Counterman

I was young the first time I heard of a hybrid. But it wasn’t a car. It was a tomato my parents were planting in their garden. I couldn’t seem to grasp it. It was a strange word and an idea I didn’t get at first. Why did tomatoes have to change? Did they have to be different? I eventually accepted the idea, but why I chose a career field that’s always changing and throwing different things our way, that’s a question I still ask myself! Just when you think you’ve got things down, here comes a new technology, like hybrid vehicles. My first thought was, “What, like a tomato?” Then, as with all new automotive technology, I started digging in and learning the new technology associated with them. I’m still learning. As a counterperson, you’re on the front line as aging hybrids will start bringing their owners in the door, seeking parts and advice to keep them on the road. It can be a complex subject, but on a high level, it’s easy to understand and you can quickly get your customer the parts and the advice they need to keep them safe and on the road. Hybrid electric vehicles (HEVs), or hybrids for short, are vehicles that combine a traditional internal-combustion engine (ICE) with an electric-motor drive system to achieve better fuel economy, lower emissions and higher power output. There are multiple types of hybrids, the difference being how the engine and motor work together to transfer power to the drivetrain, as well as the degree to which the engine and motor contribute to propulsion of the vehicle. The main types are mild hybrids, full hybrids and plug-in hybrids (PHEVs). The short of it is that mild hybrids utilize an electric motor to assist the ICE; full hybrids have more powerful electric motors and only utilize the ICE when additional power is needed. PHEVs have larger battery packs, have a longer range when using the electric motor only and can be plugged in to recharge. Mild and full HEVs rely on regenerative braking, or a generator powered by the gas engine to recharge the battery pack. The technology in an HEV is such that considerable training is required to work on the electrical systems, and just like a full electric vehicle, there’s a level of apprehension shared by many because of the potential danger. Safety always should be your first consideration, but don’t let it hinder sales opportunities, because there are many of them that are already familiar territory. Safety Should you find yourself staring under the hood of an HEV, there’s only one thing to remember: Don’t touch the brightly colored high-voltage components or wiring. Originally, most manufacturers used a bright orange color, and many of them still do, but you also might see bright blue or yellow. It’s perfectly safe to look and work under the hood. The high-voltage systems are well-insulated – just respect the general rule of thumb and stay away from these areas. Leave this work to technicians trained specifically for it. The Batteries HEVs have a regular lead-acid-type 12-volt starting battery for the ICE. These can be tested and replaced as you normally would, using the same regular safety precautions, but there are a few extra things to consider. First, only use the battery with the exact specifications for the vehicle. Many HEVs also have an extra lithium-ion battery, often located inside the vehicle, that powers accessories when the engine isn’t running. These are usually called auxiliary batteries, and they must be disconnected in addition to the starting battery during replacement. This is a safety precaution so there’s no chance of voltage in the system, depending on how the two work together. You also will have to perform a reset of the battery-monitoring and management system, just as you would on most of today’s ICE-only vehicles. There’s still a separate battery pack for the electric motor, but this is part of the high-voltage system that you’re not going to go near. It’s just a question your customer may ask you. Maintenance This is where things for the most part are going to be familiar territory. The ICE in an HEV has regular maintenance requirements and you can take advantage of what you already know in this category. Standard maintenance items include engine oil and filter, engine air filter, cabin air filter, fuel filter, spark plugs, engine coolant, brake fluid, drive belts and transmission fluid. One thing that is different is the coolant. There are two cooling systems in an HEV: one for the ICE, and one for the electric-motor inverter system. The coolant level for both should be checked on a regular basis, and the cooling system for the ICE is just like the cooling systems we’re used to. Changing and flushing the coolant falls under traditional guidelines. Often, the ICE and motor cooling systems appear to share the same radiator, but the coolants never mix between the two. These are two radiators joined together to fit in the space normally occupied by one. There are additional complexities with the electric-motor cooling systems, and it’s important that you recommend work on these systems be performed by a professional if there’s any question about proper procedures. Air Conditioning This is another area to use caution, but you’ll certainly get questions about it. Air-conditioning systems on today’s cars in general require a higher level of care when servicing due to the lower volume of refrigerant and the critical nature of the oil volume in the system. HEVs have high-voltage electric compressors so they can run with the engine off, and the A/C systems also work to cool the electric-motor battery packs in addition to the interior of the car. Not only does proper A/C service require accuracy only attained by modern equipment, but with the compressor being one of the high-voltage components, it should only be serviced by a professional. Additional Opportunities There are ample opportunities for underhood sales in addition to regular maintenance items. Anything that can happen to an ICE in a standard vehicle can happen to an ICE in an HEV. Coolant leaks, oil leaks, sensors, switches, pulleys – any of these things are normal problems that occur and normal components that wear out. When it comes to selling parts for an HEV, think BLT: bacon, lettuce and tomato. The bacon and the lettuce are still there. Even the bread is the same. The tomato is just a little different. The post Selling Underhood Parts for Hybrids appeared first on Counterman Magazine. View the full article

Patrick Smith recently joined the KYB Aftermarket team in Greenwood, Indiana, as the business operations manager. The Army veteran will oversee sales and distribution-center administrative functions, focusing on streamlining procedures and improving efficiencies. Smith spent 10 years in the U.S. Army as an engineer officer, serving in construction and combat engineer positions. His military career culminated as a company commander at Fort Campbell, Kentucky. He is a graduate of the U.S. Military Academy at West Point and has a master of science in organizational leadership. After his military career, Smith spent two years working in the technology industry with a focus on supply chain and logistics. Smith stated that “he was looking to join a team-oriented organization with a great culture.” His experience aligned with the role, and he knew that KYB was the right place for him after meeting the team, KYB noted. “In his new role, Smith will help the KYB Aftermarket team improve operations by achieving new ways to more efficiently and effectively support our customers and teammates,” KYB said in a news release. “Our goal is to be our customers’ best supplier. Patrick main’s assignment is to help keep KYB focused on that objective.” Originally from Seymour, Indiana, Smith will complete his MBA from the Indiana University Kelly School of Business this fall. He currently resides in Indianapolis with his wife and two sons. The post Army Veteran Patrick Smith Joins KYB Aftermarket Team appeared first on Counterman Magazine. View the full article

Advance Auto Parts presented its 2023 Vendor Partner of the Year Award to National Refrigerants, a worldwide distributor of refrigerant products. Advance presented the award during the company’s annual Partner Summit on Oct. 16 in Raleigh, North Carolina. During the event, Advance honored several vendors for their partnership and performance over the past year. A key partner in Advance’s chemicals business, National Refrigerants worked closely with Advance’s inventory team to provide a steady supply of refrigerant products in authorized markets across the United States while helping Advance navigate state and local regulations around the selling of refrigerant products. National Refrigerants has been a trusted and reliable vendor partner for more than five years, enabling Advance to grow its business in the A/C-chemicals category, Advanced noted. “Passionate and dedicated vendor partners are a vital component of our company’s success,” said Jason McDonell, Advance’s executive vice president of merchandising, marketing and eCommerce. “Their ability to consistently provide a quality product mix while collaborating on innovative strategies and solutions allows us to better serve the needs of our DIY and professional customers. On behalf of Advance, congratulations to National Refrigerants and all our award-winning vendors, and thank you to all who joined us at this year’s Partner Summit.” Other award winners include Amalie Oil Company, which was named Advance’s Superior Availability Vendor Partner of the Year. Advance’s supplier of FRAM motor oil and lubricants, Amalie helped Advance maintain exemplary in-stock levels and growth in multiple categories, including heavy-duty motor oil. “Amalie’s support allowed Advance to better serve customers with a greater product choice in the light-duty, heavy-duty and diesel motor-oil categories,” Advance added. Advance awarded the Together with Speed Vendor Partner of the Year Award to ITW-Global Brands in recognition of its strategic support across multiple product categories at Advance, including wiper blades, wash and wax, body repair and performance chemicals. ITW’s team supported Advance through product innovation and marketing engagement while ensuring product availability to drive sales for Advance, according to Advance. Advanced named MotoRad the Excellence in Collaboration Vendor Partner of the Year. “Over the course of the year, MotoRad consistently showcased outstanding fill rates, product-technology innovation and creative solutions that include data-driven product recommendations,” Advance said in a news release. “Their proactive problem-solving strategies boosted the overall efficiency and effectiveness of Advance’s operations, ultimately enhancing sales and customer satisfaction.” Advanced named Sylvania the Strategic Initiative Vendor of the Year for its exceptional support of Advance’s lighting category. Sylvania’s collaboration resulted in higher fill rates and sales growth, while also reflecting Advance’s cultural beliefs through a focus on team-member training and other lighting-category enhancements, according to Advance. Advanced named Legends Marketing the Marketing Partner of the Year for its support, advocacy and growth of Advance’s TechNet professional repair-shop network. Legends Marketing elevated the authenticity of the TechNet brand through creative solutions such as its unique video series featuring TechNet shop owners in their communities. The company’s work on behalf of Advance and TechNet shops resulted in a sixth consecutive year of membership and sales growth. The post Advance Names National Refrigerants Vendor Partner of Year appeared first on Counterman Magazine. View the full article

