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The History of K&N Automotive Filters


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    • By Counterman
      link hidden, please login to view, we took an in-depth look at the Consumer Price Index (CPI) and the average vehicle age, highlighting their significant roles in shaping the automotive aftermarket. At the time of publication, we hinted at further exploration into other critical factors that influence our industry, and today, I’ll fulfill that promise by examining gas prices and vehicle miles traveled (VMT), two indicators that give a snapshot of the economy and provide professionals a means to predict the future of the aftermarket landscape.
      First, let’s look at everyone’s favorite expense: gas prices.
      The fluctuations in gasoline prices in the United States are more than mere figures at the fuel pump; they serve as barometers for a variety of factors, including economic health, geopolitical tensions, consumer confidence and the vitality of the automotive aftermarket sector. Gasoline stands as a relatively inelastic commodity, with demand showing little sensitivity to price changes. This is largely because a significant portion of vehicle use, estimated at about 30% for commuting purposes alone, is essential and non-negotiable for many individuals, according to a University of Michigan study.  When considering additional driving for school-related activities, errands and other purposes, visits to the gas station are an inevitable aspect of daily life.
      This inelastic nature of gasoline consumption implies that rising fuel prices compress consumer spending power and escalate operational costs for businesses reliant on transportation. Consequently, there’s a logical link between fuel costs and mileage traveled, especially for discretionary travel. Recent studies, including research by AAA, reinforce this connection, suggesting that as gas prices climb, individuals adjust their travel and lifestyle accordingly.
      AAA released an article in July 2022 summarizing the aforementioned research that they conducted. The article showed that 64% of U.S. adults made changes to their driving habits and/or lifestyle since March 2022, at a time when gas prices were hovering around $4.30 and peaking at $5.03 in June 2022, with 23% of consumers making major changes. As illustrated in the article, of the 64% who reported they were making changes in their driving and lifestyle, 88% said they would drive less, 74% said they would try to combine errands, 56% said they would reduce shopping or dining out, and 30% reported they will delay major purchases.  
      Putting these sentiments into the context of the automotive aftermarket, less driving will put fewer miles on vehicles, leading to extended periods in between the 3,000-5,000 mile oil changes, roughly 6,000-mile alignments and factory scheduled maintenance around the 30,0000-, 50,000-, and 90,000-mile marks. Additionally, if people have less disposable income, they may put off repairs or standard maintenance like an oil change, further increasing the interval of vehicle maintenance.
      However, while less driving may lead to extended periods between routine maintenance tasks such as oil changes, alignments and factory scheduled services initially, this shift in consumer behavior presents a silver lining for the automotive aftermarket. With people potentially delaying maintenance due to reduced disposable income, it stands to reason, vehicles are likely to be held onto for longer periods. This not only increases the likelihood of maintenance and repairs in the long term, but also signals a decrease in the purchase of new vehicles. As a result, the market could see an uptick in older, used vehicles that require more frequent servicing and do not receive warranty services (in other words, an increase in the use of vehicles within the aftermarket sweet spot). This scenario underscores the importance of the automotive aftermarket in supporting vehicle longevity and reliability, highlighting a potentially robust market for service shops and parts suppliers alike.
      However, despite the intuitive connections and survey research, some reports, such as one from TIME, paint a different picture. Research analyzing fuel prices and American driving habits from 2000 to 2022 indicates that by June 24, 2022, U.S. gasoline consumption was nearly 8.93 million barrels per day, slightly below the 9 million daily average since 2000, showing a minor 1% drop. Conversely, gas prices soared to 90% above their average for that period.
      The results of the TIME analysis will be partially corroborated by some of the charts presented in this article, but it is important to understand that the data presented for miles driven is in millions, so even small spikes on a chart will represent rather larger scaled changes.
