Counterman

BG Products and Motorcraft announced a partnership on two new Motorcraft® Fuel System Cleaning products for Ford and Lincoln vehicles using approved Motorcraft fuel products, equipment and services at Ford locations throughout the United States. The companies said the goal of the Motorcraft Enhanced Maintenance Fuel Service Program is to diminish the adverse impacts of lost combustion chamber efficiency and restore fuel economy, power, and performance. The program recently moved to a nationwide launch for Ford & Lincoln dealerships across the U.S. “BG Products is extremely excited to partner with Motorcraft to offer the new Motorcraft Enhanced Maintenance Fuel Service Program,” said Darin Greseth, president, CEO, and chairman of BG Products, Inc. “This new program will assist Ford and Lincoln customers in keeping their fuel injectors and intake system clean to ensure like-new performance and fuel economy.” Below are the approved Motorcraft and BG co-branded products, part numbers and mileage recommendations for enhanced service. The new Motorcraft Program is recommended at oil change intervals. More information is available at Ford and Lincoln dealers. The post BG Products, Motorcraft Announce Launch of Fuel Service Program appeared first on Counterman Magazine. View the full article

ShowMeTheParts announced the release of a new mobile app, described by the company as a “complete overhaul designed to embrace the AI tools of the future.” Features like year/make/model lookup and application lookup, remain on the app, but the company said that information will be available with an updated interface that’s smoother, more stable, and more intuitive. The company launched its first mobile apps for auto parts catalog lookup over 15 years ago. Since then, ShowMeTheParts made consistent tweaks and updates to its original mobile app technology. Saying that incremental updates are no longer enough to stay ahead of the curve, the company released a new app, built on what it calls a “cutting-edge technology platform.” ShowMeTheParts adds that the updated app is about more than just aesthetics. The company said the new app meets stringent requirements regarding user privacy, data security and overall app performance. The post ShowMeTheParts Releases New Mobile App appeared first on Counterman Magazine. View the full article

Federated Auto Parts is encouraging people to vote for a winner for the World Of Outlaws Federated Car Care Work Zone Teamwork Counts award. The winning team receives $5,000, which will be presented at the World of Outlaws championship banquet. By voting, fans have a chance to win two VIP tickets to the 2025 Federated Auto Parts DIRTcar Nationals at the Volusia Speedway Park on Saturday, Feb. 8, including access to the Federated Auto Parts suite. Other prizes include four $50 Visa gift cards. You may vote once per day. Click here for more information on how to vote. The post Vote For Federated’s Car Care Work Zone Teamwork Counts Award appeared first on Counterman Magazine. View the full article

Driven Distribution, LLC, a warehouse distributor of automotive aftermarket hard parts, consumables and accessories backed by HCI Equity Partners, announced that it has acquired the auto parts and accessories distribution business of Chicago Parts & Sound. Financial terms of the transaction were not disclosed. This marks the second transaction in the Driven Distribution platform, following the recapitalization of Tri-State Enterprises, Inc. in November 2023. Based in Elk Grove Village, IL, with additional locations in Illinois and Wisconsin, Chicago Parts & Sound is a warehouse distributor focused on automotive aftermarket parts, batteries, consumables and accessories. The Company serves auto dealerships, independent repair shops, municipalities, governments and company fleets. Chicago Parts & Sound was founded in 1978 and acquired by Bob and Jackie Lederer in 2002. Since then, CPS has had a tremendous track record of success by providing value-added products and services to its clients, in addition to completing several acquisitions, according to a news release announcing the acquisition. Bob and Jackie said they are reinvesting in the Driven Distribution platform as part of the transaction and will continue to own and operate Police Department Systems (police and emergency vehicle upfitting services) and Coachcraft & Precision Services (specialty auto restoration services). Bob Lederer, co-owner of CPS, said, “The history of Tri-State Enterprises is in many ways parallel to that of CPS – just in a different part of the country. Opportunities to combine businesses of such similar backgrounds, ideologies, culture, and customer focus make tremendous sense for all stakeholders in each company.” “We are extremely impressed with the stellar business and established market reputation Bob and Jackie Lederer have built over the past 22 years. The combination of CPS and Tri-State as part of the Driven Distribution platform will enable us to expand our resources and capabilities to better serve our employees and customers,” said Tristan Taylor, CEO of Tri-State. Scott Gibaratz, partner at HCI, added, “We are thrilled to welcome the CPS team to the Driven Distribution platform. Consistent with our original platform thesis, CPS represents a geographically strategic beachhead in the Midwest and is a great complement to Tri-State’s existing product categories. We look forward to working together to achieve our shared vision for growth.” Dickinson Wright PLLC served as legal counsel to Driven Distribution and HCI. The post Driven Distribution Platform Acquires Chicago Parts & Sound appeared first on Counterman Magazine. View the full article

NexaMotion Group (NMG) continues its rapid expansion, acquiring 4M Parts Warehouse out of Cleburne, Texas. Founded in 1977, 4M Parts Warehouse provides premium-quality auto parts for professional repair shops. Terms were not disclosed. 4M Parts Warehouse has 17 locations in North Texas and more than 120 employees. 4M Parts Warehouse President Lanny Martindale will join NexaMotion Group as VP of sales and operations. “I’m excited about joining forces with NMG, as their strategic vision aligns perfectly with ours,” said Martindale. “This collaboration presents exciting growth opportunities for our team members and will allow us to bring new product lines to our customers in the North Texas market.” Neil Sethi, CEO of NexaMotion Group, said, “This is a significant acquisition in a key strategic market for NMG, and we’re just getting started. 4M Parts Warehouse embodies our commitment to innovation and quality of service in supporting automotive repair shops. We’re excited for this new partnership and to expand our presence in North Texas.” The post NexaMotion Acquires 4M Parts Warehouse in North Texas appeared first on Counterman Magazine. View the full article

