Counterman

The Young Auto Care Network Group (YANG), a community of the Auto Care Association geared toward the under-40 industry professional, announced that its annual sponsorship program has been updated to a year-round opportunity. Previously, YANG sponsorships were only available during the fall of each year. The update to the sponsorship program allows companies the flexibility to show their support of the YANG community and to continue to provide opportunities for young professionals in the auto care industry to exchange information, contacts and experiences for both professional and social engagement. “We must ensure that the next generation of leadership has the tools and mentoring it needs to advance the independent auto care industry,” said Bill Hanvey, president and CEO of the Auto Care Association. “YANG offers the opportunity for those under the age of 40 to network, share best practices and develop a support system to ensure our future.” Corporate sponsors of YANG receive heightened brand visibility and exposure to decision-makers across all segments of the auto care industry, exclusive discounts, featured content and more. The support of corporate sponsor enables YANG community members to: Learn best practices from the industry leaders and peers Garner exposure for your company Build relationship that enable future success for your company Value the opportunity to be a part of something bigger than themselves Programs directly supported by the YANG sponsorship program include: Professional development and industry education geared toward the under-40 crowd available in conjunction with Auto Care Connect YANG Mentorship Program, which provides opportunities for members to be matched with veteran members Scholarship opportunities such as Next Step Program and Leadership 2.0 YANG Regional Meet-Ups in local areas to connect and engage with peers YANG Professional Series, which offers quarterly virtual sessions throughout the year The annual sponsorship program offers five tiers of engagement: Bronze, Silver, Gold, Platinum and Diamond. Sponsorship benefits within these tiers can range from logo recognition on YANG’s webpage, to recognition in YANG specific email campaigns, and on site at the yearly AAPEX and Auto Care Connect events. To learn more about the annual sponsorship opportunities and view our sponsorship packet, visit YANG’s sponsorship webpage. The post Young Automotive Network Group Launches Annual Sponsorship Program appeared first on Counterman Magazine. View the full article

BendPak recently introduced its patent-pending Octa-Flex concept, a new two-post lift design that features two sets of arms: triple-telescoping swing arms plus all-new integrated lift-assist arms. Octa-Flex is the world’s first two-post lift series with eight fully adjustable, telescoping lift arms, according to the company. The EV12DPS Octa-Flex prototype makes its global premiere in booth 4569W at NADA Expo in Las Vegas, Feb. 2-4. Octa-Flex offers all the functionality of a traditional two-post lift, while enabling technicians to perform tasks such as tackle cab-off repairs without the help of additional component-handling equipment or a second tech. While the primary lift arms hold the vehicle, the unique Octa-Flex lift-assist arms can be used to help safely and ergonomically lift and maneuver heavy vehicle components such as EV battery packs, drivetrains, tires and wheel assemblies with precision, ensuring seamless workflow while reducing the risk of workplace injuries, BendPak noted. When they’re not needed, the powered lift-assist arms can be moved up out of the way, so the lift can be used as a standard two-post model. “Octa-Flex lift-assist arms act like that second set of hands you wish you had when you need to remove a 1,200-pound EV battery or wrestle 100-pound wheels and tires off a truck,” said Jeff Kritzer, BendPak president and CEO. “Now you don’t have to ‘put your back into it’ or grab a buddy. Our Octa-Flex lifts will help technicians get more work done with less physical effort and strain.” The three-stage arms extend and retract further than any other thanks to a patent-pending design that enables the inner arm tubes to retract fully through the back of the arm assembly and even beyond the arm pin itself, providing unfettered access to a wide range of vehicle lifting points, according to BendPak. Their lower profile and dropped-end pad receiver lets them access hard-to-reach lifting points with less chance of damage to vehicle side skirts, running boards or ground effects, even on low-slung sportscars or EVs. The Octa-Flex concept also features BendPak’s patent-pending Automatic Swing Arm Restraint System (ASARS) to keep the primary lift arms in place. ASARS provides twice as much holding grip as traditional systems, according to the company. Its 360 degrees of forged steel teeth secure the arms in place to withstand more than 2,000 pounds of side force that can be generated during vehicle service. The adaptive system requires minimal operator involvement to set and release, while providing maximum peace of mind. A Clear-Floor Design The Octa-Flex concept is a clear-floor design delivering unobstructed floor space for moving toolboxes, transmission jacks and other equipment under elevated vehicles. It is built to deliver long service life with single-piece columns for strength, ultra-high molecular weight polyethylene load bearings that never need lubrication, super-tall lift carriages to minimize stress on components and industrial-grade hydraulic cylinders, according to the company. Designed for versatility, Octa-Flex Series lifts feature BendPak’s Bi-Metric reversible swing arms that enable the lift operator to set the lift in either symmetric or asymmetric configurations. BendPak said it is committed to further enhancing the Octa-Flex concept in the coming months. Anticipated for fall 2024, the global launch will encompass models with rated capacities of both 10,000 and 12,000 pounds. Learn more and check out the EV12DPS Octa-Flex prototype at NADA Expo booth 4569W at the Las Vegas Convention Center, Feb. 2-4, visit bendpak.com/octa-flex-preview or call 805-933-9970. The post BendPak to Debut Eight-Armed Car Lift at NADA Expo appeared first on Counterman Magazine. View the full article