      To begin our deep dive, we start with Chart 1, which sources data from the U.S. Energy Information Administration and reveals the trajectory of retail gasoline prices across several years, displaying a pattern of highs and lows that correspond with a multitude of external factors.
      link hidden, please login to viewChart 1 As we observe the trend line from January 2014 to January 2024, we see a gradual increase with significant peaks and troughs. The trendline suggests a weak upward trend with considerable volatility, which can be attributed to a range of influences, from geopolitical events, supply disruptions, technological advancements and shifts in consumer behavior. While Chart 1 showing a decade of gas price fluctuations may not explicitly outline the impact on the automotive aftermarket as far as time is concerned (meaning that we can’t accurately predict the price of gas in a few years with time alone), the implications are significant. Higher gas prices can lead to increased demand for fuel-efficient aftermarket products or vehicles, as consumers look to optimize their vehicle’s performance.
      Conversely, lower gas prices can result in more disposable income to pursue vehicle repairs or perhaps drive more in general, which will inevitably lead to a greater need for repairs and vehicle upkeep (more on that to come). Ultimately, whether gas prices rise or fall, the aftermarket can benefit from the resulting changes in consumer behavior, as vehicle owners seek to manage their operating costs or take advantage of economic conditions to use their vehicles more.
      VMT: A Reflection of Changing Times
      As previously stated, VMT can have a significant impact on the health of the automotive industry and the aftermarket. So, let’s jump into Chart 2, which showcases VMT data over the last 10 years, according to the Federal Reserve Economic Data (FRED).
      This chart traces the VMT from January 2014 to October 2023, offering a graphical story of the nation’s driving habits.
      link hidden, please login to viewChart 2 The data shows that simply counting on an increase in driving over time won’t work for predicting aftermarket service demand. Instead, aftermarket businesses should focus on the specific factors that influence driving habits, like economic trends such as inflation and cultural/societal trends such as remote work policies. This understanding is crucial for aftermarket businesses to effectively manage inventory, plan marketing and schedule services. Recognizing that vehicle use can vary widely, rather than following a steady climb, allows aftermarket companies to be more agile and meet their customers’ needs in real time.
      Is There a Correlation Between Gas Prices and Vehicle Miles Driven?
      Various reports and studies have highlighted a discernible link between gasoline prices and the distance traveled by drivers. However, a broader analysis of economic data reveals a more complex scenario. Despite the intuitive connection between fuel costs and driving behavior, the practical demands of daily life in America—such as commuting to work, school and other essential activities—often render the inclination to reduce driving due to higher gas prices moot. (See Chart 3 which integrates information from the preceding two charts.)
      link hidden, please login to viewChart 3 While there’s a connection between gas prices and VMT, it’s relatively weak as indicated by the low correlation coefficient and the even smaller predictive regression score not presented, indicating the presence of other influential factors. For accurate market predictions, we must consider additional variables like geopolitical issues affecting oil supply, policy changes and shifts in oil demand, which can abruptly alter gas prices.
      Similarly, VMT is influenced by factors such as public transportation availability, urban versus rural living patterns and societal shifts toward remote work or “walkable” cities. Changes in consumer preferences, such as a growing interest in environmentally friendly transportation options or online shopping, can also play a crucial role.
      Therefore, automotive aftermarket professionals should consider integrating advanced analytics and diverse data sources into their decision-making processes. This could involve investing in resources that help analyze social, economic and political trends, alongside traditional market data. Engaging with experts in related fields, from energy economics to urban planning, can also enrich their strategic outlook. In summary, a proactive understanding of the diverse drivers behind market changes is essential to navigate the industry’s complexities, capitalize on opportunities and ensure lasting success in a constantly evolving market.
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    • By Counterman
      BendPak recently announced a new strategic partnership solidifying Expert Automotive Equipment as primary distributor for all BendPak brands and products in the Las Vegas Valley.
      “This collaboration marks a significant milestone for both companies, combining BendPak’s renowned expertise in automotive lifts, wheel service equipment and shop equipment with Expert Automotive Equipment’s commitment to providing top-notch products and services to the automotive industry,” the company said in a news release.