You could cash in on the celebration of the silver anniversary of the O’Reilly Auto Parts commercial jingle. To mark the 25th anniversary of “Oh, Oh, Oh, O’Reilly…Auto Parts…OWW!!” O’Reilly is sponsoring a contest based on its signature song, with three top prizes of $5,000 each, and you don’t even need to be able to sing. The company said you can enter in one or all of the categories: Dance: Use any of the jingle versions on the O’Reilly TikTok, Instagram or YouTube to boogie your way to big bucks. Remix: Reimagine the classic jingle and turn it into a club-worthy dance hit. Cover: Take the O’Reilly jingle to the next level with your vocal and musical talents. O’Reilly said its “simple, catchy tune” was born in Springfield, Missouri, the hometown of O’Reilly Auto Parts. It was first pitched as an acoustic guitar recording on a cassette tape. Earlier this year, O’Reilly was honored with Radio Marketer of the Year at the 2024 Radio Mercury Awards, in large part because of the everlasting impact of the jingle, the company said. But, as O’Reilly pointed out, that doesn’t mean there isn’t a special version out there waiting to be created. People can submit their entries Oct. 1 through Oct. 31, 2024 by going to OReillyJingleContest.com, where there are also rules and details on prizes. People around the world will be able to vote for their favorite from Nov. 1 to 15, and winners will be announced Nov. 26 – unless there’s a tie, which could bring a second round of voting. Follow the fun by using the hashtag #OReillyJingleContest. The post “OWW!” O’Reilly Auto Parts Sponsors Jingle Contest appeared first on Counterman Magazine. View the full article

Anchor Industries announced 10 new part numbers that cover over 3,145,000 applications and model years 2014-2024. Anchor said the below part numbers, which are in stock and available for immediate delivery, “represent excellent sales opportunities.” For more details on Anchor’s complete program availability, contact your local sales representative or call Anchor’s customer service department direct at 1-888-444-4616. Anchor Industries will be exhibiting at AAPEX 2024, at booth A4434. The post Anchor Adds More Jeep Coverage appeared first on Counterman Magazine. View the full article

The Automotive Parts Services Group (The Group) announced that Jeff Koviak will assume the role of CEO effective January 1, 2025, replacing retiring CEO Larry Pavey. The Group is a joint partnership between the Federated Alliance and The Pronto Network, and is made up of 300 member companies with over 5,000 locations and 80,000 employees primarily in North America. In his new role, Koviak will be dedicated to driving strategic initiatives for The Group membership that “will maximize future revenue growth while simultaneously streamlining internal systems and resources to reduce redundancy throughout the organizations,” according to a news release announcing his appointment. “We feel Jeff is the ideal candidate to move The Group toward the original goal of strategically unifying the traditional aftermarket partners while still respecting the unique strengths that each of the individual groups offer in their marketplace,” said Sue Godschalk, president of Federated Auto Parts. “Jeff comes to us with an exceptional background,” added Robert Roos, president and CEO of The Pronto Network. “During his 30-year career at Tenneco/DRiV, he built strong, long-term, trusting relationships with all of our members, and we are excited to have him join forces with our teams.” The post The Group Announces Leadership Changes appeared first on Counterman Magazine. View the full article

While constant velocity (CV) joints are the most popular type of driveline joint in use today, universal or “U” joints are still in use on the driveshaft of many larger SUVs, trucks and vans. U-joints can handle a lot of torque, making them popular for these applications, but why did the CV joint rise in popularity? The question can be answered by looking at the operational aspects of a U-joint. The basics are this: U-joints are located on the ends of a driveshaft, mounted between the driveshaft and a front and rear yoke. The front yoke attaches to the transmission and the rear yoke attaches to rear differential. As the engine moves from the effects of torque and as the suspension of a vehicle travels up and down, the angle of the driveshaft changes. A U-joint does two things. First, it transfers the motion between the yoke(s) and driveshaft and, second, it does this at different angles, allowing for driveline movement. Here’s where the fun begins. When a yoke and the driveshaft are in perfect alignment, the velocity from one is transferred to the other at the same rate. However, when there is an angle between the two, the velocity of the driven member fluctuates continuously during rotation. It can be hard to visualize, but the reason this happens is that as the angle of the U-joint changes, the two halves of the U-joint cross are forced to rotate on a different axis. The drive axis remains at a constant velocity, and the ends of the U-joint connected to it rotate in a consistent circular path at the same velocity. The driven axis, however, rotates in a path which causes the distance of travel at the outer ends of the U-joint cross to increase or decrease in relation to the consistent points of the drive axis. This effect results in the continuous fluctuation of velocity between the input and output sides of the U-joint. While the input remains at a consistent speed, the output speeds up and slows down as the points of the driven axis continuously alter between a long and short path of travel. So, why don’t we feel that on a vehicle with a traditional driveshaft? Because there are two U-joints and the fluctuation on each end balances out, effectively allowing the driveshaft to provide a consistent output speed to the rear differential. The angle of the two joints must be the same, however, and it doesn’t take much wear in one for the angles to differ, and subsequently cause a vibration. U-joints are known for their propensity to cause vibration, and an inherent disadvantage they have is the greater the angle of the U-joint, the greater the fluctuation in velocity. Anything over 30 degrees and the fluctuation dramatically increases. The driveshaft I’ve described here represents the majority, but U-joints have also been used frequently in the past on the end of the front axles for a 4WD vehicle, and in the rear of independent rear suspension vehicles on the ends of short driveshafts, known as half-shafts. Have you ever noticed how jittery an old 4WD truck feels in the front when the hubs are locked, and you turn a corner? Now that you understand how the fluctuation in velocity of a U-joint changes as the angle increases, you know why. You may have heard of a Double-Cardan U-joint. It is basically two joints side-by side with a common link-yoke in between. This is one of the original concepts for a true CV joint, and they are often referred to as this. The advantage they have is they offer smoother operation at greater angles, and they are common on 4WD trucks, and a common upgrade for lifted trucks where the driveshaft angle is altered considerably. The drawback to a Double-Cardan joint is they are bulky, and they can still suffer from limitations due to operating angle. The operating limitations of a U-joint ultimately brought about the popularity of the modern CV joint, but the durability of U-joints means we’ll still be seeing them in certain applications. The post Technical Review: Universal Joints appeared first on Counterman Magazine. View the full article