FCS Auto will be displaying its ride-control products in Booth A4650 at AAPEX in Las Vegas. The FCS management team will be in attendance to answer any questions and highlight the company’s products and programs. FCS, a global supplier in more 40 countries, notes that its products are always produced to meet strict OE-quality standards and are backed by extensive in-house testing and IATF 16949 and ISO 14001 certifications. For more information, call 866-708-4554 or visit the FCS website. The post FCS Auto to Showcase Products at AAPEX appeared first on Counterman Magazine. View the full article

Fuel injection is as old as the internal combustion engine itself. However, many of the early systems proved to be somewhat troublesome and quirky. The carburetor, by comparison, was simple and dependable, and therefore the fuel system of choice for the majority of mass-produced vehicles through most of the 20th century. For those who entered the automotive industry during the reign of the carburetor, fuel injection was so uncommon that as it began to make a comeback during the 1980s, it was largely misunderstood and tagged with the less-than-endearing term of “fuel infection.” With the help of electronics and computer control, fuel-injection systems began to improve quickly and followed a course of evolution that introduced many different system designs. Suddenly, we were bombarded with unusual terms and acronyms like Jetronic, Motronic, TBI, MFI, GDI, TDI and many more. While it might have seemed confusing at first with so many different coined terms from so many different manufacturers, ultimately there are only two basic types of fuel injection. Why Fuel Injection? For efficient combustion to occur, fuel must be atomized first (broken up into the smallest particles possible) so it can mix with the air and vaporize. Only then will it properly burn inside the cylinder. The job of a carburetor was simply to allow the air flowing through it to atomize the fuel as it draws it out of the various circuits. Carburetors work very well at doing this, but they also are inefficient in many ways, preventing them from remotely coming close to the efficiency required for the tightening emission regulations of the time. This is where fuel injection proved itself a superior method of fuel metering. Fuel injection atomizes the fuel as it exits the tip of the injector. But even more importantly, with the combined advance in electronics and computer controls, it also provides precise control of the amount of fuel – a critical aspect for fuel economy and emission control. Indirect Fuel Injection Indirect means the fuel is injected and atomized before it enters the combustion chamber. Throttle-body injection (TBI), sometimes referred to as single-point injection, is a type of indirect injection in which the injector is located in a throttle body before the intake manifold. The throttle body looks similar to a carburetor and uses many similar components such as the intake manifold and air cleaner. This was done by design, as it was the most efficient and quickest way for auto manufacturers to make the change to fuel injection, while utilizing many of the same components. Port, or multi-point, injection injects fuel into the intake runner just before the intake valve for each cylinder. Still a form of indirect injection because it occurs before it enters the combustion chamber, the advantage is the ability to precisely control the fuel delivery and balance the air flow into each cylinder, leading to increased power output and improved fuel economy. Whether an engine is carbureted or fuel-injected, atomization of the fuel is critical for combustion. Many variables affect atomization, and even though a fuel injector initiates the process, the airflow and other objects around it will affect how well the atomized fuel mixes with the air and vaporizes. The location of the injector as well as the design of surrounding components are critical aspects of engine design. TBI is at a disadvantage because the airflow is interrupted by the injector – another reason that port injection has the advantage and has made TBI obsolete on newer vehicles. Diesel engines are fuel-injected because diesel fuel doesn’t atomize and evaporate like gasoline. It must be injected into an air stream at high pressure to atomize, and the turbulence of the air is an important factor in causing the air and fuel to mix. Early on, due to the difficulties of creating an efficient direct-injection system, many diesel engines utilized a pre-combustion chamber that created the necessary turbulence for proper fuel atomization. The fuel was injected into this pre-combustion chamber, making these indirect fuel-injection systems as well. Direct Fuel Injection Direct means the fuel is injected directly into the combustion chamber. The challenge with this type of injection is the pressure inside the combustion chamber is much higher than that of the pressure in the intake manifold of an indirect-injection system. For the fuel to be pushed out of the injector and atomized, it must overcome the high pressure in the cylinder. Indirect systems have a single fuel pump in the tank that provides adequate pressure for the system to operate, usually 40 to 65 pounds per square inch (psi). Direct systems utilize a similar pump to supply fuel to the rail but require an extra mechanically driven high-pressure pump that allows them to overcome cylinder pressure. These systems usually operate at 2,000 psi or higher. Direct-injection systems can be identified easily by the location of the injectors going directly into the cylinder head as well as the additional lines and mechanical pump, usually visible above the valve cover. The primary advantage of direct injection is that there is less time for the air/fuel mixture to heat up since the fuel isn’t injected in the cylinder until immediately before combustion. This reduces the chance of detonation, or the fuel igniting from the heat and pressure in the cylinder. This allows a direct-injected engine to have higher compression, which itself lends to higher performance. Another advantage is reduced emissions and fuel consumption. With indirect injection, fuel can accumulate on the intake manifold or intake ports, whereas with direct injection, the entire amount of fuel sprayed from the injector is the exact amount that will be burned, ultimately leading to more accurate control over the combustion process. The overall performance and efficiency of direct injection can’t be matched. However, there are still some disadvantages to it when compared with indirect injection. One of the most well-publicized is carbon buildup on the back of the intake valves. Fuel is a great cleaner, and the fuel spray from a port-injected engine keeps the back of the valves clean. Without it, excessive carbon buildup occurs, leading to interrupted airflow into the engine, reduced performance and an expensive repair. While not an issue for typical everyday driving, indirect injection is limited at high engine rpm because there simply isn’t enough time for the injector to release the fuel and for it to properly atomize. Since port-injected engines spray fuel before or as the intake valve is opening and complete vaporization occurs and the air is pulled into the cylinder, there’s no rpm limit with indirect injection. Low-speed pre-ignition (LSPI) is a common term you may have heard, and it’s a problem that exposes another chink in the armor of direct injection. The piston and combustion-chamber design of a direct-injected engine is very specific to create the proper air turbulence to completely vaporize the fuel for combustion. At low rpm, the piston is not able to create the proper turbulence, leaving unvaporized fuel pockets that combine with contaminants from oil vapor and carbon buildup, leading to pre-ignition. While this problem specifically occurs on direct-injected engines, it can worsen with some engine oils depending on the additives they contain. This is why new oils are advertised to prevent LSPI. As engine technology advanced, diesel engines saw changes in piston and combustion-chamber design that allowed them to make the switch to direct injection and realize the same performance benefits. So, your two basic types of fuel injection are indirect and direct. There are advantages and disadvantages to both. What’s next? The simplest solution in the book: dual injection. Now manufacturers are building cars with both. Computer control utilizes both systems to eliminate the weaknesses and exploit the strong points of each type of system. It’s the best of both worlds. Wasn’t that easy? The post Understanding Fuel Injection appeared first on Counterman Magazine. View the full article

Carquest by Advance has opened its newest store in Amelia Court House, Virginia, located at 15203 Patrick Henry Hwy. It’s the fourth Carquest store owned by Magee Auto Parts LLC, with the Magee group also operating locations in Toano, Wakefield and Waverly, Virginia. Magee’s family has been in the auto parts business for more than 40 years, with Trey’s grandfather having opened his first Carquest location in 1981. Since then, his family has been a friendly, trusted resource for automotive parts and expert knowledge in communities across southern Virginia. The new Carquest by Advance caters to do-it-yourselfers and professional customers across Amelia County, offering quality, name-brand automotive products including DieHard auto batteries. Motorists also have access to free curbside services provided by the store team, including battery testing, battery installation and wiper-blade installation. The store also offers heavy-duty and agricultural products, including filters and custom-length hydraulic hoses. “We’re proud to grow our business with the opening of our new Carquest by Advance,” said Trey Magee. “The community has given us a wonderful reception since we opened our doors, and we’re excited to be here. Our promise is to deliver the best service, advice and parts to every customer who walks through our building. Whether you’re a DIYer, a repair shop owner or a local farmer, we’re going to find the parts and products you need to complete your job.” The Carquest by Advance first opened on Aug. 28, with Magee employing five team members at the store. The post Carquest by Advance Opens New Store in Virginia appeared first on Counterman Magazine. View the full article

Litens Aftermarket introduced its new “System Reset” campaign, aiming to bring awareness to the importance of proper drive-belt system maintenance. In an effort to educate professional vehicle service technicians, Litens details what a system reset entails, its significance and the potential repercussions of neglecting this essential maintenance step when replacing a drive belt. For a belt-drive system to perform optimally, the system’s components must be properly maintained and in tune with each other throughout the lifespan of the vehicle. When it’s time to replace the drive belt, it’s also time to replace the drive-belt system’s tensioners and pulleys. The system is properly reset when all components of the belt-drive system, including the tensioner, idler pulley(s) and the belt, are all replaced at the same time. “As vehicle belt-drive systems become more complex, we’re aiming to equip technicians with both education and solutions,” said Scott Howat, national sales manager, Litens Aftermarket. “Properly resetting the belt-drive system enables the technician to reset the vehicle to its optimal OE level of performance.” Benefits of a system reset – replacing the tensioner and idler pulley(s) along with the belt – include enhancing the system’s reliability and longevity, as well as reducing the risk of component failure and subsequent breakdowns. Resetting all of the belt-drive system components together promotes optimal power transmission, minimizing slippage and improving overall efficiency, which can contribute to enhanced fuel economy and performance. Failing to fully reset the system can lead to imbalanced stress distribution, reduced overall system efficiency and premature wear of both the newly replaced parts and the remaining older components. This could result in increased friction, potential belt slippage and an elevated risk of component failure, ultimately compromising the entire belt-drive system’s reliability and performance. Litens designs OE belt-drive systems and components to last for a designated period of time. While that number also depends on miles driven and the number of vehicle starts/stops, the belt-drive system typically runs for 100,000 miles before needing maintenance. As all of the system’s components are designed to work together, when the belt is due for replacement, it’s highly likely that the rest of the components in the system are also due. For more information, visit https://www.litensaftermarket.com/. The post Litens Campaign Emphasizes Proper Belt-Drive Maintenance appeared first on Counterman Magazine. View the full article

