for particulate matter down to 2.5 microns (PM2.5) makes it an ideal solution for protecting drivers and passengers from harmful particles in the vehicle cabin, according to Lumileds. GoPure GP5212 can filter 50% of interior air in a standard sedan or SUV in just 10 minutes. GoPure GP5212’s advanced filter technology decontaminates the vehicle’s interior environment by removing harmful NO2/SO2 fumes and toxic gases from road traffic brought into the vehicle by cabin fans and ventilation. By treating nitrogen dioxide (NO2) at a CADR of 13 m3 per hour and sulphur dioxide (SO2) at 7.9 m3 per hour, the GoPure GP5212 reduces the exposure to dangerous levels of air pollution that can be much higher inside the car than outside. “The new Phillips GoPure GP5212 car air purifier comes into our automotive marketplace at a very opportune time,” noted Aubry Baugh, product marketing manager. “In light of current pandemic conditions, air pollution and overall air quality, as well as a greater awareness of healthy living and well-being, most motorists and their passengers are keenly aware of the need for fresh, clean air in their vehicles. Our advanced GoPure GP5212 helps deliver that healthy air, so our customers can drive comfortably and breathe easier.” The Philips GoPure GP5212 is designed to operate automatically, so the driver can focus on operating the vehicle. When plugged into the vehicle’s auxiliary power outlet, the unit turns on and off with the vehicle’s ignition. The GoPure GP5212 two-speed fan can be easily adjusted by the power button. An indicator light signals the need for a filter replacement. The GoPure GP5212 has a compact and lightweight footprint of only 7 inches by 7 inches by 2.7 inches, and 1.7 pounds. This allows for easy and convenient installation anywhere in the vehicle. GoPure GP5212 comes complete with a hook fastener, armrest and headrest attachment belt, and a 12-foot 12-volt power cable. The post Lumileds Introduces GoPure GP5212 Automotive Air Purifier appeared first on Counterman Magazine. View the full article

3D Beta, a Beta Utensili Spa Group company, recently announced the immediate availability of the C50S three-drawer service tool cart manufactured in Italy. Developed from customer feedback, the cart reveals Beta Tools’ commitment to deliver the latest product, the company noted. “Our new C50S tool cart is adaptable for many industrial and automotive applications,” said Randy Booth, general manager at Beta Tools USA. “It is brilliantly designed with an assortment of optional features.” Unique features and benefits include: Thermoplastic worktop handles the demands around the shop.Three drawers (23¼” x 143/8” x 2¾”) on ball bearing slides for easy opening and closing.Drawer capacity of 33 pounds is evenly distributed.Unit is key-locking to secure tools.Side-mounted nine-piece screwdriver holder and two built-in bottle holdersLarge lower shelf protected by a PVC, oil-resistant rubber mat.Static load capacity of 880 poundsOptional items include a folding side shelf, 5000MS a paper roll holder, 2400S-R/PC and a rear-mounted pegboard tool panel. All three C50S colors – orange, grey and red – are in stock and ready to ship throughout the United States. For more information: call 717-449-5044 or visit the 3D Beta website. The post Beta Tools USA Introduces 3-Drawer Tool Cart appeared first on Counterman Magazine. View the full article

Have you ever seen one of those movies where all of the main characters are the same actor or actress? In some cases, the makeup and acting is done so well, you don’t even know it’s the same person. They have a lot of roles, and you don’t even know what they all are! If you could liken this to an automotive application, it would be tensioners and pulleys. They play a lot of roles, and we often don’t know – or sometimes just don’t think about – what they are. We take them for granted. We’ll start with pulleys, since they’re just about as old as any other automotive part in existence. For years (and still for the most part), pulleys were just a static piece of metal. In other words, they were boring. They simply gave belts a place to sit in order to transfer power from the crankshaft to the accessories that were mounted on the engine, such as the alternator, water pump, air-conditioning compressor or power steering, just to name a few. While they seemed like such a simple device, there always has been a lot more behind the scenes. There are two basic types of pulleys: a V-belt pulley and a serpentine-belt pulley. There also are toothed pulleys that are associated with timing belts or chains, but I’m just going to focus here on the pulleys that are external to the engine. Size Matters Regardless of the type of pulley, one of the first things that goes into the design of a pulley is its size. Think of them like the gearing on a typical 10-speed bicycle. When you need more power, you shift gears, so the chain is on the small sprocket in front and the large sprocket at the rear wheel. The pedals spin fast and easy and you have the power to go up a steep hill, but you don’t get anywhere quickly. Conversely, when you want to go faster, you shift so the chain is on the large sprocket in