While constant velocity (CV) joints are the most popular type of driveline joint in use today, universal or “U” joints are still in use on the driveshaft of many larger SUVs, trucks and vans. U-joints can handle a lot of torque, making them popular for these applications, but why did the CV joint rise in popularity? The question can be answered by looking at the operational aspects of a U-joint. The basics are this: U-joints are located on the ends of a driveshaft, mounted between the driveshaft and a front and rear yoke. The front yoke attaches to the transmission and the rear yoke attaches to rear differential. As the engine moves from the effects of torque and as the suspension of a vehicle travels up and down, the angle of the driveshaft changes. A U-joint does two things. First, it transfers the motion between the yoke(s) and driveshaft and, second, it does this at different angles, allowing for driveline movement. Here’s where the fun begins. When a yoke and the driveshaft are in perfect alignment, the velocity from one is transferred to the other at the same rate. However, when there is an angle between the two, the velocity of the driven member fluctuates continuously during rotation. It can be hard to visualize, but the reason this happens is that as the angle of the U-joint changes, the two halves of the U-joint cross are forced to rotate on a different axis. The drive axis remains at a constant velocity, and the ends of the U-joint connected to it rotate in a consistent circular path at the same velocity. The driven axis, however, rotates in a path which causes the distance of travel at the outer ends of the U-joint cross to increase or decrease in relation to the consistent points of the drive axis. This effect results in the continuous fluctuation of velocity between the input and output sides of the U-joint. While the input remains at a consistent speed, the output speeds up and slows down as the points of the driven axis continuously alter between a long and short path of travel. So, why don’t we feel that on a vehicle with a traditional driveshaft? Because there are two U-joints and the fluctuation on each end balances out, effectively allowing the driveshaft to provide a consistent output speed to the rear differential. The angle of the two joints must be the same, however, and it doesn’t take much wear in one for the angles to differ, and subsequently cause a vibration. U-joints are known for their propensity to cause vibration, and an inherent disadvantage they have is the greater the angle of the U-joint, the greater the fluctuation in velocity. Anything over 30 degrees and the fluctuation dramatically increases. The driveshaft I’ve described here represents the majority, but U-joints have also been used frequently in the past on the end of the front axles for a 4WD vehicle, and in the rear of independent rear suspension vehicles on the ends of short driveshafts, known as half-shafts. Have you ever noticed how jittery an old 4WD truck feels in the front when the hubs are locked, and you turn a corner? Now that you understand how the fluctuation in velocity of a U-joint changes as the angle increases, you know why. You may have heard of a Double-Cardan U-joint. It is basically two joints side-by side with a common link-yoke in between. This is one of the original concepts for a true CV joint, and they are often referred to as this. The advantage they have is they offer smoother operation at greater angles, and they are common on 4WD trucks, and a common upgrade for lifted trucks where the driveshaft angle is altered considerably. The drawback to a Double-Cardan joint is they are bulky, and they can still suffer from limitations due to operating angle. The operating limitations of a U-joint ultimately brought about the popularity of the modern CV joint, but the durability of U-joints means we’ll still be seeing them in certain applications. The post Technical Review: Universal Joints appeared first on Counterman Magazine. View the full article

Idemitsu Lubricants America, Inc. and XL Parts & The Parts House jointly announced a nationwide expansion of their partnership. As a result of this new affiliation, all Idemitsu IFG series engine oils, transmission fluids, and power steering fluids are now available through XL Parts and The Parts House direct-to-the-professional locations. “We are very excited to expand our distribution network through our partnership with XL Parts and The Parts House to service automotive aftermarket professionals located across the Gulf Coast to the Southeast US Region,” says Frank Lam, Idemitsu senior division manager for the aftermarket. “This partnership will make our engine oils and transmission fluids more accessible to customers who are looking for premium OE-quality lubricants that meet the stringent standards of Japanese Automotive OEMs.” Idemitsu supplies OE-specific automatic (ATF) and continuously variable (CVTF) transmission fluids to Japanese automakers, such as Toyota, Lexus, Honda, Acura, Nissan, Mitsubishi, Subaru and Mazda. The post Idemitsu, XL Parts & The Parts House Expand Partnership appeared first on Counterman Magazine. View the full article

