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BCA Bearings Adds 12 New SKUs To Aftermarket Product Line
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By NAPA
Chase Elliott and the No. 9 link hidden, please login to view team qualified ninth for Sunday’s NASCAR Cup Series race at Kansas Speedway. Elliott finished stage one in 10th and followed that up with an 11th-place result in stage two. The 28-year-old driver lined up fourth for an overtime restart in the final stage, driving to a third-place finish. It was Elliott’s second consecutive top-five result and his fifth top-five in the last six Cup Series races. The 2020 NASCAR Cup Series champion ranks third in the points standings, just 55 markers behind the leader. Chase Elliott started ninth in Sunday’s rain-delayed NASCAR Cup Series race at Kansas Speedway and was scored in the 14th position on lap 10 when he reported that his No. 9 NAPA Auto Parts Chevrolet Camaro ZL1 was tight. As the run went on, he radioed that his Chevy’s handling was coming to him. Elliott was in 15th when green-flag pit stops started near lap 30. Crew chief Alan Gustafson called the driver of the No. 9 to pit road on lap 33 for four tires, fuel and an air-pressure adjustment. He was back inside the top 15 once the field cycled through pit stops. By lap 62, he found his way to 10th where he remained to end stage one on lap 80.
After pitting for four tires and fuel during the stage break, Elliott took the green flag for stage two from the ninth position on lap 89. A chaotic restart shuffled the 28-year-old driver back to 15th, but as the run went on, he made up ground and climbed to 12th by lap 113. As green-flag pit stops were drawing near, Gustafson asked Elliott for feedback on the NAPA Chevrolet. After receiving positive comments from his driver, Gustafson radioed for Elliott to visit pit road on lap 119 for four tires, fuel and an air-pressure adjustment. Once the pit cycle was complete, Elliott was back up to 12th and continued to close in on the cars ahead of him. By lap 143, he re-entered the top 10. He battled hard to remain in the 10th position, but another car just barely beat him to the line to finish stage two, relegating Elliott to 11th.
Under the stage-ending caution, Elliott reported that he really liked his NAPA Chevy’s balance. He brought the No. 9 Chevrolet to the attention of his pit crew for fuel and four fresh tires. A fast stop gained Elliott three spots on pit road. He started the final stage from the eighth position on lap 173. The early portion of the stage was plagued with cautions, with Elliott and the No. 9 team opting not to pit during the first few yellow flags. When the caution came out again on lap 198, Elliott pitted from the ninth position for four tires and fuel. Varying pit strategies put Elliott in the 20th position as the field lined up for the choose cone. He took the outside lane for the restart on lap 205 and powered his way back inside the top 15 on lap 208. Elliott continued his climb forward, reaching 10th less than 10 laps later. As the long green-flag run went on, he gained two more positions. Elliott was in eighth after a caution came out on lap 261, which sent the race into overtime. When pit road opened, Gustafson called Elliott in for right-side tires and fuel. Elliott was the fourth car off pit road, with the top nine cars all taking two tires. The 2020 Cup Series champion lined up on the outside of the second row for the overtime restart. He battled intensely in the final two laps to take the checkered flag in the third position.
The finish was Elliott’s second consecutive top-five finish and his fifth top-five in the last six Cup Series races. The Hendrick Motorsports driver leaves Kansas Speedway third in the Cup Series points standings, just 55 markers behind the leader.
Start / Finish: 9 / 3
Points Standing / Total: 3rd / 412 pts. (-55)
Next Race: Sunday, May 12, Darlington Raceway
How to Watch or Listen: 3:00 p.m. ET on FS1, MRN or SiriusXM
NAPA:
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By Counterman
link hidden, please login to view has expanded its parts offerings for vehicles in the United States and Canada, adding over 70 new parts to the INA, LuK and Schaeffler Bearings portfolios in the first quarter of 2024. These additions expand application coverage to an additional 30 million vehicles in operation, the company said. New LuK products include 9 different Clutch Kits, including traditional LuK RepSets and RepSet DMFs. The newly released Clutch Kits provide coverage to many common vehicle applications, including various Toyota, BMW and Volkswagen models, accounting for 4.3 million vehicles in operation, the company said.