Stabilizer bars. You may know them as sway bars or anti-sway bars. You may know them as roll bars or anti-roll bars. They’re all the same thing, and it’s generally understood they improve handling … but how? Any time a vehicle is turning, the forces that act upon it cause the body to roll, sway or tip away from the turn. It’s the laws of physics at work. In extreme situations, these forces can cause a vehicle to tip over, though that’s generally only the case with taller trucks and vans, and rare at that. You really have to be moving for that to occur. The real factor is how they negatively affect handling and how a stabilizer bar can prevent it from happening. Picturing this “tipping” affect helps us understand how a stabilizer bar works. When driving in a straight line, the weight of the vehicle is evenly distributed between left and right. In a turn, as the vehicle body leans, it shifts the weight to the tires on the outside of the turn, compressing the suspension on the outside in the process. This shift in weight causes a loss of traction on the inside, resulting in poor handling and potentially the loss of control. A stabilizer bar connects one side of the suspension to the other. They can be located in the front, rear or both. They’re mounted to the frame or body with brackets and bushings, and connect to the suspension at the control arms or struts. The connection at the suspension can be a bracket and bushing or a link, which is the most common today. When any suspension movement occurs, that movement is transferred into the stabilizer bar, which then is transferred through it to the suspension on the other side. This balances the compression of the suspension on both sides, eliminating body roll, balancing the weight distribution of the vehicle and providing optimum traction and handling. You’ve likely heard the terms oversteer and understeer. Understanding and controlling them is one of the most important aspects of performance driving, and it’s an important aspect of new-car design. They’re relevant in this context because both are affected directly by the action of the stabilizer bar. For this reason, adding or changing stabilizer bars is a common practice for those who look to improve the handling performance of their car. If you increase the stiffness of the rear stabilizer bar or decrease the stiffness of the front, you reduce understeer. If you increase the stiffness of the front stabilizer bar or decrease the stiffness of the rear, you reduce oversteer. Someone who is building their car for performance or racing will spend hours on stabilizer-bar adjustments alone until they “tune” the handling of their car. For many years, sway bars were just an option, or only located in the front. But due to the improvement in handling they provide, most of today’s cars and trucks have them. Stabilizer bars are just a piece of metal. Some are a solid bar, some are hollow. Each one offers different performance aspects in how much they twist versus how much force it can transfer to the other side of the suspension. In addition, performance stabilizer bars and/or their connecting links often are adjustable at each end to provide an additional range of tuning. One drawback associated with stabilizer bars is they can affect the overall ride quality of a vehicle. The stiffer the sway bar, the better a vehicle may handle – but the worse it will ride. In trucks and SUVs, the sway bar limits suspension travel, which is a drawback to those who use them for off-roading. Leave it up to technology to take it one step further with active and electronically disconnecting stabilizer bars. Active stabilizer bars are found on some luxury performance cars. They work by using an electric motor and gears to vary the stiffness of the stabilizer bar when needed for cornering. The ability of these systems to make instant corrections is nothing short of impressive with the outstanding handling characteristics they make possible. Electronically disconnecting stabilizer bars – popular on some new trucks and SUVs – use gearing similar to that in a manual transmission to physically disconnect the two halves of a stabilizer bar to allow maximum suspension movement. They will reconnect only once the vehicle is on level ground. Stabilizer bars are a fundamental part of suspension design and operation, and technology has made them even better. That’s something we all can “handle.” The post A Closer Look at Stabilizer Bars appeared first on Counterman Magazine. View the full article

Fisher Auto Parts has acquired longtime Federated Auto Parts member Berrodin Parts Warehouse, the company announced. “We are very excited that Berrodin Parts Warehouse has joined the Fisher family,” said Herb Godschalk, president of Fisher Auto Parts. “The Berrodin family has done an incredible job growing their business from one small store in the Philadelphia area to nine warehouses covering the mid-Atlantic states. We plan to build on their great success and continue the goodwill they have developed with their broad customer base.” With headquarters in Drexel Hill, Pennsylvania, Berrodin Parts Warehouse employs more than 400 people and has nine warehouse locations throughout Southeastern Pennsylvania and Northern Delaware. The family-owned business was founded in 1905 during the infancy of the automotive aftermarket. Today, Berrodin Parts Warehouse is a full-line distributor of major, name-brand aftermarket auto parts, providing OEM-quality and express delivery as well as training, marketing and signage programs for its independent installer customers. As part of the transition, John Berrodin will stay on and lead as regional manager for Fisher Auto Parts, while Jim Berrodin will serve as a store support manager and Lou Berrodin as operations manager. Frank Berrodin Jr. will return to retirement at the conclusion of the acquisition. The post Fisher Auto Parts Acquires Berrodin Parts Warehouse appeared first on Counterman Magazine. View the full article

This year, DMA is celebrating not only its anniversary but also a record sales year that has allowed the company to take its new OE MasterSeries line “to new heights of innovation.” MasterSeries encompasses the new RideMaster line, featuring top-quality coil springs, air-suspension components, control arms and light chassis, as well as the new BrakeMaster line, which includes precision brake rotors and advanced brake-wear sensors. DMA will showcase the additions to its product lineup at AAPEX 2023 in Las Vegas. The company’s 20-by-40-foot booth will highlight DMA’s: Sensen shocks and struts Speedy Strut complete strut assemblies RideMaster coil springs, air shocks, electronic suspension, control arms and small chassis BrakeMaster brake rotors and brake-wear sensors Bulldog HD heavy-duty shocks, steering dampers and cab shocks “We’re thrilled to connect with our loyal customers who’ve been an integral part of our journey and equally excited to forge new relationships within the industry while presenting our new MasterSeries line and product,” said John Treece, DMA president and CEO. The post DMA Announces New MasterSeries Brand appeared first on Counterman Magazine. View the full article