      As the primary distributor, Expert Automotive Equipment will represent
      link hidden, please login to view across a wide range of products, including car lifts, tire changers, wheel balancers and various other automotive service solutions. Under the agreement,
      link hidden, please login to view will offer and support equipment sold under the BendPak, Ranger, Cool Boss and Autostacker brands. “We are thrilled to join forces with Expert Automotive Equipment as our primary distributor for the Las Vegas and Henderson communities, and surrounding areas,” said Sean Price, BendPak director of sales operations. “Expert Automotive Equipment’s focus on delivering exceptional products and services aligns perfectly with BendPak’s mission to provide cutting-edge solutions for professional automotive and truck service facilities, as well as our DIY and enthusiasts customers. This partnership will undoubtedly enhance the accessibility of our products and provide the support our customers need across the Las Vegas Valley.”
      Expert Automotive Equipment, a respected name in the automotive equipment distribution industry, has years of experience and a strong reputation for customer satisfaction, BendPak noted. 
      “We are proud to be chosen as the primary distributor for BendPak, a brand synonymous with quality and innovation in the automotive equipment industry,” said Scot Salisbury, owner and founder of Expert Automotive Equipment. “This partnership helps us deliver on our goals to provide our customers with best-in-class products, empowering automotive professionals to achieve new heights of efficiency and excellence in their operations.”
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    • By Counterman
      Lumileds has introduced the Philips GoPure GP5611 automotive air purifier, designed to clean air quickly and efficiently to reduce the transmission of airborne viruses, bacteria and allergens.
      Designed to fit in most vehicle cup holders, the USB-powered GP5611 filters the cabin air with three technologies: a Philips SaniFilter Plus filter, a HESAMax filtration cartridge and a powerful UVC light, according to Lumileds.  
      The Philips SaniFilter Plus filter captures bacteria and respiratory viruses as well as airborne allergens including pollen, dust mites, mold spores and pet dander. It features an anti-microbial layer to inhibit the growth of microorganisms inside the device, including mold spores.
      The SaniFilter Plus filter has been tested at IUTA laboratory in Germany and proven to capture 99% of ultra-fine particles, including particles as small as 0.004 microns that can get deep into the lungs and create serious health risks, according to Lumileds.
      The Philips HESAMax cartridge (high-efficiency sorbent agent) removes chemicals, harmful gases and unpleasant odors from the car, including formaldehyde, toluene and volatile organic compounds (VOCs). The cartridge contains two types of HESA material: white beads that draw formaldehyde from the air, break it down and safely lock it within the cartridge; and black carbon beads that absorb unpleasant smells.
      For an added layer of protection, bacteria and viruses trapped in the GP5611 filters are killed by exposing them to ultraviolet light, according to Lumileds. UVC light has been used for sterilization in hospitals, hotels and public transportation for decades.
      Lumileds noted that the GoPure GP5611 UVC LED technology emits zero ozone.
      “The GoPure GP5611 is powerful enough to filter all the air in an average passenger vehicle in about 10 minutes, and since it fits in most vehicle cup holders, you can be up and running in less than a minute,” said Aubry Baugh, Lumileds senior manager, aftermarket marketing leader, NA.
      In typical use, the SaniFilter Plus and HESAMax filters only need to be replaced about once a year. The UVC LED module will last for the lifetime of the device, according to the company.
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    • By Counterman
      The fuel system, as a whole, is responsible for delivering fuel from the tank to the engine, then metering it into the combustion chamber. It consists of the tank, the lines, the pump and the metering device. If only it was as simple as it sounds. The challenge lies in the continual changes over the last century, and how the frequency of changes has increased over recent decades.
      The heart and identity of any fuel system is the metering device or system that controls the flow of fuel into an engine. As a counter professional, you’re going to hear it all, and you’ll have to answer it all, so here’s a rundown on the major changes and differences over the years.
      Carburetion Systems
      A carburetor is a basic mechanical device, and the primary metering device used on the earliest automobiles. Carburetors held their ground until the late 1980s, when the last examples were eventually replaced by fuel injection. The job of a carburetor is to not only meter the fuel but also to properly mix it with the air flowing into the engine through the process of atomization.