The key to brake system longevity is maintenance. Many vehicle owners don’t realize their brakes should be serviced on a regular basis and there are two primary procedures: maintenance at the wheel and brake fluid changes. As a counter-professional, you can capitalize on selling brake service essentials, and, in addition, proper maintenance will reduce warranty claims caused by lack of this often-forgotten service. Disc brakes require the most maintenance because they are completely exposed to the elements. Even if you don’t notice it, rust and corrosion slowly begin to build up and restrict the movement of the brake pads. Most brake systems today utilize floating calipers that are mounted and move freely on slide pins, and the pads rest on the caliper bracket. On fixed-caliper applications, the calipers do not move, and the pads are supported by the caliper itself, as well as pad retention pins. Either way, the pads must be able to move freely, allowing them to wear evenly. In the case of slide-pin calipers, the calipers must be able to slide freely on the pins. Restricted movement of either the pads or caliper causes uneven and accelerated pad wear and can cause a low brake pedal and reduced brake effectiveness. With normal brake wear and use, it’s not uncommon for the pads to become restricted in as little as six months or 7,000-10,000 miles. Proper maintenance includes removing the caliper, cleaning all pad contact surfaces and slides, cleaning and lubricating caliper slides and replacing any worn boots or pad clips. Drum brakes have similar maintenance requirements. Since they are enclosed by the drum, they are not as affected by the elements and can go longer in between service, but they shouldn’t be overlooked. The drums should be removed for inspection at minimum once a year. The brake shoes rest on the backing plates at two or three contact points, and over time these contact points can build up with rust and corrosion and restrict the movement of the shoes. In addition, brake shoe adjusters should be inspected to make sure they are clean and operating freely, and all the self-adjusting and parking brake components should be inspected. The wheel cylinders, which are the hydraulic component of drum brakes, are hidden from view, and with the drum removed, they can be inspected for leaks and operation. Brake life depends on many factors, and driving habits can be a huge contributor, but maintenance is one of the biggest factors. Even the highest quality brake pads or shoes can be destroyed in a short period of time due to lack of maintenance. When maintenance is ignored on disc brakes, the pads begin to wear unevenly, and frequently one may even get stuck, creating uneven braking between the inboard and outboard pads. In addition, this will accelerate wear on the rotors, affect fuel economy and build excess heat in the brake calipers, which can shorten their lifespan. The majority of premature or incorrect brake wear is the result of poor maintenance. It may seem like a lot of work to perform regular brake service, but it has an advantage in addition to extending the life of the brakes. When regular brake maintenance is performed, it becomes very easy, only requiring light cleaning and lubrication. The longer the time in between maintenance, the more difficult it gets. Brake fluid should be flushed at least every two years. Over time, brake fluid absorbs moisture and becomes extremely corrosive. Not only does this degrade the performance of the brakes, but it slowly begins to deteriorate the hydraulic components of the system including the master cylinder, ABS components, calipers, wheel cylinders and hoses. Flushing brake fluid will drastically extend the life of these components. Brake maintenance supplies consist of brake cleaner, brake lubricant, hardware kits, brake fluid, a drain pan, shop rags and protective gloves. Overall, it’s time and money well spent, and perhaps the most important factor is the increased safety benefit of keeping brakes in top operating condition. The post Capitalize on Brake Maintenance appeared first on Counterman Magazine. View the full article

PRT announced the launch of 22 new products in North America. The new part numbers include complete strut assemblies and shock absorbers, representing over 5 million vehicles in new coverage. The launches include coverage for important models in the national vehicle car parc, such as Jeep Compass, Toyota Highlander and BMW X-3, in addition to brand new applications including the Chrysler Pacifica 2023, and the Kia Forte GT 2023, among others, PRT said. “By prioritizing innovation and cutting-edge solutions at our factories, we consistently develop new products for the aftermarket, utilizing the same quality components as we provide to the OE market. These recent additions not only expand our product range but also reinforce our presence in North America. The new items are in stock and ready to ship!” said Bruno Bello, director of global marketing at PRT. For more information, call 1-770-238-1611 or visit www.prtautoparts.com, or follow @prtautoparts. The post PRT Launches 22 New Products in North America appeared first on Counterman Magazine. View the full article

Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications. The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies. Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s). C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear. R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear. The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks. Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck. The post Steering Committee: Electric Power Steering Basics appeared first on Counterman Magazine. View the full article

Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications. The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies. Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s). C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear. R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear. The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks. Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck. The post Steering Committee: Electric Power Steering Basics appeared first on Counterman Magazine. View the full article

The high costs and demands of OEM tools and software can be a major challenge for repair shops. Autel’s Remote Expert provides an innovative, cost-effective solution, offering advanced diagnostics and repair capabilities right at your fingertips. With Autel Remote Expert, automotive technicians can connect with professionals who have access to OE tools and software, enabling complex tasks like module flashing and ECU programming remotely. Leveraging advanced multi-server networks, the service ensures technicians receive the support they need quickly—anywhere in North America. Originally available only on Autel MaxiSYS Ultra tablets, Remote Expert can now be accessed via the MaxiFlash X-Link. This standalone device combines J2534 pass-thru programming and enhanced vehicle communication capabilities, making it the perfect addition to any repair shop. Autel’s Remote Expert covers 41 vehicle brands and 11 protocols, providing access to over 100 verified experts for module programming, ADAS calibrations, and more. Simply post a job request via the MaxiFix Mobile app, and a vetted expert will assist with the process from start to finish. Ready to bring OE-level diagnostics and programming to your shop? Discover how Autel’s Remote Expert can help you complete even the most complex repairs—on your time, in your shop. This video is sponsored by Autel. The post Utilizing Autel’s Remote Expert appeared first on Counterman Magazine. View the full article