Once hated and touted as “power robbers,” we’ve learned over the years how emission-control systems not only protect our environment, but also how they contribute to the overall performance, economy and longevity of today’s engines as an integral part of the combustion process. Emission-control components are high on the list of parts you sell, because they affect vehicle operation, and if they’re not working properly, they result in the dreaded “Check Engine” light. There are many ways that the various emission systems on a vehicle tie together, but a look at the main players can help you develop a base understanding of how the overall system works. Positive Crankcase Ventilation Any internal-combustion engine produces blowby gasses, which are gasses from the combustion process that are forced past the piston rings into the crankcase. These gasses must be vented to prevent pressure buildup, which would cause oil to be forced past gaskets and seals. These gasses also combine with the oil vapors in the crankcase to form sludge and dilute the oil with unburned fuel. From the early days, we knew that blowby gasses had to go, so we got rid of them – right into the atmosphere. At least that’s what we did until the 1960s (hello smog). To reduce air pollution, auto manufacturers began to utilize positive-crankcase-ventilation (PCV) systems. PCV was a simple system to draw the vapors out of the crankcase using engine vacuum. The vapors and unburned fuel were then drawn back into the cylinders and burned, eliminating them as a source of air pollution. But there was another benefit to it. Normal system operation pulled fresh air through the crankcase, which removed moisture – extending oil life and reducing sludge. Since PCV is more or less a controlled vacuum leak, the flow rate is important, and even on older vehicles, the fuel systems are calibrated to work in conjunction with it. PCV systems still are utilized on modern engines, and engine-management systems are able to monitor their operation by checking the flow rate. The efficiency of modern PCV systems not only reduces emissions but also drastically extends oil life. PCV components range from the simple valves on an older vehicle to more complex integrated PCV orifices/oil separators found on or as part of the valve cover on many new engines. Other PCV-related components include crankcase-ventilation filters and breather hoses. Don’t forget that these components are designed and calibrated to each engine and fuel system, even on older vehicles. Just because it fits doesn’t mean it’s correct, and also beware of aftermarket “catch cans.” Many people think this is a performance upgrade that traps oil vapor and contaminants before they’re drawn into the intake. This is true on some older vehicles, but on most modern engines the PCV system is so refined that it cannot be improved upon. Installing a “catch can” on these engines will most likely only result in a drivability issue. Exhaust-Gas Recirculation Exhaust-gas recirculation (EGR) is an emission-control technique designed specifically to reduce the formation of nitrogen oxide (NOx), a very unhealthy and dangerous gas that’s formed during the high temperature and pressure of combustion. It works by recirculating exhaust gas back into the cylinders and cooling the combustion process. In reality, it doesn’t actually “cool” the combustion process, but by displacing oxygen, it prevents the air/fuel mixture from burning hot enough to form NOx. EGR can offer advantages to the combustion process, and modern engine-management systems are designed to maximize this, with the efficiency of gasoline engines often improved as a result. Not only is it illegal, but disabling any type of EGR control also will result in a loss of performance. On diesel engines, EGR is again an effective emission-control device, but becomes considerably more complicated. Since diesel fuel ignites with the heat of compression, higher temperatures promote efficiency … but unfortunately also the formation of NOx. To combat this, many modern diesel engines have EGR coolers that allow a larger mass of recirculated exhaust gas into the intake. But, this reduces the efficiency of the combustion process, which creates excessive soot. To combat this, a diesel-particulate filter (DPF) is installed in the exhaust to capture and store the soot, which must be burned off periodically to regenerate the filter. Since EGR systems are critical for emissions and performance, they’re closely monitored and controlled by the powertrain control module. Common EGR components include everything from the common EGR valve to pressure sensors, EGR tubes, EGR coolers, control solenoids and pressure sensors. Exhaust and Catalytic Converters Catalytic converters need no introduction. Since the 1970s, they’ve been the major emission component that chemically converts the harmful pollutants in the exhaust into harmless gasses. On todays’ vehicles, they work in conjunction with oxygen and/or air/fuel ratio sensors, also well-known emission-control components. Before the converters (pre-cat), the oxygen sensors report the air/fuel ratio to the engine control module so it can adjust the fuel mixture based on operating conditions and ensure that an improper mixture will not damage the converter itself. After the converter, a post-cat sensor again sends a signal to the engine control module, from which it determines the efficiency of the converter. The diesel side again can seem more complicated. They too have what appears as a catalytic converter, but on a diesel, they contain not only a catalyst but also the DPF. They’re sometimes referred to as aftertreatment devices, and overall design can differ between vehicle makes. The process that occurs is referred to as selective catalytic reduction (SCR), during which the catalyst works in conjunction with injected diesel-exhaust fluid (DEF) to convert NOx into nitrogen, carbon dioxide and water vapor. The DPF traps the soot, which is burned off through passive or active regeneration, and in some situations the process must be performed by a service technician. NOx sensors monitor the entire SCR process. In addition to catalytic converters, exhaust-related emission components include oxygen, air/fuel ratio and NOx sensors; DEF and DEF-related components; and diesel aftertreatment devices. Evaporative Emissions Evaporative emissions refer to anything that helps keep fuel vapors in the tank and out of the atmosphere. This requires very strict monitoring of the pressure in the tank, and when venting is required, filtering of the fumes. EVAP canisters – sometimes referred to as charcoal canisters – store fuel vapors to prevent them from reaching the atmosphere until they can be drawn in by the engine. The entire process of evaporative emissions requires multiple components, including the EVAP canister, hoses, lines, canister-purge solenoids, canister-purge valves, canister-vent solenoids and leak-detection pumps. The design of these systems often differs between manufacturer, so it can take some time to get used to all the different components. The post Understanding the Emission-Control System appeared first on Counterman Magazine. View the full article

Bleeding the brakes is a procedure that’s performed to remove air from the system when a component is replaced, and one that’s performed strictly from a maintenance standpoint of flushing or changing the brake fluid. The telltale symptom of air in a brake system is a soft or “spongy” pedal, along with poor brake performance. The idea and basic process is generally understood: You must get all the air out for the brakes to work properly. Air compresses and fluid does not, so even the tiniest amount will affect brake operation. Bleeder screws at each wheel allow the air to be forced through and out. If the idea sounds simple, it is, but it’s not without the occasional headache. The key is that not every system responds the same, and you may need to bleed one differently than another. There are a few different methods you can use, and while it often comes down to preference, it pays to be familiar with them all. The most important thing, however, is your mindset. Don’t think about brake work and bleeding as two different things. Instead, when performing any brake work, think ahead about bleeding and prepare for it. It always should be a part of brake work, as opposed to leaving it as an afterthought. At minimum, brake fluid should be replaced/flushed every two years. The older it gets, the more moisture it absorbs, the worse it performs and the more corrosive it gets – slowly eating away at the expensive internal components of a brake system. When replacing brake pads, the caliper pistons must be pushed back into the caliper. The most common practice is simply to push them back with whatever tool you have at your disposal and remove any excess fluid from the master-cylinder reservoir, but this isn’t the best way to do it. The proper way is to open the bleeder screw prior to pushing the piston back in and let the old fluid be pushed out. When you force it back into the master cylinder, you’re forcing contaminants and particles back past the master-cylinder seals, which can potentially damage the seals and lead to premature failure. In short, if you’re working on the brakes, get that old fluid out of there! Bleeder Screws First The first thing I always do with any type of brake work is check all the bleeder screws and make sure they open. If they’re stuck, regardless of what needs to be done to loosen them – be it heat, penetrating oil or another form of persuasion – now is the time to do it. If you ultimately have one that breaks, you can plan to replace that component as part of the job, instead of waiting until the end only to have one break when you’re almost done. Once you’ve opened the bleeder screws, take the additional step of removing and cleaning them. Spray brake cleaner into one end to make sure they aren’t plugged up with dirt or rust. Be sure to wear safety glasses – it often sprays back in your face if they are. Brake fluid should also drip out of the caliper or wheel cylinder, so be prepared with a drain pan underneath. It may not be a lot, but you should see at least a little fluid. It’s not so important at this step that a lot of fluid comes out, but make a mental note of it. If no fluid comes out, there may be blockage in the caliper or wheel cylinder. It’s not uncommon for rust to form in the bleeder port and keep anything from coming out, even with a clean bleeder screw. If you run across this, it’s a problem that’s easily remedied using a small pick to poke through the rust. Once you’ve confirmed that all bleeders open and fluid can flow, you’ve set the stage for a successful bleed of the system – but make sure you haven’t overlooked any bleeder screws. Most vehicles have four (one at each wheel). Some four-piston calipers have two bleeder screws each – one on the inboard side and one on the outboard. They both need to open. Occasionally you may run across a vehicle with a load-sensing proportioning valve in the rear (usually on trucks) that has an additional bleeder screw on top. This can really throw you for a loop because they’re often out of sight. If you don’t bleed the air at this location, you’ll never get a good pedal. The bottom line is to locate all bleeder screws, and make sure they all open and flow freely. Bleeder screws are located at the high point of a brake caliper, but it’s possible to install some calipers on the wrong side. This is a very common mistake and when it happens, the bleeder screws will be on the bottom. It’s impossible to bleed the system like this, so if you run across it, you’ll have to remedy the situation beforehand. The ‘Standard’ “Pump it up and hold it!” For most of us, our experience bleeding brakes began as a helper. You pump the brake pedal a few times and hold it. Then the person doing the work opens a bleeder screw. When the pedal reaches the floor, you report “on the floor.” The bleeder screw is then closed, and the process repeated until all air is forced from the system, and you report a good solid pedal. To properly perform the procedure, you start at the bleeder located furthest from the master cylinder, then finish with the bleeder closest – in other words RR, LR, RF then LF. This method, often referred to as “manual” bleeding, has been the standard procedure for many years, and most likely always will be. It works well most of the time and requires no special equipment. The drawbacks are that it can be time-consuming and requires a helper, which we don’t always have. You also must make sure you don’t run out of fluid in the process, or you’ll be starting all over again. The Master Cylinder Brake master cylinders must be “bench”-bled prior to installing them. Most master cylinders come with a kit of hoses and fittings to connect to the outlet ports. The hoses are then run back to the filled reservoir. With the master cylinder secured in a vise, you can access the piston and use a tool to push it in to fully depress it, which forces the air out and up into the reservoir. There are many reasons to do this. For one, many master cylinders are mounted at angles that can trap air and make bleeding on the car extremely difficult. Secured level in a vise eliminates this problem. It’s also much quicker. Usually, it only takes five to 10 short strokes to get the air out. When the cylinder is mounted in the car, it takes the full travel of the brake pedal for the same short stroke. It also saves fluid by recirculating it back into the reservoir. The most important thing to remember is that air can still get trapped in the master cylinder during installation. Usually, it’s forced through the lines and out, but not always. If you’ve bled the brakes and still have a low or soft pedal, you may have air in the master cylinder. At this point, it’s easy to get out. With an assistant holding pressure on the pedal, crack the line fittings at the master cylinder. You’ll hear the sound of the air as it’s forced out. Some master cylinders have bleeder screws for this purpose. Gravity Bleeding Gravity bleeding is often overlooked, since the “standard” method over the years has a stronghold on the perception of brake bleeding. Gravity bleeding is simple: Fill the reservoir and open the bleeder screws. Sit back and relax. Gravity will pull the fluid through the system, and the air will travel along with it and out. When fluid continuously drips from the bleeders, your job is done. Theoretically speaking, gravity bleeding should always work, and it usually does. Truth be told, I rarely use any other method. The problem with gravity bleeding is it can be slow. I usually let gravity do its thing as I clean up from the job. After I get fluid from each bleeder, I close them, pump the pedal a few times to seat the brakes, then open them one more time to release any remaining air. It’s almost foolproof. Pressure Bleeding Pressure bleeding is popular among professional technicians due to the speed of it, and the fact that you don’t need an assistant. The drawback is the equipment can be expensive, so you must use it all the time for it to pay for itself. A pressure bleeder utilizes an adapter that attaches to the master cylinder, then forces fluid into and through the system. The main advantage to pressure bleeding is that it’s quick, but sometimes it’s also necessary. This is especially true on some newer vehicles with antilock braking systems (ABS). Air can get trapped in the ABS valving, and in some situations, pressure bleeding is the only method that will work. The high pressure compresses the air bubbles to the point where they’re carried through with the fluid, instead of hanging up in a crevice while the fluid flows by. If you work on newer vehicles, at some point you will need a pressure bleeder. A final advantage to pressure bleeding is this equipment stores a volume of fluid, so you don’t have to worry about running out mid-process. Vacuum Bleeding A vacuum bleeder attaches at each bleeder screw and draws the fluid through the system. It’s just another way of doing it with the advantage of speed when compared to manual bleeding. Vacuum bleeding also is one of the cleaner ways to do it because you’re drawing the fluid through the system directly into a container. You don’t have to worry about catching the fluid that’s pushed out of the bleeder using other methods. Auto-Refill Kits It’s easy to run out of fluid when bleeding brakes. We’ve all done it. A popular option for manual, gravity or vacuum bleeding is a refill kit that connects to the master cylinder and feeds fluid into it through gravity. They usually have a large enough capacity for bleeding or changing the fluid. Are they necessary? No, just a convenience. Final Tips Some newer vehicles with ABS have the option to bleed the ABS modulator and valve assemblies with a scan tool. This uses the ABS pump to force fluid through the system. The advantage is getting air out of the modulator. This often is the quickest and most efficient way to do it, but generally it’s not mandatory if you don’t have the scan tool to do it. The same result can be had with a pressure bleeder. There are two things that are frequently confused – a soft pedal and a low pedal – and it takes experience to recognize the difference. A soft pedal is caused by air in the system, and a low pedal is commonly caused by misadjusted drum brakes, so just be aware of this and don’t confuse the two. With the proper preparation and a little bit of patience, brake bleeding always should be the most routine part of the job. The post Bleeding the Brakes appeared first on Counterman Magazine. View the full article