      As the automotive industry began to migrate to fuel injection, a knee-jerk reaction opposing fuel injection ensued. We were familiar with carburetors, and liked the fact that they were mechanical devices that could be repaired and rebuilt using basic hand tools, and there were no electronics involved. Regardless of who made the carburetor or what style it was, an experienced technician could diagnose and repair a problem without the need for service information, scan tools or electronics.
      Though considered “simple,” carburetors are more complicated than they seem, with multiple different circuits to manage all aspects of engine operation. “Tuning” a carburetor – the art of balancing performance, efficiency and drivability – takes a considerable knowledge of engine operating principles, and the patience and precision to get it right.
      The majority of carbureted vehicles utilize mechanical fuel pumps, driven off the engine. This too adds to the attraction of these vehicles, as again there were no electronics involved. The drawback to carburetors came in their lack of ability for precise fuel control. They simply couldn’t keep up with the tightening noose of emission and fuel-economy standards that was in full force by the 1970s. As the end of their use in production automobiles came near, some electronics were incorporated into them, but ultimately proved ineffective.
      Today, any professional will admit – regardless of complexity – that fuel injection is simply superior and necessary. However, carburetion is still popular on old vehicles, partly because of its relative simplicity, but also due to the popularity of restoring old cars to their original state. While far from commonplace, carburetor rebuild kits aren’t going away anytime soon.
      Fuel-Injection Systems
      The advantage of fuel injection is the ability to precisely control fuel delivery under all operating conditions. Not only is this a necessity for emissions and fuel economy, but it also has a major advantage in drivability – an operational attribute that goes hand in hand with efficiency and performance.
      Attempts at fuel injection are as old as the internal combustion engine itself, but in the early days, too many bugs made it undependable. By the 1950s, substantial engineering efforts were applied to develop fuel injection, both in the United States and Europe. One of the more well-known systems was the original Rochester fuel injection developed by Chevrolet for the 1957 Chevrolet and Corvette.
      The idea behind developing this fuel injection wasn’t in the interest of horsepower or emission control. It was drivability, with the goal to eliminate the undesirable and unavoidable attributes of a carburetor, including fuel slosh in the fuel bowl and the transition between primary and secondary circuits. As you may expect, racers played a substantial part in all this, and the best part is they were very successful, and it unlocked horsepower as well!
      The Rochester fuel-injection system was available from 1957 through 1965, but it ultimately failed for only one reason: cost. It was an expensive option, and with the muscle-car wars in full force and much higher-horsepower carbureted engines available for a fraction of the cost, nobody was buying.
      By the late 1970s, fuel injection was better-developed, and this time emissions and fuel economy played a strong part. It began its rise to the top, and thanks to the advancements in electronic and computer technology, it got there quick. By the early 1990s, carburetion was all but gone from production automobiles.
      Fuel-injection systems can be separated into multiple categories and types, and since you’ll hear multiple terms, here’s how to tell them apart.
      Mechanical Fuel Injection
      Early gasoline fuel-injection systems were mechanical. The pumps were mechanical, and fuel was delivered directly to nozzles located in the intake manifold. The pressure of the fuel caused the fuel injectors to open. A type of air meter was necessary, but early systems relied primarily on vacuum signals or mechanical linkage between the air meter and fuel-distribution meter to determine the proper amount of fuel. Very minimal if any electronics were involved in these systems.
      Early diesel fuel-injection systems were purely mechanical as well, but the difference was the required fuel pressure. It doesn’t require much pressure to inject fuel into an intake manifold, but it requires extremely high pressure to inject fuel directly into a cylinder (such as is necessary for a diesel). Diesel-injection pumps housed a mechanical high-pressure pump to feed the fuel to the injectors.