front and the small one at the rear wheel. This is where you get your speed, but it takes a much greater effort from you to do it. So, the size of each pulley has a considerable effect on how fast engine accessories spin. The larger the crankshaft pulley, the faster they all spin, but more power is required from the engine to do it. Accessory pulleys are the opposite. The larger the accessory pulley, the slower that accessory spins, but it draws less power from the engine. This is important because each different type of accessory is designed to operate at a certain speed to perform its intended job. To illustrate this, let’s consider an engine running at idle speed and look at alternator operation. Have you ever been in a car at night that when idling, the lights are dim, but as soon as you accelerate, they get bright? The alternator wasn’t spinning fast enough to generate the necessary electrical output. Either the idle speed is too low, or the electrical consumption is too high. Using this example, when a vehicle is designed, the alternator pulley is sized so that it spins fast enough at idle for the battery to charge properly. If you add electrical accessories like fog lights or a powerful stereo, you may experience low charging at idle, and installing a smaller pulley to increase the speed of the alternator could solve the problem. But, then you have to consider how fast the alternator spins at high engine rpm. On a high-revving engine, it’s very possible that you could spin an alternator in excess of its mechanical limits. Alternators can spin very fast without problems, but when you exceed 16,000 to 17,000 rpm, you could be knocking on the door for trouble. To further illustrate this in design, many performance cars in the past have utilized larger alternator pulleys for two reasons. One, so they didn’t spin too fast at high rpm; and two, so they consumed less power from the engine. Of course, we could open a can of worms on the subject of alternators, but we’ll leave it closed for now. They work as a good example. The same principle is true for any accessory driven by the engine. The second aspect of pulley design is the relationship between the belt and the pulley. V-belt pulleys seem simple, but they are different widths, designed for different-width belts. Using the correct belt is important, because if you consider the cross-section of each, the belt and pulley must make sufficient contact, or there won’t be good grip between the two and the belt will slip. Another aspect of the V-belt pulley is the depth of the groove. Performance vehicles that were expected to see higher rpm typically would feature pulleys with deeper grooves to prevent the belt from jumping out. This leads us to many of the drawbacks of a V-belt system. The contact area between the belt and pulley was often small, leading to squealing and slipping, and the belts themselves were more susceptible to stretch. V-belts required regular adjustment and more frequent replacement, slipping and squealing was common and pulley misalignment often led to noisy belts or belts that jumped off. Part of this problem was related to the fact that most engine-mounted accessories were done so via stamped-steel brackets and there was a lot of flex that naturally occurred. Technicians spent many years battling the V-belt system, and when automotive design began to switch to serpentine-belt technology, it was a welcome change. Serpentine Belts: An Instant Improvement The relationship between the serpentine belt and pulley brought an instant improvement in belt performance, providing a much greater contact area. Although serpentine belts would stretch to a certain degree, it was not near the same extent as a V-belt, so maintenance was a lot less. Serpentine belts were not immune to noise complaints, and they were even more susceptible to it from even the slightest pulley misalignment. One of the big improvements that came around quickly at this time was the mounting of the driven accessories. Flimsy stamped-steel brackets were disappearing, and cast-steel or aluminum brackets took their place, offering solid mounting points, creating laser-straight pulley alignment. Another cause of noise from serpentine belts stemmed from the slapping of a belt that spanned a longer distance. This problem (one that occurs with all belts, serpentine or V) is the result of the tension changes on a belt during engine acceleration and deceleration. Under acceleration, the belt is pulled tight on the side leading to the crank pulley, but slack forms following the crank pulley. This reaction of the belt reverses under deceleration. Not only can this cause noise, but also vibration, and it can cause additional wear on the belt and driven accessories. Even though this caused noise in either type of belt, it was more audible with a serpentine belt due to its width. This is where two different types of functional pulleys come into play: the idler pulley and the tensioner pulley. Idler pulleys are used for the purpose of supporting a belt across a long span or guiding it to change direction where there’s no accessory to perform the task. Idler pulleys, depending on which side of the belt they are