The Auto Care Association is helping to drive the adoption of U.S. automotive aftermarket data standards in Colombia, with Mercado Libre and Imotriz recently announcing their successful adoption of the association’s data standards for their Colombian marketplaces. Mercado Libre is the largest marketplace in Latin America, and Imotriz is an auto parts marketplace with coverage in Colombia, Ecuador, Costa Rica and Mexico. “This is a significant step forward for the adoption of data standards in Colombia and throughout Latin America,” the Auto Care Association said in a news release. The announcement was made during a data-standards seminar organized by the Auto Care Association, Mercado Libre, Asopartes and Imotriz on Sept. 5 in Bogota The seminar was part of the Auto Care Association’s trade-promotion initiatives, made possible by the Market Development Cooperator (MDCP) award from the U.S. Department of Commerce, International Trade Administration. More than 120 industry stakeholders attended the seminar, which focused on the adoption and benefits of ACES (Aftermarket Catalog Exchange Standard) and PIES (Product Information Exchange Standard) developed by the Auto Care Association. “We are pleased to see that Mercado Libre and Imotriz have adopted our data standards for their Colombian marketplaces,” said Jonathan Larsen, vice president, standards and digital products, Auto Care Association. “Our standards are driving innovation and competitiveness in the region. This is a significant step forward for the adoption of data standards in Colombia and throughout Latin America.” “Standardized product data benefits all players in the supply chain, from manufacturers to online marketplaces like us,” said Mariano Vainstein, marketplace director, LATAM, Mercado Libre. “We’re thrilled to implement data standards that enhance communication and efficiency in the industry.” “We believe that data standards are essential for the growth and success of the Colombian automotive aftermarket industry,” said Jorge Mario Ortiz, CEO of Imotriz. “By adopting the Auto Care Association’s data standards, we are making it easier for our customers to find the products they need and for our suppliers to reach a wider audience.” The Auto Care Association continues to promote the adoption of data standards to improve the efficiency and accuracy of product-data communication in the automotive aftermarket and will host similar data standards adoption seminars in other key Latin American markets over the coming months. For more information on the Auto Care Association’s data standards, visit autocare.org/standards. The post Auto Care Data Standards Gain Momentum in Columbia appeared first on Counterman Magazine. View the full article

Members of the House Energy and Commerce Subcommittee on Innovation, Data and Commerce discussed the REPAIR Act (HR 906) Wednesday on Capitol Hill. The bipartisan Right to Equitable and Professional Auto Industry Repair (REPAIR) Act would provide consumers with expanded repair options by ensuring that vehicle owners can access repair data and tools needed to repair their vehicles. U.S. Rep. Neal Dunn, a Florida Republican, introduced the REPAIR Act on Feb. 9. Since then, the bill has picked up co-sponsors from both sides of the aisle. During the hearing, subcommittee ranking member Jan Schakowsky, an Illinois Democrat, said she has heard from many of her constituents about the issue of Right to Repair, and that the owners and repairers should have access to the vehicle data needed to make repairs. During her opening testimony, Schakowsky also said she is “very much supportive” of the REPAIR Act. Dunn emphasized that when consumers buy a vehicle, they should own that vehicle, including the right to have it repaired. “When I buy a product, a house, a motorcycle, an airplane, it belongs to me,” Dunn said during the hearing. “When consumers buy vehicles, the options to repair or service those vehicles [are] being increasingly restricted. … As vehicle data becomes more important to make repairs, it’s unacceptable for the vehicle manufacturers to exclude independent repair shops from accessing that data, especially if they’re the owner.” He added: “I think forcing auto owners back into dealerships for repairs not only leaves a huge existing industry behind, but it [also] veers toward vertical integration and monopolistic behavior. The REPAIR Act fixes this, just like the hard-working mechanics who fix our cars.” According to a recent YouGov Survey of 1,000 vehicle owners conducted this summer, a sizable majority of Americans support a federal vehicle right-to-repair law that would prevent automakers from restricting vehicle owners’ repair options. Americans believe they should be able to decide where and by whom they have their vehicle repaired as well as who has access to their vehicle’s data. They also showed a strong preference for independent repair shops over dealerships. Key results included: 94% want to choose where their vehicle is repaired 93% want to choose who repairs their vehicle 79% are willing to share their vehicle data with independent repair shops 75% support legislation preventing auto manufacturers from restricting consumer access to vehicle data 74% believe vehicle owners should have access to their vehicle data 63% would take their vehicle to an independent repair shop “Momentum continues to grow for the bipartisan REPAIR Act,” CAR Coalition Executive Director Justin Rzepka said. “Lawmakers on both sides of the aisle understand that when it comes to repairing their vehicles, consumers deserve and expect choices. That’s why the REPAIR Act is so critical. Access to vehicle data is essential to both vehicle owners and the independent repair shops who serve them. We thank the members of the subcommittee for bringing attention to the REPAIR Act today. Swift action on the REPAIR and SMART Acts is needed to protect access to affordable car repairs and promote freedom of choice.” The CAR Coalition, a growing group of companies, associations and insurers involved in the independent automotive aftermarket, praised the subcommittee for putting the REPAIR Act on its agenda. In written testimony, Auto Care Association member Kathleen Callahan, owner of Xpertech Auto Repair in Englewood, Florida, expressed her support for the legislation. “The REPAIR Act will guarantee that our shops can access the data we need to safely diagnose and repair vehicles today and in the future in a manner consistent with the wishes of the vehicle owner,” Callahan wrote. “The REPAIR Act allows the free market to work by prohibiting competition-busting barriers vehicle manufacturers use to protect their competitive advantage. If the vehicle owner prefers the service shop at their dealership, that is their right, but should they choose to have repairs done at my shop, they should also have that right guaranteed. It’s your car. It should be your data.” The post House Subcommittee Examines Potential Impact of REPAIR Act appeared first on Counterman Magazine. View the full article

