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By Counterman
On modern vehicles, overheating is a rare occurrence thanks to high-quality hoses, thermostats and better engine management. Unfortunately, the weak point is still the coolant. Whether it’s a 100,000-mile or 150,000-mile coolant, eventually it will break down and lose the ability to protect the components with which it comes into contact.
Coolant at 100,000 miles may look the same as coolant with zero miles, as the real difference between good and bad coolant can’t be seen with the naked eye; it is in the chemistry and based on mileage.
Coolant contains additives called buffers that keep it at a neutral pH but these buffers are meant to last forever. When these chemicals become depleted, the pH can’t be controlled. It rises dramatically in a short period of time the moment the buffers are fully depleted. This is why replacing the coolant at the recommended interval is critical.
Coolant has two specifications that can be used to justify replacement — the condition of the additive package and the freezing point.
The additive package is the secret sauce for a coolant. Its main function is to control corrosion. Other components of the additive help with heat transfer and cavitation reduction. Some additive packages use seal conditioners to extend the life of the gaskets and plastic carriers.
The freezing point is measured by the overall specific gravity of the coolant, which has a direct relationship to the coolant/water mixture. This test can help spot coolant that has been compromised by the owner topping off with water. This measurement works well on systems that do not have pressurized reservoirs.
The strength or freezing point of coolant can be measured with a simple hydrometer. This device uses a calibrated float or plastic balls (not as accurate) to show the specific gravity of the coolant. This, in turn, shows how much freezing/boiling protection the coolant offers. You must remember to compensate for temperature because the specific gravity (density) of the coolant is lower when the coolant is hot.
The more professional tool for this purpose is an optical refractometer because it is very accurate and automatically compensates for temperature. Be aware: these are not simple, inexpensive tools. A refractometer can cost up to $300 or more because of the precision optics in its lens. Ethylene glycol (EG) and polyethylene glycol (PG) antifreeze have slightly different densities, so you have to use a hydrometer or refractometer with the appropriate scale (or one with a dual scale) for accurate test results.
Color-coded chemical test strips that are dipped into the coolant can be used to quickly and easily reveal the condition of the coolant. These strips of coated capillary paper react to the presence of certain dissolved minerals in the coolant and change color to give a good, marginal or bad indication of the coolant’s pH condition. Some test strips also show the concentration of antifreeze in the coolant.
The added benefit of test strips is that the results can be shared with the owner by attaching the used strip to the inspection form.
But, mileage is the gold standard for any coolant replacement recommendation. Engineers and chemists spend a lot of time formulating the coolant to match the engine and interval.
If you are performing a water pump, heater core or hose repair, recommend a full coolant flush. Just topping off the coolant can lead to a mixed bag when measuring the pH and freezing point. Also, check the specific gravity before a repair. Many customers know how to top off their coolant with water that could dilute the coolant concentration.
Selling any fluid maintenance service is difficult these days. But, if you document and educate customers on the importance of coolant, it becomes more than just an “add on” service.
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By Counterman
It’s been estimated that fraudulent warranty claims cost auto parts stores $600 million every year.
Those costs stem from a number of expenses that are set in motion by a return, including manually processing credits; reverse logistics and transportation; repackaging products; and additional quality-control testing to rule out major defects in materials.
The “Check the Part” campaign estimates that more than 50% of warranty returns are either brand-new or not the manufacturer’s product – which suggests that many parts professionals aren’t even looking at the item that’s being returned.
Endorsed by MEMA Aftermarket Suppliers and the Auto Care Association, the campaign encourages parts professionals to follow a simple three-step process when processing warranty returns:
Open the box. Inspect the part. Verify the return. Recently, Dorman Products published a return guide for CV-joint kits.
If a customer wants to return a CV-joint kit, Dorman offers these three tips to help to determine if it’s a valid warranty claim:
Open the box and make sure the correct part is in the box. Some customers may try to return unrelated products and heavy objects as a scam. Dorman parts will be laser-etched with the part number as shown. OEM parts or parts from other manufacturers are not valid returns. Some joints come lubricated from the factory. Others have grease supplied. Grease must be installed in all cases. No joint can last without lubricant! Verify grease was present – the unit should be pretty messy when returned. If you see rust, blue discoloration or distorted components, it’s likely the joint had too little grease and thus is ineligible to be returned. Please share examples of ineligible returns on link hidden, please login to view. You can download a PDF of the return guide below:
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By NAPA
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By Counterman
The driveshaft coupler might be one of the most overlooked undercar components. It’s known by many other names, such as driveshaft coupling, flexible driveline coupling, driveshaft coupler flex joint and flex disc.
You also might know this part as a “giubo,” a term that was coined by its inventor, Antonio Boschi. You’re most likely to be familiar with it if you have customers who own European luxury vehicles, but you’ll also find it on some domestic applications.
The driveshaft coupler connects the transmission, driveshaft and differential, ensuring a smooth transfer of rotational motion and optimal road performance.
You can think of the driveshaft coupler as a vibration dampener. Whenever the transmission transfers power to the differential, the driveshaft coupler loads up to dampen the vibrations, and it prevents driveline misalignments. On a Mercedes, you’re likely to find two driveshaft couplers: one in the front and one in the back. But you also might encounter this component on a number of other makes and models, including late-model and classic applications.
Driveshaft couplers also can help compensate for misalignments. Vehicles are subject to various forces and flexing while in motion, leading to potential misalignments in the drivetrain. Driveshaft couplers can flex to accommodate these misalignments, ensuring continuous power transmission without undue stress on other components.
The design of a driveshaft coupler must account for several factors, including torque requirements, rotational speeds, temperature ranges and the types of loads (static, dynamic, shock) it will encounter. The materials used – such as rubber, polyurethane or advanced composites – are selected based on their ability to provide flexibility, durability and resistance to wear, heat and chemical exposure.
Rubber is commonly used for its excellent vibration-dampening properties and flexibility, while polyurethane offers greater durability and resistance to oils and chemicals, albeit with a slight increase in transmitted vibration.
Driveshaft couplers tend to last a long time. But, given that they’re called into action every time the throttle opens or closes or a gear change occurs, they’re not invincible. While driveshaft couplers are designed for durability, they are, by nature, wear items. Over time, the stress of torque transmission, exposure to environmental elements and the constant flexing can lead to material degradation.
As a driveshaft coupler wears out, it loses its ability to absorb vibrations and reduce shock forces. When that occurs, drivers and passengers are going to feel it. Symptoms include vibrations or a clunking sound emanating from underneath the vehicle, which might get worse as the vehicle accelerates. A rough shifting feeling when putting the vehicle in drive or reverse is another potential sign of a failing flex disc.
Why are driveshaft couplers more prevalent on European vehicles? Well, there are several explanations. One is that European automakers prioritize precision engineering, ride quality and handling in their vehicle designs. The use of driveshaft couplers aligns with this philosophy, as these components enhance driveline smoothness and absorb vibrations, leading to a more comfortable and refined driving experience. Plus, European drivers tend to have high expectations regarding vehicle dynamics and comfort, and driveshaft couplers ensure smoother power delivery and reduce NVH levels.
Also, European cars – especially luxury and performance models – frequently feature rear-wheel-drive or all-wheel-drive configurations, which inherently require more complex drivetrain layouts. Driveshaft couplers are essential in these setups to manage the alignment and movement between the transmission, driveshaft and differential.
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