located, either will be grooved to match the belt (V or serpentine), or they will be smooth. Since idler (and tensioner) pulleys aren’t driving an accessory, they ride on a bearing. Tensioners: Automatic and Manual While idler pulleys help reduce the effects of acceleration and deceleration, they don’t completely solve the issue – but the automatic tensioning pulley does the job. Normally, they’re referred to simply as tensioning pulleys or belt tensioners. I’m using the term “automatic” here in order to clarify the difference between a manually adjustable tensioner. Manual tensioners, used on both serpentine and some V-belts, are just an idler pulley that’s mounted onto an adjustable base. A threaded bolt goes through the base, and the head of it is supported by a bracket. The belt-tension adjustment is made by tightening or loosening the belt, depending on application. While it’s an effective method and often much easier than the traditional “swing” of an entire accessory to take up slack, it doesn’t solve accel/decel effects, and it still leaves the age-old problem of manual belt adjustment, getting it too tight or not tight enough. The second type of tensioning pulley continuously and automatically keeps belt tension at its optimal point and, as mentioned before, is really what we refer to when we say “tensioner” or “tensioning pulley.” It’s simply an idler pulley that is mounted on a bracket, which, in turn, contains a spring mechanism that applies a constant, predetermined amount of tension on the belt. This type of tensioner eliminates noise, regular belt adjustment and over- or under-tightening of the belt, and reduces harsh effects on accessories from accel/decel forces. Special Pulleys Many new vehicles have special alternator pulleys that are either overrunning alternator pulleys (OAP) or overrunning alternator decouplers (OAD). The purpose of both is to reduce any remaining noise, vibration or harshness (NVH) that’s associated with a serpentine belt. An OAP works through a one-way clutch mechanism located in the hub. It drives the alternator in one direction, but under rapid deceleration it allows the pulley to freewheel so the alternator will spin free on its own. An OAD works in the same manner, with the added feature of internal vibration dampers to absorb harmonic vibrations in the belt and reduce noise. Idler pulleys have earned a unique position over the years of occasionally being a replacement for bad A/C compressors. With some higher-production vehicles that see frequent compressor failures when they get old, many owners opt not to spend the money to fix them. But, without the pulley from the compressor, the serpentine belt loses its running path. An idler pulley for this application will be designed with its own mounting bracket that uses the same mounting bolts for the compressor, and the pulley is the same size as the original compressor pulley. Performance pulleys are a very common upgrade on newer vehicles with serpentine-belt drive systems. One modification is weight. A lighter-weight pulley translates to less rotational weight, which means an engine can build speed quicker. Larger or smaller pulleys are used to reduce or increase the speed of accessories, as we mentioned earlier, but a very popular one today is to get a smaller supercharger pulley, which increases the speed and boost for increased power. As with a lot of performance modifications, when increasing or decreasing pulley size to attain a certain result, it can have an effect on other engine-operating aspects. Companies that offer different-sized pulleys are well-aware of it and do a good job at clearly describing any other modifications that need to be done in conjunction with a pulley change. Serpentine-belt systems are without a doubt more enjoyable than V-belt systems due to their dependability and lower maintenance. For this reason, most of the V-belt systems on popular older engines can be replaced with a serpentine-belt system that’s readily available in a kit. It’s not uncommon to see this conversion on old classic or muscle cars. We’ve been spoiled by the serpentine belt. So, you can see that tensioners and pulleys play a huge part in engine and accessory operation. For a round piece of metal that doesn’t seem like it would do much, other than support a belt, they play a surprising number of roles. The post Tensioners And Pulleys appeared first on Counterman Magazine. View the full article

NRS Brakes recently launched new galvanized brake pads designed exclusively for late-model Ford and Lincoln vehicles. The galvanized brake pads are for the following makes and models: 2017-2020 Ford Fusion; 2015-2020 Ford Edge; 2017-2019 Ford Escape; 2017-2019 Lincoln Continental; 2016-2018 Lincoln MKX; 2018-2020 Lincoln MKZ; and the 2019-2020 Lincoln Nautilus. NRS Brakes is globally recognized for its premium, fully galvanized brake pads. “Like all brake pads from NRS Brakes, this new release features unparalleled semi-met friction, patented mechanical-attachment technology and fully galvanized-steel backing plates,” the company said in a news release. “The galvanized steel withstands rust and corrosion, meaning NRS brake pads require significantly fewer replacements than other aftermarket pads, making them the most affordable option based on total cost of ownership over the life of the vehicle.” The brake pads for all of the Ford and Lincoln models have undergone rigorous testing in one of the world’s most advanced brake-testing labs to ensure quality, efficiency and performance, according to the company. To view a complete listing of NRS galvanized brake pads and vehicle compatibility, visit https://nrsbrakes.com/. The post NRS Launches Galvanized Brake Pads For Ford, Lincoln Models appeared first on Counterman Magazine. View the full article