Standard Motor Products, Inc. (SMP) has released 272 new part numbers in its September new-number announcement. This most recent release provides new coverage in 89 distinct product categories, and 115 part numbers for 2022, 2023 and 2024 model-year vehicles. Standard and Four Seasons continue the expansion of coverage for hybrid and electric vehicles. Standard introduced new offerings in this category with steering-angle sensors for vehicles such as the 2023-2011 Nissan Leaf, and park-assist cameras for the 2017-2016 Chevrolet Volt. Additionally, ABS sensors are now available for the 2023-2021 Volvo XC40 Recharge and cruise-control switches have been added for the 2023-2022 Chevrolet Bolt EUV. Four Seasons has introduced four new blower motors with coverage for more than 1.2 million late-model hybrid vehicles including the 2022-2019 BMW 330e, and air-door actuators for the 2022-2021 Ford Mustang Mach-E. Standard’s ADAS and collision repair programs continue to grow. Blind-spot detection sensors are now available for 1.3 million General Motors SUVs, and park-assist cameras have been introduced for 1.8 million vehicles including the 2022-2020 Toyota Highlander and the 2016-2015 Honda CR-V. Ford vehicles see the introduction of new active grille shutter actuators for the 2022-2019 Transit Connect. Center high-mount stop-light assemblies have been released for Subaru vehicles, and airbag clock springs are new for Chevrolet, Toyota and Scion vehicles. “This latest announcement introduces numbers in multiple categories, and over 100 parts for 2022 and later vehicles, demonstrating our commitment to providing our distribution partners with the industry’s best late-model coverage,” said Jack Ramsey, senior vice president of sales and marketing, SMP. Four Seasons has introduced 59 new part numbers, including new compressors for Ford vehicles such as the 2022-2020 F-250 and the 2022-2020 Transit Series. Eight new air-door actuators offer new coverage for more than 6.9 million import and domestic vehicles, including the 2023-2018 Chevrolet Equinox and 2021-2016 Honda Civic. Additionally, Four Seasons has added hose assemblies for popular vehicles such as the 2019-2017 Subaru Legacy and Outback, the 2022-2015 Mercedes-Benz C300 and the 2018-2016 Chevrolet Malibu. All new applications are listed in the catalogs found at StandardBrand.com and 4S.com, and in electronic catalog providers. The post Standard Motor Products Releases 272 New Part Numbers appeared first on Counterman Magazine. View the full article

Continental has expanded the company’s line of aftermarket ATE electronic parking brake calipers for easy installation on some of the most popular European makes. The 10 newly released parts provide coverage for more than 5 million VIO including models from BMW, Volkswagen, Audi, and Volvo from 2016 through 2021, according to the company. The new ATE electronic parking brake (EPB) calipers are direct OE replacement parts designed to the manufacturers’ OE specifications. They’re all new parts, not remanufactured, Continental noted. “Continental helped make EPB calipers popular with OEMs,” notes Dan Caciolo, head of product management at Continental. “Now we’re seeing rising demand for the electronic parking brake calipers in the aftermarket. We will continue to expand our coverage to meet growing product demand.” Application coverage on the ATE EPB calipers includes Audi A3 Quattro, Q3; BMW 228i Gran Coupe, 228i xDrive, i3, i3s, X1 and X2; Mini Cooper, Clubman and Countryman; Volkswagen Arteon, Atlas and Tiguan; and the Volvo XC90. ATE EPB calipers are provided as complete units that include a loaded caliper and the servo motor that provides the parking-brake function. Depending on the model, the new ATE EPB brake calipers are available in matte black, tornado red and ultramarine blue. The post Continental Adds Electronic Parking Brake Calipers appeared first on Counterman Magazine. View the full article

When it comes to the continuously variable transmission, or CVT, it seems drivers either love it or hate it. I belong to the former camp. My last two vehicles have had a CVT, and I can’t imagine going back to a traditional automatic transmission. I’m reminded of my affinity for the CVT whenever I drive a rental car. After years of everyday driving with a CVT, the hard shifts of a conventional transmission feel crude, jarring and ungainly to me. With that said, I realize I might be in the minority here. There seem to be legions of CVT haters out there, perhaps for some legitimate reasons. Purists say the CVT lacks soul and personality – that it creates a disconnected driving experience – while other critics lament that the CVT is unresponsive and noisy. Some complaints stem from the fact that the CVT gearbox has a reputation for being failure-prone and expensive to repair. Also, it’s been reported that CVTs only last about half as long as traditional transmissions (yikes). If any of that is true, it begs the question: Why CVT? It’s at least a two-part answer, and the first part requires a quick review of how CVTs work. A traditional transmission consists of a fixed set of physical gears in a planetary-style arrangement, with each gear providing a specific fixed gear ratio. By contrast, a continuously variable transmission has no gears. Instead, a CVT employs a steel belt or chain connected to a pair of variable-diameter pulleys to vary its gear ratios. By adjusting the diameter of the two pulleys, a CVT can make on-the-fly adjustments through an unlimited range of ratios to match the speed and power demands of the current driving situation. A computer-controlled, hydraulically actuated system changes the CVT’s ratios during driving. “When a gear-ratio change is needed, one set of pulley faces is pushed together, and the other is drawn apart,” Honda explains on its website. What does all this mean for drivers? Well, the CVT is a smooth operator. With “stepless” gear ratios, the CVT eliminates the shift shock of a conventional automatic transmission – delivering a smooth progression through the range of speeds and (for me, at least) a more enjoyable driving experience. In a 2004 New York Times article, Don Sherman compares the absence of noticeable gear shifts in a CVT to “riding an escalator instead of climbing the stairs.” Because of the CVT’s inherent ability to quickly shift into the correct gear ratio based on the demands of the moment, automakers claim that CVTs deliver improved acceleration and responsiveness compared to conventional automatics. I’ve also read (and experienced firsthand) that a CVT performs better in uphill driving than a traditional automatic. While a conventional automatic might struggle to find the right gear ratio during an ascent, a CVT can find the precise ratio with relative ease – maintaining seamless acceleration without the herky-jerky shifting that can add to the anxiety of driving uphill. Smooth acceleration and a pleasant driving experience are all well and good, but there’s one other benefit of CVTs that I think the automakers love most: better fuel economy. While traditional transmissions use fixed gear ratios that force the engine to run at specific rpm, CVTs continuously adjust the ratio to match the engine’s power output to the vehicle’s speed and load. This allows the engine to work in its sweet spot, resulting in reduced fuel consumption. “The range of drive ratios available is infinite, allowing optimal engine tuning for efficiency,” as Honda puts it. At the end of the day, I think automakers view the CVT as a viable strategy to squeeze more power and efficiency out of smaller engines. I know that’s of little solace to the CVT haters out there. For purists who love the sound and feel of upshifting and downshifting, the CVT is anathema. But, as long as CVTs help automakers meet their overall fuel-economy targets, I don’t see them going away anytime soon. The post Are You Down with CVT? appeared first on Counterman Magazine. View the full article

The Auto Care Association recognized industry leaders who have demonstrated their commitment to the betterment of the automotive aftermarket during its Leadership Days and Legislative Summit hosted in Washington, D.C., from Sept. 20-22. Bill Hanvey, president of the Auto Care Association, presented the awards to those who are going above and beyond to make a difference. Hanvey first honored the recipients of the Auto Care Association Impact Award: Four for the Future, which recognizes four people under the age of 40 who have made substantial contributions within the auto care industry. These individuals have achieved success within their organizations through professionalism, hard work, dedication and the ability to elevate their companies. Award recipients included: Joe DeLorme; director of sales and product management for Dorman Products Shawn Senior, president at Eastern Warehouse Distributors Chelsea Scally, associate director of global mobility for S&P Global and Cindy Talamantes, marketing and communications manager for Global Parts Distributors The association also presented the Auto Care Education Award, or ACE Award, which recognizes companies dedicated to excellence and education by investing in the growth of knowledge and skills within their organization or throughout the industry. Award recipients included: ACE Large Company Award: The Auto-Wares Group of Companies, headquartered in Grand Rapids, Michigan ACE Medium Company Award: ABC Auto Parts with locations in East Texas and the Shreveport, Louisiana, area ACE Small Company Award: .dott, a business and consulting practice dedicated to automotive and commercial vehicle aftermarket leaders with a focus on diversity focus Lastly, Hanvey honored Fred Bunting Sr., chairman of the board of the Auto-Wares Group of Companies, with the Mort Schwartz Excellent in Education Award, created to honor Mort Schwartz, a longtime automotive aftermarket business owner, entrepreneur and now industry consultant “Congratulations to all of our award winners,” Hanvey said. “You exemplify what our industry is about.” The post Auto Care Association Recognizes Industry Leaders appeared first on Counterman Magazine. View the full article