Specifically, LuK 16-126, for Toyota Tacoma 2016-2021 applications, provides coverage for over 1.3 million vehicles in operation, the company said.
The Schaeffler Bearings product portfolio has expanded its offering to include 36 new part numbers, including Hub Assembly and Hub Assembly Kits, providing coverage for over 30 million vehicles in operation. With this expansion, Schaeffler said it provides a broader selection of single bearing components, as well as WheelSets for a more comprehensive repair solution.
The Schaeffler Bearings product expansion includes various EV applications for Tesla and Polestar, showing Schaeffler’s “unwavering commitment to innovation and enhanced engineering capabilities,” the company said. WH13371, for Polestar, Polestar 2 2021-2023, and various Volvo applications, provides coverage for over 400K+ vehicles in operation, according to Schaeffler.
The product line expansions of Schaeffler’s three brands in 2024 builds upon those released in 2023. The new products support many types of vehicles, including internal combustion, hybrid and fully electric vehicles under the LuK, INA and Schaeffler Bearings & Seals brands.
For information, visit
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By Esacivic
Hey y’all I have a 1989 Honda civic hatch and I’m looking to build up a strong suspension but I’m unsure of some quality brands for them. I’m looking for anti roll bars that are beefier then stock, full control arms all around, camber kits front and rear, sway bar.
any and all help is appreciated thank you
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By Counterman
link hidden, please login to view, an ADD Group brand, announced the launch of 30 new complete strut assemblies for light vehicles, SUVs and pickups, which it said represent more than 10 million vehicles in new coverage. The launches covers a range of vehicle applications, including the Hyundai Tucson, Kia Sorento and Acura RDX, in addition to brand-new applications, such as the GMC Acadia 2021, Chevrolet Blazer 2021, and Subaru Outback 2021, among others.
“These new items come to expand our coverage for the US aftermarket. As an OE supplier, we continually invest in research and development, delivering innovative solutions from OE to our clients in the aftermarket. The new products are in stock and ready to ship,” said Bruno Bello, director of global marketing.
For more information, call 1-770-238-1611, visit
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By Counterman
This article, contributed by Tom Cook, is courtesy of link hidden, please login to view
All companies engaged in the global supply chain seek to lower the “landed costs” on their goods in imports and exports sales, purchasing and operations.
While there are numerous components that make up “landed costs,” duties, taxes and tariffs are a huge factor and can often be a detriment to global trade.
Duties, taxes and tariffs are costs borne by the importer as the goods enter a country. These fees are assessed by the country’s local customs authority. In the USA, this is the U.S. Bureau of Customs Border and Protection (CBP).
These fees are determined by what the product is and where it is from. The “what” is known as the HTS (Harmonized Tariff Schedule) and the “where” is the actual origin country of the product.
While some of the guidelines are standardized from one country to another, we must understand that the customs rules and their interoperation often vary differently from one country to another. Sometimes the differences are slight and in other countries the differences are huge.
The importer of record (IOR) has the primary responsibility to determine the correct HTS and origin upon entry of the goods for customs clearance in the country of import.
Most importers utilize the services of freight forwarders, customhouse brokers and/or 3PL’s to provide these clearance services, as well as rely on their expertise to accomplish the clearance process in a successful and compliant manner.
Importers may also obtain the assistance of these service providers in determining the correct HTS classification and
the origin.
Importers are legally responsible to exercise:
• Due Diligence
• Reasonable Care
• Supervision & Control
These standards are the responsibility of the importer of record (IOR). If the IOR outsources the responsibility to a customs broker, under the “supervision & control” standard, the IOR is still responsible for supervising and controlling for the statements and information provided by this third-party on their behalf.
This standard requires the importer to have a working knowledge of the import regulations and be able to properly supervise their outsourced provider.
Customs recognizes that an importer may need guidance in the clearance process. This may be received from CBP, a qualified consultant, a customs attorney or a practitioner that has expertise in customs regulations.
It is critical to understand the steps in managing duties, taxes and tariffs. The first is to understand how the import regulations apply, followed by learning what measures can be taken to mitigate the risk and cost associated with duties, taxes and tariffs. If the origin and the classification are the controlling factors, it is important to understand that this is where the answers lie to mitigation.