As a technician, the most common after-hours call I get is from friends or relatives who are doing their own brake work. Inevitably, they run into trouble and have gone from no real problem to no brakes at all in the course of an evening. I can’t come down on DIYers for getting it wrong, because I’ve seen a lot of professional technicians who don’t do a good job at it either. But truth be told, it’s not that difficult if you have everything you need before you get started. The parts and the tools are half the battle, but the knowledge of what to do and how to do it is the other half. For this article, we’ll just tackle disc brakes, and leave drums for another time. First, let’s look at some of the ways that DIYers are at an immediate disadvantage when it comes to tools, equipment, supplies and time — and how they can use your professional help. No professional technician can accurately diagnose what’s needed for brake work until they disassemble the vehicle for inspection. Sure, it’s often easy to just look at the brakes and make an initial assessment. For example, if the pads are worn down to the metal and grinding away at the rotors, we know it needs pads and rotors at a minimum. But, there still are a lot of questions, regardless of what you can see. Are the calipers OK? Are the hoses OK? What about the caliper slide pins and boots? Can the rotors be turned? What about the condition of the brake fluid? Are the pad carriers (caliper brackets) worn out? All of these questions can be answered only through disassembly and inspection. The inspection leaves DIYers at a disadvantage because what if it’s their only car, or what if they’re trying to do this after work? If they tear something apart to inspect and then they need to get parts, if they don’t have another car at their disposal, it’s either walk, ride a bike or put it back together and drive to the parts store. Nobody – technician or DIYer – likes to double their work, so they want to get all the parts they need first, and then tackle the job. Tools and equipment leave them at a disadvantage because it’s safe to say they don’t have a brake lathe, a caliper-piston tool or any type of suction device to remove brake fluid from the master cylinder either. As a parts professional, this is where the fun begins. You have to dig into what they’re doing so you can get them the parts and tools they need before they start the job. At a minimum, if you prepare them for any potential issues, they at least will know what they may be facing and have a plan in place so they’re not high and dry should a problem arise. Plus, if they don’t get what you recommend – and find out later that they need it – they can’t blame you. Recommend New Rotors What plays to your advantage is that turning rotors is uncommon, even for shops that have a lathe. There are many factors involved that affect how long a rotor may last or if it can be turned, including the type of pads, the type of rotor, how the owner maintains the vehicle, driver-braking habits and the climate the vehicle lives in. Still, most of the time, the rotors are too thin or too rusty to resurface. And, for the uncommon ones that you can, the cost of labor for a DIYer to have it done or a shop to do it on a customer vehicle outweighs the cost of a new one. For these reasons, it’s a good and honest practice to recommend pads and rotors every time. The exception would be some trucks and vans that have excessively expensive rotors, and most of these are usually solid enough to be turned. Of course, you’ll have a number of DIYers who will want to “pad-slap” the car, but the pads will never break in or wear right in those situations. In addition to pads and rotors, hardware and caliper slide-pin service kits always should be recommended. Some pads come with the hardware (anti-squeal shims, clips, etc.), but if not, you should sell them a kit. Slide-pin boots, even when they look OK upon disassembly, ideally should be replaced. They see constant motion and temperature change and even if they’re not torn, they’ll be relaxed in comparison to new and they won’t provide the same tight seal to keep grease in and contaminants out. In short, if you use the old ones, you’re using worn components that may fail and shorten the lifespan of a new brake job. So, they have pads, rotors, hardware and boots. (Keep in mind fixed calipers won’t have boots; we’re just covering the most common type.) The majority of the time this is all they’ll need, but here’s where you can prepare them for what they may need once they get things torn apart. Getting Into the Job Once they’ve