Gaskets and seals can be found anywhere two components are joined together and there’s a fluid (or gas) to be contained. As a rule, a “gasket” is used to create a leakproof seal between non-moving (static) parts. What we think of as a “seal” (pinion seal, front pump seal, wheel seal, etc.) is used when one of the components is in motion (usually a rotating shaft). These also are referred to as “dynamic” seals. O-rings are classified as gaskets, even though they’re commonly referred to as “seals” in certain applications. Whatever your customer chooses to call them, all we really need to know is that they have a leak somewhere that needs sealed! Gaskets are catalogued by their application (valve-cover gasket, exhaust gasket, oil-pan gasket, etc.) but the materials used to manufacture each type of gasket can be diverse. Advances in sealing-material technology over the years have resulted in an ever-changing landscape of paper, rubber, plastic and metal gasket materials used in various assemblies. Cork and paper were the materials of choice for most engine and drivetrain components, apart from cylinder-head gaskets and exhaust gaskets, which require a metallic material composition due to high combustion pressures and temperatures. Elastomeric rubber and silicone materials have slowly replaced cork and paper gaskets, but their lack of rigidity required that these soft, injection-molded gaskets be “captured” in grooves or recesses machined into the flanges they’re sealing. Many modern gaskets feature elastomer sealing surfaces bonded to plastic or metal carriers, providing rigidity and resulting in reliable sealing between flat-milled surfaces. The rigid “backbone” found in many rubber valve-cover, transmission-pan and differential gaskets not only provides support, but also acts as a “compression stop” to prevent over-torquing and crushing the gasket. Metallic gaskets have been used in exhaust systems for many years, but many current flanged pipe and manifold gaskets are of a multi-layer steel (MLS) design. Like MLS head gaskets, these are very thin, and require smooth-machined surfaces to seal properly. Composite metal-graphite exhaust gaskets are thicker and more compressible to help seal imperfect flange surfaces. Compression also is desirable for some single-use metal gaskets that often are overlooked during routine maintenance: crush washers. Crush washers are found on spark plugs and drain plugs, as well as banjo fittings found on some brake hoses and fuel lines. Crush washers most often are made of copper or aluminum, but some manufacturers use steel crush washers on their drain plugs. These are single-use fasteners, and should be recommended if they’re not included with the filter or hose. In some instances, cut or pre-formed gaskets have been eliminated in favor of a chemical sealer. RTV gasket maker and anaerobic sealants are the most common categories, although there are specialized compounds for a few specific applications. Conventional gaskets rely on compression or deformation to create a leakproof seal between components, but chemical sealants create a bond between the pieces and well as filling in the tiny voids and imperfections in the mating surfaces. Known as “formed-in-place” gaskets, these chemical sealants require thorough cleaning of the mating surfaces prior to application, and their strong adhesion can sometimes make later disassembly more difficult. Pre-formed gaskets and chemical sealers rarely are used together. A well-designed gasket is meant to be installed “dry,” except for a small dab of RTV at the joints between multi-piece gaskets. Paper and cork-based gaskets can benefit from the light application of a tacky adhesive sealer to help hold them in position during assembly, although some gasket manufacturers offer gaskets with adhesive backing already applied. Occasionally, you may run across a gasket that’s not catalogued anywhere in your system. While some newer gaskets truly are “dealer-only” items, it may just be that the gasket doesn’t actually exist! I’m often asked for exhaust-manifold-to-pipe “donut” gaskets and oil/transmission-pan gaskets that can’t be found anywhere. In the case of the exhaust manifold, these often are tapered “metal-to-metal” joints, with no gasket between the components. As for the pan gaskets, the OEM very likely used an RTV “form-in-place” gasket maker in place of a pre-made gasket. Selecting an appropriate RTV from your own inventory can salvage the sale, and save your customer the time spent searching elsewhere. On those occasions when a particular cork or paper-type gasket isn’t available from your supplier, you might offer a sheet of gasket material of the appropriate thickness and type so the customer can create a custom gasket to seal in whatever fluid or lubricant they’re presently leaking! The post The ‘Other’ Gaskets appeared first on Counterman Magazine. View the full article

SEG Automotive is bringing its “renowned manufacturing competence and OE quality” to the automotive aftermarket in North America with comprehensive coverage, the company announced. In Jan. 18, 2018, SEG Automotive announced the acquisition of BOSCH’s starter and alternator OEM factories worldwide. It represents more than 100 years of tradition of innovations in rotating electrical products, and SEG Automotive continues its heritage as a leading OEM supplier of new starters and alternators. These innovations also include the first start/stop system, and highly flexible solutions for hybrid vehicles and high voltage e-drives, according to the company. Now the company continues to expand its aftermarket business in North America. “We are excited to announce that our current aftermarket portfolio for starters and alternators is reaching 1,300 SKUs, and this just this month we launched an additional 180 new SKUs to our that existing portfolio that include the highest OEM Tier 1 quality with unassailable reliability,” said David Manor, the director of sales for SEG Automotive North America. “In fact, our aftermarket products are manufactured on our OE lines with the exact same quality standards and components.” SEG’s product offering is supported by a dedicated business unit with localized production in Lerma, Mexico, and distribution warehouses in Mexico and the United States that provide best-in-class customer service, logistics, quality and coverage for the North American aftermarket, according to the company. “We will continue to invest in expanding our portfolio in 12-volt, 24-volt and 48-volt applications to further strengthen our market coverage and to become one of the most relevant aftermarket suppliers in the USA, Canada, and Mexico,” said Roberto Weiler, president of SEG Automotive the Americas. “Our organization has made a commitment to be the last man standing for starters and alternators both for the OEM business and the aftermarket. This guaranteed product and application coverage for today and the future adds another dimension to our role as a reliable partner for our aftermarket customers.” Most people have an SEG Automotive product in their car or commercial vehicle and don’t even know it. The global supplier of starter motors, alternators and components for electrification powers more than 300 million vehicles on the road today. Almost all automotive OEMs worldwide, including major U.S. brands, rely on SEG Automotive’s global production network – with more than 7,000 employees on six continents. The supplier’s portfolio covers a variety of product segments, from passenger cars and light trucks, commercial vehicles and farm and agricultural vehicles to construction and industrial applications. The post SEG Automotive Expands Coverage to Independent Aftermarket appeared first on Counterman Magazine. View the full article

Standard Motor Products (SMP) announced that it completed its strategic partnership selection for an upcoming comprehensive website redesign and Umbraco rebuild. SMP has selected Scandia, a digital marketing and web development agency that it says has a strong focus and history of working with the Umbraco platform. Umbraco is an open-source content-management system. The new websites for smpcorp.com, and its brand-specific properties, aim to redefine the customer experience in the digital space, enhancing navigation, functionality and overall user engagement across the company’s diverse divisions, Standard Motor Products said. With an intuitive UI/UX interface, the revamped smpcorp.com will feature streamlined content, simplified navigation and enriched multimedia functionalities, ensuring users can access all the vital information within a few clicks, according to SMP. “Investors who need up-to-date financial performance data will be able to start their user journey quickly and find what they are looking for through intuitive and readily available tools, while customers looking for detailed product information will swiftly be redirected to the newly designed brand websites,” SMP said. “In addition to aesthetic upgrades, these websites will be rebuilt on the latest release of the Umbraco content management system (CMS). This cutting-edge platform allows for better scalability, security and ease of use for both end-users and the marketing team.” “We look forward to Scandia transforming our vision into reality, as their expertise in web design and Umbraco is why we selected them for this project,” added Jay Eckstein, director of marketing at Standard Motor Products. “We anticipate a corporate site and new brand websites that not only look beautiful but also offer a seamless user experience that will allow our customers, partners, and investors to find what they need, when they need it.” Rebuilding on the Umbraco CMS is a strategic move aimed at future-proofing smpcorp.com, the company said. Umbraco is a fully featured open-source CMS with the flexibility to integrate various third-party applications, enabling businesses to reach beyond the limitations of a traditional CMS and truly craft a digital-experience platform. It’s known for its robustness and user-friendly admin interface, allowing for effortless content updates and website management. The post SMP Announces Comprehensive Website Redesign appeared first on Counterman Magazine. View the full article

Dana Incorporated has introduced the new Ultimate Dana 80 bracketless crate axles that are designed for easy installation on virtually any application. Featuring Dana-engineered Dana 80 housing and a full-float design, the axles contain ultra-strong 4-inch tubes with 5/8-inch wall thickness and Spicer 40 spline nickel chromoly steel axle shafts. “Ultimate Dana 80 bracketless crate axles are designed for the toughest applications and provide unrivaled durability for custom builds,” said Bill Nunnery, senior director, sales and marketing, global aftermarket for Dana. “Enthusiasts can be assured that Ultimate Dana 80 bracketless axles provide a higher torque load, deliver peak protection from environmental contaminants, and perform well even in the most extreme off-road conditions.” Manufactured in Lugoff, South Carolina, Ultimate Dana 80 bracketless crate axles include Spicer performance ring and pinion gears in ratio 3.73 through 5.38. These crate axles provide maximum strength and durability for vehicles with larger tires, according to the company. Featuring a Dana-engineered carrier with ribbed housing design, the Ultimate Dana 80 bracketless crate axles also include an ARB Air Locker, heavy-duty wheel bolt pattern (8 x 6.5 inches), Spicer 1410 strap-style/half-round end yokes and a 69-inch-width wheel-mount surface to wheel-mount surface. To learn more about the new Ultimate Dana 80 bracketless crate axles and Dana products, contact a Dana sales representative or visit DanaAftermarket.com. The post Dana Introduces Bracketless Crate Axles appeared first on Counterman Magazine. View the full article

O’Reilly Automotive recently introduced a new line of private-label brake pads and rotors. Designed for newer-model domestic vehicles, BrakeBest Select Pro brake pads and rotors are “engineered with input from professional technicians to offer a quiet stop, easy break-in and complete corrosion resistance,” according to the company. “Our BrakeBest Select Pro lineup is carefully designed to meet the highest standards,” said David Wilbanks, O’Reilly senior vice president of merchandise. “We worked with our world-class, ISO-certified factory partners to design and deliver a solution that professional technicians will be confident to use every day on domestic vehicles.” The pads contain five layers of noise-canceling shims, ensuring quiet, safe stops. “The rotors are precision machined and balanced to a higher tolerance than others and will perform longer due to the corrosion-resistant coating that covers the entire surface,” O’Reilly added. The signature blue break-in coating not only reduces break-in time, but it also prevents future pulsation or vibration, according to the company. BrakeBest Select Pro pads and rotors are available online and in O’Reilly Auto Parts stores nationwide, including Puerto Rico. The post O’Reilly Unveils BrakeBest Select Pro Pads and Rotors appeared first on Counterman Magazine. View the full article