For example, Section 301 tariffs on certain goods exported from China into the U.S. may add as much as a 25% surcharge to the import landed cost. This resulted in many companies seeking out alternative sourcing options to avoid this surcharge.
In addressing alternative sourcing options, nearshoring, reshoring and friend shoring – countries such as but not limited to Vietnam, S. Korea, Taiwan, Malaysia – all presented viable options.
In some situations, the acquisition cost may have been higher, but when calculating the landed cost, with the 25% duty eliminated, the comparison demonstrated a viable alternative to the importer.
Companies involved in aftermarket sales, where margins are tight, can benefit from this type of analysis and mitigation strategy.
Another strategy involves the Harmonized Tariff Schedule, or what the product is, from CBP’s perspective.
First, we want to make sure we are utilizing the proper HTS number. It can be possible that the correct HTS number, when changed, will offer a lower duty rate.
Secondly, what we refer to as “Tariff Engineering” is a legitimate manipulation of a product’s design or materials that impacts its classification and potentially lowers the duty rate.
The choice of materials, the functionality of the product, product specifications or qualities all impact how a product is classified.
For example, changing the make-up of the materials utilized in fabrics, such as the mix of cotton, rayon, nylon, etc. will change the classification of a product. Features such as changing the product to be waterproof and adding other qualities may also change the tariff classification and impact the duty rate.
Another example may be how the product is designed; for example, for personal utilization or for commercial application, may have an impact.
How parts and equipment are assembled and utilized can also have an impact on the classification as well as the origin.
The amount of “value-add” in the manufacturing or assembly process can also impact how CBP will view the origin and/or the HTS, therefore directly impacting the duty rates.
Tariff Engineering requires R&D, engineering, and technical support, as well as guidance from trade professionals that can assist in interpreting the import regulations and research prior CBP rulings.
CBP has a great resource called CROSS which is a searchable database of CBP rulings that can be retrieved based on simple or complex search characteristics using keywords and Boolean operators. CROSS has the added functionality of cross-referencing rulings from the initial search result set with their modified, revoked or referenced counterparts.
Rulings collections are separated into Headquarters and New York and span the years 1989 to present. Collections can be searched individually or collectively.
CROSS can be an excellent resource in managing the impact of duties and tariffs on
landed costs.
Duties, taxes and tariffs often emanate from political and economic positions from government offices and agencies. We witnessed this when President Trump put forward the 232 and 301 Tariffs in his first year in office.
China then secured retaliatory duties. We have seen these similar actions in the EU, Australia, Mexico and Canada.
Personnel in the aftermarket engaged in global supply chain purchasing, sales and operations need to pay attention to the political and economic situations in the countries they do business in, as regulations impacting duties and tariffs change frequently with both positive and negative consequences.
Additionally, trade organizations’ lobbying efforts should be followed with the Executive Branch and Congress. These efforts seek to keep open free trade concepts and minimize the utilization of duties and tariffs as political and economic weapons in global affairs.
Studies have been accomplished that clearly demonstrate the negative impact of tariffs on manufacturing, distribution, and trade costs in the global supply chain.
While many tariffs are designed to protect industries or certain markets, they generally wreak havoc in global trade and have negative impacts.
The automobile industry, its suppliers and ancillary industries such as the aftermarket are significantly impacted by duties, taxes and tariffs.
In controlling “landed costs,” duty and tariff mitigation as outlined above are all good strategies, but there are other options that also should be considered:
• Utilization of Foreign Trade Zones
• Consolidating Transportation Providers and Carriers
• Running annual Freight RFP’s
• Choice of INCO Terms
• Alternative Sourcing
• Free Trade Agreements
• Location and methodology in warehousing, fulfillment, and distribution
• Utilization of Technology
• Demand Planning Systems
In summary, developing strategies in tariff mitigation is a viable solution to duty and tariff management and ultimately lowering landed costs and enhancing your company’s competitiveness in both import and export purchasing
and sales.
Thomas Cook is Managing Director of Blue Tiger International, a global consultancy advising on supply chain management, trade compliance, purchasing, trade and disruption management, global business and logistics. For more information, go to www.bluetigerintl.com. Tom can be reached directly at [email protected].
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