unbolted the calipers, the first thing they’ll need to do is draw some brake fluid out of the master cylinder to prevent it from spilling when they push the pistons back into the calipers. An inexpensive suction-bulb works well; it’s a nice tool to keep on the shelf. And no, they shouldn’t use the turkey baster from the kitchen. Brake fluid is highly corrosive and can do immediate damage to painted and other surfaces, so the best rule is avoid spilling. Next, the pistons must be pushed back into the calipers, but inspect the piston boot first. If it’s torn, the caliper should be replaced. A caliper-piston tool is what should be used, because it will push the piston back evenly, but a lot of people may use a “C” clamp or large channel locks. The goal is to push the piston back evenly into the caliper so you don’t bind it up. If they don’t have the correct tool and they don’t want to buy one from you, we understand. Money doesn’t grow on trees. Tell them to place an old brake pad on top of the piston before pressing it back in. It will help distribute the force evenly. The piston will go back in slowly, but should require only light pressure. If you really have to force it, it’s time for calipers. Ideally, you should open the bleeder screw or crack the hose fitting when pushing the piston back. This prevents contaminants from being forced back past the seals in the master cylinder and it’s the best practice, but again, this is reality. Bleeders may not open, and hose ends could be rusty. Technically, should they replace calipers and hoses at that point? Yes, but we have to respect the fact that DIYers are trying to save money. They will usually buy what they need if they really need it, but if you help them perform the job economically, they will respect you for that. Caliper Brackets For the majority of disc-brake systems, a caliper bracket (or brake-pad carrier) is bolted to the steering knuckle. The bracket fits over the rotor, and one brake pad rests on each side. The bracket also houses two caliper slide pins, and the boots allow the pins to slide in and out (allowing the caliper to float, so the pads will wear evenly.) The brake caliper itself bolts to the slide pins. When servicing or replacing the brakes, the caliper should be removed first, then the bracket. Even though the entire assembly can be removed as one and the pads wrestled in and out, it’s not the proper way to do it. You’re not able to properly inspect and prepare the bracket using this method. The bracket is where the brake pads rest, and also where any anti-rattle clips or shims will reside. Not only is it important to make sure the bracket is completely clean and free of rust buildup (the most common problem,) but it also should be inspected closely for wear. In many cases, the brake pads ride directly on the bracket and often will wear deep grooves in it. This will prevent the pads from sliding freely and the bracket will need to be replaced in this situation, which means it’s time for calipers, since they will come with the bracket. A tip for doing the job right: Once the caliper bracket is cleaned and any new shims are in place, the pads should slide into place on the bracket very easily. If they don’t, there’s still rust buildup on the bracket. It’s easy to miss. It often takes more than a wire brush to remove it. The other important aspect of the bracket is the slide pins. They must slide freely in and out or else the brake pads won’t wear and/or release properly. What I see frequently on new/remanufactured calipers that have special coatings or paint is that this coating is dripping or running into the hole for the slide pin and puddling at the bottom. The result is everything will seem normal when installing the brakes, but when the brake pedal is pressed, the caliper won’t release, and the wheel will be locked solid. As soon as you unbolt the caliper from the slide pins, the brakes release. It’s a dead giveaway. A quick hit with a drill bit will remove the offending coating from the slide-pin hole. The calipers are not defective, as a customer may try to claim. It’s an easy fix. Pads, rotors, hardware and boot kits are the core parts needed to get the job done. Basic hand tools should be enough to remove the caliper. Special tools are a caliper-piston tool and a suction tool, and you’ve prepared your customer for the possibility of needing calipers. Brake calipers begin to wear and degrade the moment they’re put into service, and while it’s not uncommon to see them last for 100,000 miles or even longer, the more miles they have and the older they are, the closer they are to failing. It’s not if they will, it’s when. Calipers wear out; it’s a simple fact. So, if someone is really pushing the limits of mileage and time, save them a headache down the road and sell them the calipers now. Parking Brakes There are a few extra things that should be in their shopping cart, but before we get to that, rear disc brakes can be a fly in the ointment of a routine DIY brake job. Generally speaking, everything is the same, but the catch is the parking brake. Some parking brakes actually are small drum-brake assemblies, utilizing a small drum machined inside the rotor. What’s