Niterra North America Inc., formerly NGK Spark Plugs (U.S.A.), announced that the company is throttling its performance heritage and expanding its ignition-coil line by introducing its MOD performance ignition coils. Niterra’s NGK Spark Plugs-branded MOD performance ignition coils are designed and built for enthusiasts and performance vehicles. The launch includes 10 part numbers covering more than 40 million VIO for popular enthusiast applications and will be sold in multipack per-car quantities, according to the company. “When it comes to high performance, Niterra’s NGK Spark Plugs brand has long been a known leader in ignition technology,” stated Michael Burchi, general manager – aftermarket & OE product for Niterra North America. “We are committed to building upon this performance leadership, and we are excited to extend our ignition coil technologies into the aftermarket and performance communities through our MOD performance ignition coils.” For more details about Niterra and the NGK Spark Plugs and NTK product brands, visit ngksparkplugs.com. The post Niterra Launches MOD Performance Ignition Coils appeared first on Counterman Magazine. View the full article

WAI recently added 96 premium new-part numbers to its portfolio. The new parts include alternators, ignition coils, radiator-fan clutches, MAF sensors, MAP sensors, rotors, solenoids, starters, wiper motors and wiper-motor linkages. The 100%-new part numbers cover more than 54 million vehicles in operation (VIO) for these popular brands: Audi, BMW, Buick, Cadillac, Caterpillar, Chevrolet, Chrysler, Ford, GM, Honda, Hyundai, Jeep, John Deere, Kia, Mazda, Mercedes-Benz, Mini Cooper, Nissan, Porsche, RAM, Subaru, Suzuki, Toyota, Volkswagen and Volvo (applicable for U.S. and Canada). “Our new-part release of 96 part numbers not only amplifies our comprehensive coverage but also represents our goal of staying at the forefront of technological advancements,” stated Ron Bernstein, SVP of North America. “We ensure our components are not only reliable but also represent the latest solutions in the market. This expansion further solidifies our position as industry leaders, providing our clients with access to a complete range of high-performance automotive components.” Bizhan Roozrokh, SNR VP of Engineering and head of TRANSPO electronics division, added: “WAI is the market leader in 100%-new aftermarket parts. Our comprehensive product ranges continue to focus on adding the newest technologies to all existing parts, offering the latest model numbers, and integrating product improvements through all model years using our Synergistic Design Platform. OE performance requirements are our gold standard; we believe the test of time is the only true measurement to quality and reliability. We have the track record of providing our customers with the confidence that they can ‘install it and forget it.’” All parts are in stock. All products can be viewed on the WAI website. The post WAI Adds 96 Part Numbers to Product Portfolio appeared first on Counterman Magazine. View the full article

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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