A significant shift in the evolution of engine lubricants is just a few months away. Scheduled to become the new standard on March 31, 2025, ILSAC GF-7 represents the latest evolution in gasoline-fueled passenger car motor oil specifications. GF-7 stands for the seventh generation of motor oil specifications set by the International Lubricant Specification Advisory Committee (ILSAC). This committee is a collaboration of key automotive industry players, including Ford, General Motors, Stellantis, and the Japan Automobile Manufacturers Association (JAMA). “This standard specifies the minimum performance requirements and chemical and physical properties for engine oils used in spark-ignited internal combustion engines,” said Padu Sreenivas, product manager PCMO, Lubrizol. “GF-7 will help deliver fuel economy benefits to OEMs and consumers, improved low-speed pre-ignition (LSPI) protection with the addition of aged LSPI testing, and improved piston deposit cleanliness, along with other significant performance changes.” Sreenivas says the upgrade in performance is primarily focused on fuel economy. This change is in direct response to increasing pressure to meet stringent fuel economy regulations. As vehicles become more fuel-efficient, consumers will benefit from reduced fuel costs and a lower environmental impact. GF-7 aims to support the automotive industry’s push toward meeting Corporate Average Fuel Economy (CAFE) standards, which will become stricter for model year 2026 vehicles. The inclusion of aged LSPI testing in GF-7 represents a crucial advancement. LSPI has become a significant concern with modern engines, particularly those with turbocharging and direct fuel injection. By offering better protection against LSPI, GF-7 helps safeguard engine performance and longevity. The updated standards for piston cleanliness also lead to improved engine performance and longer engine life. This means better overall engine health, which translates into cost savings and convenience for vehicle owners. The improved balance between enhanced fuel economy, piston deposit performance and LSPI protection supports consumers holding their cars longer, enhancing convenience, and reducing maintenance and operating costs. GF-7 also includes a new sulfated ash requirement (limited to 0.90%) to facilitate the adoption of Gasoline Particulate Filters (GPFs), which are essential for meeting updated emission regulations. “GF-7 is different from previous specifications not only from a performance standpoint, but also time. Previous ILSAC categories for gasoline-fueled passenger car motor oils have taken a significant number of years to develop and implement. To accelerate from the original proposal of 2028 first license to March 31, 2025, first license is an incredible feat that will enable OEMs to meet the changing requirements.” The transition does pose some challenges. Implementing the new GF-7 specifications involves complex testing and adjustments to meet the updated performance criteria. Suppliers and manufacturers must align their products with these new standards, which may require substantial investment and changes in production processes. Sreenivas says Lubrizol has invested considerable resources to ensure a smooth shift to the new standard by the March 31, 2025, licensing date. As the transition approaches, stakeholders across the supply chain will need to navigate the challenges and opportunities presented by this new standard. The post The Transition to ILSAC GF-7 Lubricant appeared first on Counterman Magazine. View the full article

Hybrid vehicles place greater stress on belts and tensioners due to their dual-mode systems. Specialized hybrid tensioners are engineered to handle varying torque demands and ensure optimal belt performance during rapid transitions between electric and gasoline modes, reducing wear and improving efficiency. This video is sponsored by Litens Aftermarket. The post Understanding Why Hybrid Vehicles Need Specialized Tensioners appeared first on Counterman Magazine. View the full article

The terms manual, standard or stick shift all refer to the same exact thing: a type of transmission that requires the driver to select and change the gears. Even though there are few new cars today that require this input from the driver, it is preferred by many, and there are still many of them on the road. Automatic transmissions are in the majority of all new vehicles, however a manual transmission has some advantages in efficiency and performance, and during the last 20 years, even if a car outwardly appears as if it’s an “automatic,” it might actually be a dual clutch transmission, or DCT for short. A DCT is basically an automated manual transmission. As the name suggests, it has two clutches. The traditional manual transmission that we’ve known for years has one clutch that you engage or disengage by using the clutch pedal to the left of the brake pedal, and you also use a manual shifter to select the gears. They also have one input shaft, which is splined to a clutch disc, that transfers power from the engine into the transmission. A DCT has two clutches, but also two input shafts, each one splined to its own clutch, and that’s the key in how they work. The clutches and the shifter in a DCT are controlled by a combination of electronics and hydraulics, so no clutch pedal or input from the driver is needed. It’s all done by a computer. What does this mean to you as a counter-professional? DCT clutches are often clutch packs, and while theoretically share the same functional aspects, they generally differ from the clutches of a traditional manual transmission. These traditional manual transmissions are popular among enthusiasts and their clutches are still a common service item, so let’s take a look at how they work. There are three main components involved, the flywheel, friction disc and pressure plate. The flywheel is bolted to the crankshaft and has a machined surface for contact with the friction disc. The pressure plate, which is an assembly made up of the clutch cover, pressure plate and diaphragm spring, bolts to the flywheel, so the flywheel and pressure plate are always moving at engine speed. The friction disc is sandwiched in between the two and it’s the friction disc that is splined to the input shaft of the transmission. When the clutch is engaged, the diaphragm spring applies force to the pressure plate to tightly grip the friction disc between it and the flywheel, so the power of the engine flows into the transmission. When the clutch is disengaged, a throw-out bearing pushes on the center of the diaphragm spring, causing it to pull the pressure plate away from the friction disc, letting it slip freely so no power flows into the transmission. The throw-out bearing is located on the end of the clutch fork, a lever that transfers the motion from the control side of the clutch system, which can be linkage, cable or hydraulically operated. Due to the advantage of smooth operation and low maintenance, hydraulic clutch control systems are the most popular today, utilizing a master cylinder at the clutch pedal and slave cylinder at the clutch fork. Some systems eliminate the clutch fork, integrating the throw-out bearing onto the end of the slave cylinder. When a customer is replacing a clutch, the most important aspect of the service is that they get a complete kit with a new friction disc, pressure plate and throwout bearing. Flywheels can often be resurfaced, and they should be resurfaced or replaced. Reusing a flywheel can cause immediate damage to a new disc and at minimum shorten the life of the clutch. Depending on the design of the transmission, there may be a pilot bearing or bushing located in the end of the crankshaft which supports the input shaft of the transmission. Be sure this is replaced at the same time, and it’s also a good time to replace the flywheel and pressure plate bolts, as well as inspect and replace any worn clutch control components. The post Manual Transmission Clutches appeared first on Counterman Magazine. View the full article