nice about these is they are identical to front brakes from a service or repair standpoint. What’s not so nice is often it can be difficult to remove the rotor because the shoes will hang up on the inside. A good majority of the time – especially since most people rarely use their parking brake – the shoes, hardware and cables are all rusted and seized and need to be replaced. This is great from a parts standpoint, but many people opt not to fix it, and we’ll get into drum brakes at a later date. The other style of parking brake is incorporated into the caliper, and an internal mechanism forces out and retracts the piston. Until recent years, most of these were cable-operated and the mechanism was mechanical. The only trick to these is that you need yet another special tool to return the piston into the caliper. The pistons must be rotated and pushed in at the same time; without the proper tool, you’ll be there for hours. Other than that, the job is identical to the front, and, in most cases, you can leave the brake cable attached. Only if it prevents you from lifting the caliper off and out of the way do you need to remove it. More and more will you be seeing and answering questions about electronic parking brakes (EPB). The electronic actuator and mechanism takes the place of the cable and mechanical internals and, honestly, I like them. I think they’re much easier to deal with. But, again, this system puts the DIYer at a disadvantage. In many cases, you need a scan tool to retract the piston and put the caliper into a service mode. Some manufacturers were nice enough to build the function into the existing on-board vehicle software. You just have to be able to decipher the often-confusing instructions and figure out how to get through multiple menus and mystery functions to make it happen. Seriously though, if it requires a scan tool, there’s no way around it. Period. Unless a DIYer has a way to borrow one or wants to buy one, they won’t be able to perform the job. Don’t Forget Fluid What else does a DIYer need to do a brake job? Fluid, for one. You can’t change brake fluid too often, and most likely it hasn’t been done. What I see most of the time is someone pushing the pistons back in without extracting any fluid from the reservoir. It usually overflows. Then, when they’re done with the brake job and set the pedal, the fluid level is fine. Recommend against this as strongly as possible. If brake fluid is anything other than transparent with the light gold hue that it has out of the bottle, it’s bad. Dark fluid means it’s contaminated with both moisture and particles from degrading rubber hoses and seals. Get it out of there! The best thing to do, bleeding or not, is to draw as much as you can out of the master-cylinder reservoir before you push the pistons back in. Then, after the pistons are pushed all the way back, draw any additional fluid out and fill the reservoir with fresh, clean fluid before setting the brake pedal or bleeding. Brake lubricant? Is it special? You bet. It can handle the heat of brakes, it’s designed to stay in place and not wash away, and it’s designed not to damage any of the rubber seals and components it comes in contact with. Use it on slide pins and anywhere the brake-pad backing plates contact the caliper or caliper bracket. The post DIY Brake Jobs appeared first on Counterman Magazine. View the full article

We deal with a LOT of electrical components on a daily basis, but equally important is the wiring that connects these components to the rest of their circuits. Sensors, switches, solenoids and actuators require electrical power to do their jobs. Quite often, though, our customers condemn the part we just sold them as “defective” when it doesn’t fix their issue. Considering the thousands of feet of wire in today’s automobiles, along with dozens of quick connectors and repair pigtails, sometimes it’s just a matter of bad wiring that causes our quality parts to look bad. Repairing these wires and connections requires only a handful of basic tools and some universal supplies, many of which we sell and stock every day. Electrical troubleshooting can be intimidating to the novice, and sometimes frustrating even for the professional. At its most basic level, all we really need is power at the correct voltage, and a ground to complete the circuit. Diagnostic tools of all kinds use basic electrical principles to help us find and isolate the problem. From the most advanced digital volt ohm meter (DVOM), right down to a homemade continuity tester made from wires and a light bulb, you’re looking for the potential to pass electricity through a circuit. The DVOM, also known as a “multimeter,” combines many of these tests into one handheld unit. It can test for continuity, resistance, voltage and amperage, giving the user the ability to diagnose issues in powered or ­­ un-powered circuits. Specialized attachments can test spark plug wires, fuse blocks and even probe temperatures. The simple “ice-pick” continuity tester is sort of a “go/no-go” gauge to show if there is a break in a powered circuit. If a completed circuit is ON, it lights up. No lights? No power! The self-powered test light is similar to