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APA’s Steve Tucker: ‘We See Demand Continuing To Be Strong’
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By NAPA
Brad Sweet and the
link hidden, please login to view No. 49 team returned to action for the 2024 season in spectacular fashion, winning at the DIRTcar Nationals at Volusia Speedway Park in Florida.
Four nights of racing began on Wednesday with the Big Cat showcasing his skills right from the start. The Kasey Kahne Racing driver qualified fourth in Flight A with a blistering time of 13.513 seconds. He continued the momentum in his heat race, securing a second-place finish and guaranteeing him a spot in the Fast Pass Dash. Sweet dominated the dash, picking up the win after starting on the pole. In the first main event o f 2024, the NAPA No. 49 machine proved unstoppable for 25 laps, earning the win and solidifying Sweet’s status as a giant of the sprint car world.
On Thursday night, however, a different story unfolded for the five-time champion. Sweet qualified fifth in Flight B, posting a solid time of 13.430 seconds, but his heat race presented a challenge. He started third but slipped to fourth, relegating him to a 14th-place starting position in the feature. He ultimately finished 15th, determined to bounce back on Friday night.
On Friday, the NAPA team hit the reset button and prepared for another shot at a win. Sweet posted a time of 13.359 seconds in qualifying, securing the third spot in Flight B and setting a strong tone for the evening. During heat race action, competitor David Gravel ran Sweet up the track, forcing him over the cushion and into the brakes of the No. 49 machine. He regained momentum, though, and ultimately finished third after starting second. Friday’s feature race truly highlighted Sweet’s racing prowess as he battled his way through the field from a 10th-place start to finish on the podium in third.
On the final night of the DIRTcar Nationals, the NAPA No. 49 team had one last shot at a $20,000 payday. The Big Cat hit the charts at 13.452 seconds in qualifying, placing him fifth. In his heat race, Sweet charged from third to second, placing him in the dash. Although he did not advance from his eighth-place starting spot in the dash, Sweet continued undeterred into the feature race. He stood out among the fierce competition, climbing from an eighth-place starting spot to another podium finish of third. Sweet and the NAPA team ended the weekend third in overall event points.
Next up for the Sweet and the No. 49 team is the start of the High Limit Racing season at East Bay Raceway Park in Tampa.
Start / Finish:
Wednesday, Feb. 7: 1 / 1
Thursday, Feb. 8: 14 /15
Friday, Feb. 9: 10 / 3
Saturday, Feb. 10: 8 / 3
Next Race: Monday, February 12, East Bay Raceway Park, Tampa, FL
How to Watch or Listen:
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By jazroot84
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By Counterman
You might not be able to see it, but an accessory-drive belt is always both speeding up and slowing down. When a piston accelerates downward after the ignition of the fuel and air, the crankshaft speeds up and then slows down as it reaches the bottom of the stroke. These changes in speed are minimal, but big enough to cause problems over time.
If the pulses aren’t minimized, they can hammer the belt and the attached rotating components. On a four-cylinder engine, the degrees of rotation between power pulses are greater than on a V-8 – so the amount of change in speed on the four-cylinder pulley is greater than on a V-6 or V-8. This has a direct effect on how the belt system is designed.
The belt-drive system is working hardest when the engine is at idle. When the engine is below 1,000 rpm, the alternator, A/C compressor and power-steering pump are putting the greatest strain on the belt.
Some of the forces can be taken up by the belt slipping on the pulleys. But, slipping causes friction and wear on the belt, as well as flutter. Over time, the slipping can get worse as removal of material from the ribs causes the belt to bottom out.
There are three components that help to keep the belt on the pulleys without slipping. The tensioner, harmonic balancer and decoupler pulley work together to keep the accessory-belt system quiet and the belt lasting until the replacement interval.
Tensioner
The tensioner applies force on the belt. Some tensioners have devices that dampen the movement of the spring and arm, helping to keep constant force on the belt even under a wide variety of conditions.
Harmonic Balancer
The harmonic dampener puts a layer of soft material between the crankshaft and outer ring of the pulley. The material helps to dissipate the power pulses and resonant frequencies. While the dampener may only flex one or two degrees of movement, this takes a lot of strain off attached components.