The terms manual, standard or stick shift all refer to the same exact thing: a type of transmission that requires the driver to select and change the gears. Even though there are few new cars today that require this input from the driver, it is preferred by many, and there are still many of them on the road. Automatic transmissions are in the majority of all new vehicles, however a manual transmission has some advantages in efficiency and performance, and during the last 20 years, even if a car outwardly appears as if it’s an “automatic,” it might actually be a dual clutch transmission, or DCT for short. A DCT is basically an automated manual transmission. As the name suggests, it has two clutches. The traditional manual transmission that we’ve known for years has one clutch that you engage or disengage by using the clutch pedal to the left of the brake pedal, and you also use a manual shifter to select the gears. They also have one input shaft, which is splined to a clutch disc, that transfers power from the engine into the transmission. A DCT has two clutches, but also two input shafts, each one splined to its own clutch, and that’s the key in how they work. The clutches and the shifter in a DCT are controlled by a combination of electronics and hydraulics, so no clutch pedal or input from the driver is needed. It’s all done by a computer. What does this mean to you as a counter-professional? DCT clutches are often clutch packs, and while theoretically share the same functional aspects, they generally differ from the clutches of a traditional manual transmission. These traditional manual transmissions are popular among enthusiasts and their clutches are still a common service item, so let’s take a look at how they work. There are three main components involved, the flywheel, friction disc and pressure plate. The flywheel is bolted to the crankshaft and has a machined surface for contact with the friction disc. The pressure plate, which is an assembly made up of the clutch cover, pressure plate and diaphragm spring, bolts to the flywheel, so the flywheel and pressure plate are always moving at engine speed. The friction disc is sandwiched in between the two and it’s the friction disc that is splined to the input shaft of the transmission. When the clutch is engaged, the diaphragm spring applies force to the pressure plate to tightly grip the friction disc between it and the flywheel, so the power of the engine flows into the transmission. When the clutch is disengaged, a throw-out bearing pushes on the center of the diaphragm spring, causing it to pull the pressure plate away from the friction disc, letting it slip freely so no power flows into the transmission. The throw-out bearing is located on the end of the clutch fork, a lever that transfers the motion from the control side of the clutch system, which can be linkage, cable or hydraulically operated. Due to the advantage of smooth operation and low maintenance, hydraulic clutch control systems are the most popular today, utilizing a master cylinder at the clutch pedal and slave cylinder at the clutch fork. Some systems eliminate the clutch fork, integrating the throw-out bearing onto the end of the slave cylinder. When a customer is replacing a clutch, the most important aspect of the service is that they get a complete kit with a new friction disc, pressure plate and throwout bearing. Flywheels can often be resurfaced, and they should be resurfaced or replaced. Reusing a flywheel can cause immediate damage to a new disc and at minimum shorten the life of the clutch. Depending on the design of the transmission, there may be a pilot bearing or bushing located in the end of the crankshaft which supports the input shaft of the transmission. Be sure this is replaced at the same time, and it’s also a good time to replace the flywheel and pressure plate bolts, as well as inspect and replace any worn clutch control components. The post Manual Transmission Clutches appeared first on Counterman Magazine. View the full article