the continuity tester, but has its own power source, so it can be used on components that are disconnected from their circuit. These can be used to actuate solenoids and switches, and power other circuits for component testing. Once the problem in the circuit has been diagnosed, we must repair the fault in the circuit. If a standalone component is bad, we simply replace it with the appropriate cataloged part. If the fault is in the wiring or a connector, other tools and supplies will be required. For connector failures, technicians often simply connect a new pigtail to the existing wire ends, taking note of the position of each wire and its color coding. For wire failures, the technician would repair or replace the damaged section of wire. These wiring repairs can be done in many different ways, with varying results and quality. The most common type of wire repair is a “crimp” connection. A repair terminal or connector is attached to the wire end by stripping away approximately a half-inch of insulation, sliding the terminal over the bared wire and crimping it into place with a plier-type crimping tool. This is only a mechanical connection, and aside from twisting wires together by hand (NOT recommended, by the way!), this is the weakest and least effective type of wiring repair. The best method of inline wire repair is to twist the wires together and solder the joint, creating a conductive and solid connection that lasts much longer than crimp-type connections. This method requires additional tools and supplies: a soldering iron, rosin-core solder and heat-shrink tubing to insulate the soldered joint. An “in-between” alternative is the heat-shrink crimp connector, which is crimped in place, then heated to create a weather-resistant seal. A quality electrical tape can be used to protect crimped or soldered repairs, but heat-shrink provides better protection. Heat-shrinking can be achieved with a heat gun, or (carefully) with a disposable lighter or mini-torch. In addition to the most common diagnostic and hand tools, there are a wide array of specialty tools available for various wiring-repair tasks. Some of these are gimmicky, single-purpose tools, but others can be incredibly handy, like terminal-release tools. These special probes are used to release individual wire terminals from their connector housings, although small picks or screwdrivers can work in a pinch. These tools also are helpful for separating connectors from their mating components. Test leads, with pins or alligator clips, also are handy additions to the electrical toolkit, as well as a good variety of repair terminals, wire, tape and fuses. Most of these tools and supplies fall into the category of “non-catalog” ­parts, although pigtail connectors usually are found alongside the components to which they connect. Depending on the skill level of the individual customer, you may find yourself recommending one or more of these tools and repair supplies. Knowing these best practices, as well as what tools and supplies are necessary for a particular repair, allows us to recommend the most appropriate solutions, even if it isn’t the component your customer came in for originally! The post Selling Tools For Electrical Repairs appeared first on Counterman Magazine. View the full article

Rotomaster, a Vancouver-based turbocharger brand of ADP Distributors, has unveiled its new logo and packaging with an expanded vision to provide comprehensive, industry-leading solutions to the automotive aftermarket. The re-engineered brand reflects Rotomaster’s forward-thinking approach to turbocharger engineering and design, according to the company. “Since 1978, Rotomaster has lived and breathed turbochargers, celebrating much growth and success over the years,” said Garret Wiebe, general manager of Rotomaster. “After joining forces with CARDONE Industries in 2017, we wanted to modernize the look and feel of our brand to reflect the same innovative drive that continues to inspire our organization.” After a long history in the heavy-duty, marine and powersports markets as a Tier 1 and aftermarket supplier, Rotomaster is now also focused on the gas-powered, light-duty vehicle market, which is steadily growing as new vehicles utilize turbo technology to provide more horsepower while reducing fuel consumption. By combining the engineering and testing capabilities of Rotomaster with the distribution footprint and scalability of CARDONE, Rotomaster is poised to make a significant impact on the turbocharger aftermarket, the company said. The redesign of the logo represents that synergy ‒ striking a balance between Rotomaster’s history and the bright future to come. Beyond new packaging and the refreshed logo, Rotomaster also has redesigned its website to offer a more user-friendly experience for its customers. “Rotomaster is a market-leading brand that offers the widest breadth of coverage and top-quality products for turbocharged vehicles of all types,” said Mike Carr, chief executive officer at CARDONE. “Now it has a revitalized logo and packaging that reflect that fact.” The post Rotomaster Puts New Spin On Its Turbocharger Brand appeared first on Counterman Magazine. View the full article