      One of the most common gasoline fuel-injection systems to become popular beginning in the late 1970s was the Bosch Continuous Injection System (CIS). This, too, was overall a mechanical system, but an electric pump supplied the fuel, and minor electronics played a part in cold-start functions as well as fuel-mixture control.
      Electronic Fuel Injection
      Electronic fuel injection was a terminology that became well-known in the 1980s and was often indicated by the letters “EFI” on the back of a car. It seemed revolutionary at the time, and it indicated that the systems were now completely electronically controlled. It was this point in time when fuel pumps found their way into the gas tank; injectors were basically solenoids that opened the injector upon command from a computer; and the computer – along with a myriad of sensors – controlled everything surrounding the operation of the system.
      Even though EFI was an early term that would now be as redundant as saying you have antilock brakes on a new car, it’s technically still an accurate term. It’s just not used often because it’s assumed – and correctly – that everything on a new car is tied to electronics. EFI is a term that can include many different types of fuel injection.
      Throttle-Body Injection
      Throttle-body injection (TBI) refers to the fuel injector(s) being located in a throttle body that looks almost like a carburetor at a glance. 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 they already had such as the same intake manifolds and air cleaners. TBI was most common in the 1980s and early 1990s.
      We’ve always loved fancy names. Have you ever heard of cross-fire injection? It was two throttle bodies at opposite corners of the intake manifold.
      Port Fuel Injection
      TBI was at a disadvantage because airflow was interrupted by the injector, and port injection was the next advancement in line. Port, or multi-point injection injects fuel into the intake runner just before the intake valve for each cylinder. The advantage is the ability to precisely control the fuel delivery and balance the airflow into each cylinder, leading to increased power output and improved fuel economy.
      Early mechanical fuel-injection systems were port-injection systems, sans electronic control. Seem confusing? Many fuel-injection terms cross over from new to old technology. There are just so many manufacturer-specific names that it can be confusing! Like EFI, port injection was widely advertised as the latest greatest advancement, with tuned port injection topping the performance charts. Port injection still is the most common type of fuel injection used today, but when was the last time you saw it called out? Nobody really says it anymore because it’s not new. But there’s another technology that we’re not done talking about, and that’s direct injection.
      Direct Injection
      Direct means the fuel is injected directly into the combustion chamber. Direct injection has been around for years in the diesel world, but it’s still relatively new for gasoline engines. The challenge with this type of injection is injecting the fuel into the high compression of the combustion chamber. Just like a diesel, it requires extremely high fuel pressure, and gasoline direct injection utilizes a typical electric pump to supply fuel to the rail, plus a mechanically driven high-pressure fuel pump to supply the necessary pressure for injection.
      The primary advantage of direct injection is that there’s 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.
      There are additional advantages of reduced emissions and better fuel economy, but there also are some now-familiar drawbacks, including carbon buildup on the backs of the intake valves, low speed pre-ignition and limited high-rpm performance. For this reason, many manufacturers are combining both direct- and port-injection systems.
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    • A-premium Auto Parts:5% OFF with Code GM5.
    • By Counterman
      NPW announced the addition of Automotive Installers Warehouse (AIW) to its network.
      AIW, a customer of NPW since 2013, has joined forces with NPW as part of its ongoing growth efforts.
      Under the leadership of owner Omar Mesa, “AIW has consistently delivered exceptional service and expertise to its customers,” NPW said in a news release.  
      Mesa has transitioned to NPW with the move, “bringing his wealth of experience and industry knowledge to the team.”
      “NPW has been a great partner to AIW over the years, and I am excited to continue serving our customers as part of the NPW family,” Mesa said.
      As part of the integration process, AIW’s location was consolidated into NPW’s Miami location, further optimizing operations and enhancing service efficiency, according to NPW.
      “We are thrilled to welcome AIW to NPW and are confident that their expertise and customer-centric approach will enhance our capabilities in serving this market,” NPW CEO Chris Pacey said. “This expansion aligns with our strategic goal of strengthening our presence in South Florida, and we look forward to leveraging AIW’s resources to better serve our customers in this region.”
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