You can get pretty much anything delivered if you want it badly enough. In the parts business, we’ve been doing it for decades, but delivery on demand has crept its way back into grocery and prepared foods, hardware, and many other industries. It’s not a new concept, only more efficient and widespread than it was at the turn of the 20th century, and even the 21st! Instacart and other grocery services may seem like a modern marvel, but most grocery stores during the first half of the 20th century offered delivery, as did the local pharmacy, dairy, and a host of other businesses. The rise of suburbia (and the supermarket) after WWII threw a curveball into that business model as people became more mobile and spread out from urban centers. Pizza delivery, especially the Domino’s “30 minutes or less” guarantee, has had a drastic effect on our own delivery operations. For traffic safety reasons, Domino’s no longer guarantees half-hour delivery, but the effectiveness of their advertising campaign still resonates with the public some 30 years later. At the parts counter, as well as with food delivery services like Doordash and GrubHub, there’s still an unspoken expectation that our items will be arriving at fixed intervals after the order is placed. Fortunately, we don’t deal in perishable merchandise, so a delayed delivery doesn’t ruin the product. That doesn’t stop the phone from ringing off the hook with the dreaded “where’s my stuff?” calls, so we still need to keep up our pace to serve our commercial clientele. As soon as the call ends, or the online order is sent, we are “on the clock,” even if it is only the customer’s internal clock. Auto parts deliveries generally fall into two categories; “hot shot” and “routed.” Dispatching these orders and staffing a delivery team depends greatly on your market, geography, and each customer’s expectations. If you recall the fable of the tortoise and the hare, the moral of the story was that “slow and steady wins the race.” Routed deliveries are the tortoise, quietly making steady progress in a direct path that ultimately got him to the finish line. The post office, UPS and Amazon all successfully make use of delivery routes. You can generally count on regular deliveries from each of these providers within a specific daily window, and most recipients are content to schedule work around these time slots. Stock orders, parts ordered in advance of a scheduled appointment, and customers at the edge of our service areas are prime candidates for route delivery. For emergency orders, vehicles tying up a lift, and those instances where we have to correct previous cataloguing, picking or delivery mistakes, we must rely on the hot shot delivery. The hare in our fable is a “hot shot” in many ways, sprinting here and there at a frenetic pace, expending considerable energy and even showing off a little for the crowd. Hot shot deliveries showcase our store’s commitment to serving our customer’s needs, but it can be physically, emotionally and financially draining. No wonder the hare decided to catch a quick nap! It’s easy to get caught up in the moment when it comes to hot shot delivery. If a “top 20” customer asks (or demands) us to drop everything and run, the first instinct for many is to dispatch the part with the first available delivery driver. This can quickly spiral into a shortage of available drivers (or even counter staff) as they scatter to the four winds, each with a single item or order. The problem is only compounded when multiple drivers are dispatched to the same general area, or, in some cases, the same customer! We need to coordinate the chaos to give our customers the best service possible. For those stores with a dedicated outside salesperson, their daily or weekly sales routes are an established roadmap that can be used as a template for routed delivery. While a salesperson might spend all day maintaining relationships and making sales along a particular route, delivery personnel need only a fraction of that time to cover the same mileage and drop off the requested parts and supplies. Scheduled delivery twice or even three times a day is a real possibility in many markets, with a minimum of vehicles and drivers on the road at any given time. We can also maximize the profitability of route delivery by calling customers along the intended route ahead of time to identify any “last minute” needs before the driver even starts their engine. Driver scheduling and dispatch requires a balance of “speedy” and “steady” to coordinate the chaos inherent in a successful store operation. Everyone admires the speed and agility of the running rabbit, but sometimes we also need a herd of turtles to get the job done. Knowing how to use both types of delivery effectively maximizes productivity and profits! The post Dynamic Delivery: Coordinated Chaos appeared first on Counterman Magazine. View the full article

You can get pretty much anything delivered if you want it badly enough. In the parts business, we’ve been doing it for decades, but delivery on demand has crept its way back into grocery and prepared foods, hardware, and many other industries. It’s not a new concept, only more efficient and widespread than it was at the turn of the 20th century, and even the 21st! Instacart and other grocery services may seem like a modern marvel, but most grocery stores during the first half of the 20th century offered delivery, as did the local pharmacy, dairy, and a host of other businesses. The rise of suburbia (and the supermarket) after WWII threw a curveball into that business model as people became more mobile and spread out from urban centers. Pizza delivery, especially the Domino’s “30 minutes or less” guarantee, has had a drastic effect on our own delivery operations. For traffic safety reasons, Domino’s no longer guarantees half-hour delivery, but the effectiveness of their advertising campaign still resonates with the public some 30 years later. At the parts counter, as well as with food delivery services like Doordash and GrubHub, there’s still an unspoken expectation that our items will be arriving at fixed intervals after the order is placed. Fortunately, we don’t deal in perishable merchandise, so a delayed delivery doesn’t ruin the product. That doesn’t stop the phone from ringing off the hook with the dreaded “where’s my stuff?” calls, so we still need to keep up our pace to serve our commercial clientele. As soon as the call ends, or the online order is sent, we are “on the clock,” even if it is only the customer’s internal clock. Auto parts deliveries generally fall into two categories; “hot shot” and “routed.” Dispatching these orders and staffing a delivery team depends greatly on your market, geography, and each customer’s expectations. If you recall the fable of the tortoise and the hare, the moral of the story was that “slow and steady wins the race.” Routed deliveries are the tortoise, quietly making steady progress in a direct path that ultimately got him to the finish line. The post office, UPS and Amazon all successfully make use of delivery routes. You can generally count on regular deliveries from each of these providers within a specific daily window, and most recipients are content to schedule work around these time slots. Stock orders, parts ordered in advance of a scheduled appointment, and customers at the edge of our service areas are prime candidates for route delivery. For emergency orders, vehicles tying up a lift, and those instances where we have to correct previous cataloguing, picking or delivery mistakes, we must rely on the hot shot delivery. The hare in our fable is a “hot shot” in many ways, sprinting here and there at a frenetic pace, expending considerable energy and even showing off a little for the crowd. Hot shot deliveries showcase our store’s commitment to serving our customer’s needs, but it can be physically, emotionally and financially draining. No wonder the hare decided to catch a quick nap! It’s easy to get caught up in the moment when it comes to hot shot delivery. If a “top 20” customer asks (or demands) us to drop everything and run, the first instinct for many is to dispatch the part with the first available delivery driver. This can quickly spiral into a shortage of available drivers (or even counter staff) as they scatter to the four winds, each with a single item or order. The problem is only compounded when multiple drivers are dispatched to the same general area, or, in some cases, the same customer! We need to coordinate the chaos to give our customers the best service possible. For those stores with a dedicated outside salesperson, their daily or weekly sales routes are an established roadmap that can be used as a template for routed delivery. While a salesperson might spend all day maintaining relationships and making sales along a particular route, delivery personnel need only a fraction of that time to cover the same mileage and drop off the requested parts and supplies. Scheduled delivery twice or even three times a day is a real possibility in many markets, with a minimum of vehicles and drivers on the road at any given time. We can also maximize the profitability of route delivery by calling customers along the intended route ahead of time to identify any “last minute” needs before the driver even starts their engine. Driver scheduling and dispatch requires a balance of “speedy” and “steady” to coordinate the chaos inherent in a successful store operation. Everyone admires the speed and agility of the running rabbit, but sometimes we also need a herd of turtles to get the job done. Knowing how to use both types of delivery effectively maximizes productivity and profits! The post Dynamic Delivery: Coordinated Chaos appeared first on Counterman Magazine. View the full article