Decoupler Pulley
Some alternators have a decoupler pulley. This device serves two purposes. First, it helps to decouple the pulley from the alternator with a one-way clutch. The decoupler reduces parasitic losses by not having to fight against the momentum of the armature in the alternator while the engine is decelerating and accelerating.
Some decoupler pulleys have a spring and friction dampener to reduce vibration. When an alternator decoupler pulley is compromised, it can no longer absorb the same level of abuse, which has a trickle-down effect throughout the system.
Alternator decouplers and pulleys should be inspected every 10,000 miles for wear. Early design versions have a service life of 40,000 to 60,000 miles, with more recent versions lasting more than 100,000 miles.
When inspecting a decoupler or pulley, there are two signs that replacement is needed. First, after shutting down the engine, if there’s an audible buzzing, the bearings in the pulley have likely failed. The second sign depends on whether the vehicle has a one-way clutch (OWC), overrunning alternator pulley (OAP) or decoupler (OAD).
With the inspection cap/cover removed and the center locked, turn the pulley or decoupler with the appropriate tool. If it’s an OAP or OWC, the pulley can only be turned in the clockwise direction. If it’s an OAD, a counterclockwise turn will reveal a noticeable increase in spring force; a clockwise turn will only have slight resistance. The tensioner, harmonic balancer and decoupler pulley work together to keep the belt in contact with grooves in the pulleys. The three components are engineered together to match the engine. If one part is compromised, all are compromised, including the belt.
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By Counterman
In link hidden, please login to view, we gave leaders from the major distribution groups and trade associations an opportunity to reflect on the most critical issues affecting the automotive aftermarket. For the second year in a row, we let distribution leaders “riff” on these topics in their own words.
Here’s what Steve Tucker, president of Automotive Parts Associates, had to say on the topic of consolidation in the aftermarket.
The consolidation of the aftermarket has been a conversation for so many years now that it almost seems unnecessary to discuss further. Far too many see the independent WD as just “hanging on” and perhaps even as a relic of bygone years. Those of us who live in this space every day know different!
There is no question that there are fewer individually owned and independent warehouse distributors out there. There are still hundreds out there, however, that not only continue to survive but are thriving. The strengths of the players in the independent space are often difficult for the big-box guys to replicate. These business owners operate very close to the street and can quickly adjust to changing market conditions, see trends and act accordingly.
Servicing the customer and handling issues quickly continue to be the primary drivers, and our companies excel in those areas without question. Having true professionals with extensive parts knowledge working with our customers is a key differentiator for us. While we all do substantial business online with our customers, there is no substitute for personal attention especially when an issue needs timely resolution.
Additionally, our companies continue to see value in supporting name brands. As vehicle complexity continues to mount, technician customers are looking for brands they trust to ensure the repair is done right, and so the independent aftermarket continues to support our customers with manufacturer brands whenever possible.
Another aspect of the business that has been growing at an ever-increasing rate is the availability of good data and tools to mine and use that data to tailor inventories, maximize space, control deliveries, and improve virtually every aspect of the business models. I feel strongly that this is a key area that all the program groups invested in to provide those tools to our memberships in an easy-to-use concise toolbox. Data is king, and knowing how to take that data and use it to maximize the rest of our capabilities is critical for success and growth.
We can then tie this all together with a strong and responsive industry association that all of us need to support as they look out for us at a national level not only with legislative issues, but also by providing support with environmental initiatives, economic information, and best practices support. Our Auto Care Association is one of the best ways we can all ensure our future and the future of those that follow us in the independent aftermarket. I think for most of us this isn’t just a career, it is truly a lifestyle, and we need to work with Auto Care to leave this business in a great place for the next generation.
I look at other businesses such as pharmacies, retail, hardware, etc., and while the big-box guys have certainly impacted there as well, I still see a big number of independent businesses operating there as well and they do so based on the same “blocking and tackling” mentality we use. Service the customer! As a parting thought, and if you haven’t done so, I recommend you watch the Tom Hanks movie “A Man Called Otto.” In one of the opening scenes, he is attempting to buy a 5-foot length of rope in a hardware store and the cashier cannot sell him rope by the foot because the system only sells in yard increments. Our folks would’ve figured it out!
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