FCS Automotive recently announced the release of 73 new part numbers. In the new-product release are 19 complete strut assemblies; 11 shock absorber and coil spring assemblies; 11 shock absorber assembly kits; eight fleet gas shocks; and 24 bare struts and shocks. All units are in stock and ready to ship. The new numbers cover some of the most popular applications on the road today, including the BMW 3 Series, Chevrolet Express, Ford F-250 Super Duty, Ford Transit, Hyundai Santa Fe, Jeep Cherokee, Kenworth, Lexus ES 350, Mack, Peterbilt, Volvo XC-60 and Winnebago. FCS, a global supplier in more than 40 countries, emphasizes that its parts are produced to meet strict OE quality processes backed by extensive in-house testing and IATF 16949 and ISO 14001 certifications. The post FCS Adds 73 New Part Numbers appeared first on Counterman Magazine. View the full article

Steady. Adaptable. Resilient. Recession-proof. These are a few of the superlatives that association leaders and members of the trade press (guilty as charged!) often use to describe the automotive aftermarket. Sure, we may be biased. But we’re not the only ones drinking the proverbial Kool-Aid. Many of the same qualities that make the aftermarket a great place to do business also make it a tantalizing investment space for private equity. In recent years, PE firms have been consummating deals at a steady clip. A few notable examples include Kohlberg & Co.’s majority-stake investment in Parts Authority in 2020; Hidden Harbor Capital Partners’ acquisition of Dayco in 2022; MidOcean Partners’ acquisition of Cloyes in 2022; and more recently, Kinderhook Industries’ acquisition of Auto-Wares in March. When MidOcean acquired Cloyes (from Hidden Harbor) in February 2022, it was MidOcean’s third investment in the automotive aftermarket in a span of 15 months. At the time, MidOcean Managing Director Daniel Penn said the firm “continue[s] to see significant tailwinds” in the aftermarket. One could argue that those tailwinds are stronger than ever today. One of the most frequently cited tailwinds is the growing and aging light-vehicle parc. In 2022, the average age of light vehicles in the United States hit an all-time high of 12.2 years, even as the vehicle parc climbed to 283 million passenger cars and light trucks, according to S&P Global Mobility. Meanwhile, the number of eight- to 11-year-old vehicles – the so-called “sweet spot” for the aftermarket – is expected to increase incrementally through 2026, according to the 2023 Mergers & Acquisitions Outlook Report from Stifel and MEMA Aftermarket Suppliers. One lingering impact of the pandemic – the semiconductor shortage – has provided another boost to the aftermarket. Surging demand for consumer electronics at the height of the pandemic triggered (or some might say exacerbated) a global chip shortage. The supply crunch has taken its toll on new-vehicle production, making it harder for dealers to get their hands on new inventory. The scarcity of new vehicles has goosed prices for new and used cars, trucks and SUVs. As a result, many motorists have had little choice but to hold on to their existing vehicles as long as they can. It all supports the narrative that the automotive aftermarket is a safe haven for investment – in good times and bad. “A lot of private-equity investors like it when there’s a stable, steady market,” explains Rick Schwartz, co-founder and managing partner of Schwartz Advisors. “Many people who haven’t dealt with private-equity firms misunderstand how PEs work. Most PEs that we deal with are interested in building businesses and creating jobs. When there’s a slow, steady, stable market, the question is, ‘Hey, if we buy a company – or even if we buy a collection of companies and roll them into one – can we somehow outpace the historical growth?’ Because if they can, that can make for a very attractive investment.” Lightbulb Moment Joe Sparacino, managing director, head of automotive aftermarket for Stifel, points to the Great Recession as a watershed moment when “lightbulbs went off in investors’ heads” that the automotive aftermarket was a great place to deploy their cash. The Great Recession lasted from December 2007 to June 2009, according to the Federal Reserve, making it the longest – and deepest – recession since World War II. During the Great Recession, the unemployment rate more than doubled, and U.S. gross domestic product plummeted 4.3% from peak to trough. Still, even with the economy in a tailspin, publicly traded parts retailers seemed to be doing just fine. O’Reilly Automotive, for example, reported a 42% year-over-year increase in full-year 2008 sales (and even scooped up specialty retailer CSK in a tough credit market). Full-year diluted earnings per share for AutoZone jumped nearly 18%, and the company announced several share buybacks in 2008. Those examples of growth even in the most challenging economic conditions are among the reasons that the automotive aftermarket – hitherto lumped in with the rest of the auto industry – emerged as an attractive investment target for private equity. “Consumers deferred purchasing new vehicles and therefore put more money into the vehicles they already had,” Sparacino says of the recession. “[Parts retailers] weren’t immune fully from the effects of the recession, but they did show stability through that period. And as the credit markets eased on the backside of the recession, private equity really took notice of the space, and you saw investments picking up a lot at that time.” Checking All the Boxes While the performance of the publicly traded parts retailers may have served as a proxy for the overall health of the aftermarket, investors discovered there was a lot to like when they peeled back the curtain. One of the fundamental factors that PE investors consider is the total addressable market, or TAM. With a TAM pushing 300 million light-duty vehicles – and an aging one at that – the $1.8 trillion global aftermarket checks off an important box, says Schwartz. “There may be some industries where a private-equity investor may get excited about a specific business, but it’s not a really big market. How much can you grow it? The big VIO and the aging VIO make [the aftermarket] an attractive space.” The aftermarket’s unique business landscape – its preponderance of small independents and mom-and-pop shops – only added to the allure. Mix in a long, favorable stretch of low interest rates, and it’s been a tantalizing cocktail for PE investors. “You have a lot of family-owned businesses or privately held businesses where there isn’t necessarily a next generation,” Schwartz says. “That presents a good opportunity for the business owners to exit. There’s also an opportunity [for investors] to consolidate and get some scale and reduce some of the operating expenses.” Sparacino adds: “It’s a very fragmented industry and there are clear benefits to scale. This dynamic has drawn private-equity investments in companies that can serve as platforms for consolidation.” Collision Course If any segment epitomizes the aftermarket’s favorable dynamics for PE investment, it’s collision repair. Collision repair has been a bull market for consolidation, with a handful of players – Caliber Collision, Boyd Group and Service King – leading the initial charge. “During the beginning years, the initial consolidators were working on designing and creating the modeling that we’ve watched evolve into what it is today: a large platform of corporate-owned collision centers offering nationwide service,” Laura Gay explains in an article for BodyShop Business. She adds: “Independent shops – both single and small multi-shop owners (MSOs) – sell right and left for many reasons, including COVID, financials, stress, staffing challenges, remaining profitable in the face of inflation and natural attrition.” The M&A frenzy in collision repair has taken some dramatic twists and turns in recent years. Service King, for example, was on the brink of bankruptcy before Clearlake Capital Group acquired the company in 2022 and simultaneously merged it with Crash Champions, creating an auto body conglomerate that boasts more than 550 locations in 35 states and the District of Columbia. In 2019, Hellman & Friedman acquired Caliber Collision and merged it with ABRA (which the PE firm had owned since 2014), creating the largest auto body MSO in the industry. The consolidation is expected to continue, and some newer PE-backed players are emerging. For example, since New Mountain Capital acquired Classic Collision in 2020, the Atlanta-based MSO has expanded from 34 locations to more than 200 today. Meanwhile, TSG Consumer Partners acquired Joe Hudson’s Collision Centers in 2019, and the auto body chain has grown from 110 to 157 locations since the deal, according to the 2023 Mergers & Acquisitions Outlook Report. “M&A activity from these [newer] platforms is expected to continue, and mergers among two or more of these entities is possible,” the report concludes. Private equity has taken quite a shine to the carwash segment as well. Some recent deals include Atlantic Street Capital’s acquisition of Express Zips Car Wash in 2020; Golden Gate Capital’s acquisition of Tidal Wave Auto Spa in 2021; and Percheron Capital’s acquisition of Caliber Car Wash in late 2021. “High fragmentation, strong cash flows, acquisition-multiple arbitrage and advancements in automation are among the many characteristics that make private-equity investment in the carwash sector increasingly attractive,” the Stifel/MEMA report explains. “Since the beginning of 2020, over a dozen private-equity-backed platforms have emerged, with every platform nearly doubling or tripling total site count since initial investment.” Looking Ahead With so many tailwinds and so many favorable dynamics, the automotive aftermarket likely will continue to be a compelling investment target for private equity. Sparacino and Schwartz expect segments such as collision repair, carwash and general repair/service – especially tire – to stay hot. Schwartz also believes that the heavy-duty market is starting to percolate. The steady stream of PE investment certainly is a testament to the health and vitality of the automotive aftermarket. But it’s fair to ask: Is private equity a good thing for the aftermarket? Sparacino and Schwartz believe it is. “The private-equity investors leading consolidations are growth-oriented,” Sparacino says. “They’re looking to back high-quality businesses in partnership with proven management teams to build even better companies.” When PE firms partner with strong businesses and leverage their financial resources and strategic expertise, The post Why Private Equity Loves the Automotive Aftermarket appeared first on Counterman Magazine. View the full article