Every year the Counterman PARTS survey tells us important information about which brands you, the counter professional, recommend and why. We will use the data from this survey to develop content for Counterman that will help you do your job. The survey should take about 10 minutes. If you can’t finish it at once, your work is saved, and if you follow the link back to the survey, you will be taken to where you left off. Your answers will be completely anonymous, and responses will only be reported in the aggregate. At the end of the survey, you can enter for a chance to win a $150 gift card, or one of twenty $25 gift cards, which you can choose from a variety of retailers. Any questions? Contact Babcox Media’s Audience Insights Analyst David Ramos at [email protected] Click here to take the survey. The post Take Counterman PARTS Survey for Chance to Win $150 Gift Card appeared first on Counterman Magazine. View the full article

DMA Industries announced the expansion of its SenSen brand with 47 new vehicle applications. This coverage increases SenSen’s total Vehicle In Operation (VIO) coverage by over 8.3 million. DMA said the update includes a 4-corner coverage installation video for the Tesla Model 3, available now on the SenSen YouTube channel. The video offers step-by-step guidance for DIY enthusiasts and professionals, to help them install SenSen’s Speedy Strut CSAs and rear shocks. “We’re excited to bring this significant coverage expansion to the market,” said Jamie Barnes, Director of Traditional Channel Sales at DMA. “With the addition of new vehicle applications, including the Tesla Model 3, and our 4-corner install video, we’re committed to providing high-quality support to an even larger audience.” The expanded coverage includes the following vehicles: 2018-2023 Tesla Model 3 AWD Long Range 2013-2018 Toyota Avalon Limited 2012-2014 Subaru Impreza Hatchback 2016-2021 Honda Pilot AWD 2014-2020 Mitsubishi Outlander 2010-2016 Mercedes-Benz E350 Sedan AWD The post DMA Industries Expands SenSen Product Line appeared first on Counterman Magazine. View the full article

Northwood University announced its upcoming Automotive Summit, which will bring together automotive industry leaders and experts for a one-day event featuring insightful discussions and networking opportunities on Oct. 3 in Midland, Michigan. Organized by the Center for Automotive & Mobility Studies (CAMS) at Northwood University, the CAMS Industry Summit will cover a range of key topics facing the automotive industry today, including retail trends, dealer relations, F&I, compliance and regulations, and the state of the automotive aftermarket sector. “The CAMS industry Summit is a unique opportunity for industry professionals and future leaders to come together and explore the dynamics shaping the automotive landscape,” said Dr. Matthew Bennett, vice president of strategic alliances and CAMS. “Northwood University is committed to fostering meaningful dialogue that drives innovation and growth in this critical sector.” The CAMS Industry Summit will kick off at 8 a.m. Oct. 3 with networking and coffee, followed by a series of sessions featuring prominent industry figures, Northwood University said, including: -Shannon Robertson, executive vice president, Association of Finance & Insurance Professionals (AFIP) -Jeff Beals, senior vice president, professional services, CDK Global -Brian Benstock, general manager and vice president, Paragon Honda & Acura -Mike Cavanaugh, regional vice president, Lithia and Driveway -Rebecca Chernek, vice president, strategic client relations, Agora Data -Eric Flow, president of management services, Flow Automotive Companies -Adam Genei, owner, Mobsteel/Detroit Steel Wheel Co. -Don Hall, owner, Don Hall Automotive Group, and president/CEO of the Virginia Automobile Dealers Association (VADA) –Grace Huang, president, inventory solutions, Cox Automotive -Ted Hughes, Aftermarket Warehouse Distributors (AWDA) executive director, and senior director of community engagement for the Auto Care Association -Ted Ings, founder, Ted Ings’ Fixed Ops Roundtable -David Jett, senior vice president, Stephens Inc. -Tom Kline, founder, Better Vantage Point -Bob Kron, president and chief operating officer for The Rydell Company, and -Shawn Leibold, director of industry relations, Reynolds and Reynolds Summit attendees will gain insights from panel discussions on various subjects, including “Current Trends in Automotive Retail,” “F&I, Compliance & Regulations,” “Current Trends in Automotive Aftermarket,” and “Dealer Relationships & The Customer Experience.” The post Northwood University Details Upcoming Automotive Summit appeared first on Counterman Magazine. View the full article