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CRP Automotive Introduces Special Pentosin Transmission Fluid Service Kits
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By Counterman
link hidden, please login to view and Motorcraft announced a partnership on two new Motorcraft® Fuel System Cleaning products for Ford and Lincoln vehicles using approved Motorcraft fuel products, equipment and services at Ford locations throughout the United States. The companies said the goal of the Motorcraft Enhanced Maintenance Fuel Service Program is to diminish the adverse impacts of lost combustion chamber efficiency and restore fuel economy, power, and performance. The program recently moved to a nationwide launch for Ford & Lincoln dealerships across the U.S. “BG Products is extremely excited to partner with Motorcraft to offer the new Motorcraft Enhanced Maintenance Fuel Service Program,” said Darin Greseth, president, CEO, and chairman of BG Products, Inc. “This new program will assist Ford and Lincoln customers in keeping their fuel injectors and intake system clean to ensure like-new performance and fuel economy.”
Below are the approved Motorcraft and BG co-branded products, part numbers and mileage recommendations for enhanced service. The new Motorcraft Program is recommended at oil change intervals. More information is available at Ford and Lincoln dealers.
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By OReilly Auto Parts
SPRINGFIELD, Mo., Oct. 01, 2024 (GLOBE NEWSWIRE) -- O’Reilly Automotive, Inc. (the “Company” or “O’Reilly”) (Nasdaq: ORLY), a leading retailer in the automotive aftermarket industry, announces the release date for its third quarter 2024 results as Wednesday, October 23, 2024, with a conference call to follow on Thursday, October 24, 2024.
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By Counterman
The terms manual, standard or stick shift all refer to the same exact thing: a type of transmission that requires the driver to select and change the gears. Even though there are few new cars today that require this input from the driver, it is preferred by many, and there are still many of them on the road.
Automatic transmissions are in the majority of all new vehicles, however a manual transmission has some advantages in efficiency and performance, and during the last 20 years, even if a car outwardly appears as if it’s an “automatic,” it might actually be a dual clutch transmission, or DCT for short.
A DCT is basically an automated manual transmission. As the name suggests, it has two clutches. The traditional manual transmission that we’ve known for years has one clutch that you engage or disengage by using the clutch pedal to the left of the brake pedal, and you also use a manual shifter to select the gears. They also have one input shaft, which is splined to a clutch disc, that transfers power from the engine into the transmission.
A DCT has two clutches, but also two input shafts, each one splined to its own clutch, and that’s the key in how they work. The clutches and the shifter in a DCT are controlled by a combination of electronics and hydraulics, so no clutch pedal or input from the driver is needed. It’s all done by a computer.
What does this mean to you as a counter-professional? DCT clutches are often clutch packs, and while theoretically share the same functional aspects, they generally differ from the clutches of a traditional manual transmission. These traditional manual transmissions are popular among enthusiasts and their clutches are still a common service item, so let’s take a look at how they work.
There are three main components involved, the flywheel, friction disc and pressure plate. The flywheel is bolted to the crankshaft and has a machined surface for contact with the friction disc.
The pressure plate, which is an assembly made up of the clutch cover, pressure plate and diaphragm spring, bolts to the flywheel, so the flywheel and pressure plate are always moving at engine speed. The friction disc is sandwiched in between the two and it’s the friction disc that is splined to the input shaft of the transmission.
When the clutch is engaged, the diaphragm spring applies force to the pressure plate to tightly grip the friction disc between it and the flywheel, so the power of the engine flows into the transmission. When the clutch is disengaged, a throw-out bearing pushes on the center of the diaphragm spring, causing it to pull the pressure plate away from the friction disc, letting it slip freely so no power flows into the transmission.
The throw-out bearing is located on the end of the clutch fork, a lever that transfers the motion from the control side of the clutch system, which can be linkage, cable or hydraulically operated.
Due to the advantage of smooth operation and low maintenance, hydraulic clutch control systems are the most popular today, utilizing a master cylinder at the clutch pedal and slave cylinder at the clutch fork. Some systems eliminate the clutch fork, integrating the throw-out bearing onto the end of the slave cylinder.
When a customer is replacing a clutch, the most important aspect of the service is that they get a complete kit with a new friction disc, pressure plate and throwout bearing. Flywheels can often be resurfaced, and they should be resurfaced or replaced. Reusing a flywheel can cause immediate damage to a new disc and at minimum shorten the life of the clutch.
Depending on the design of the transmission, there may be a pilot bearing or bushing located in the end of the crankshaft which supports the input shaft of the transmission. Be sure this is replaced at the same time, and it’s also a good time to replace the flywheel and pressure plate bolts, as well as inspect and replace any worn clutch control components.
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By Counterman
link hidden, please login to view announced its upcoming Automotive Summit, which will bring together automotive industry leaders and experts for a one-day event featuring insightful discussions and networking opportunities on Oct. 3 in Midland, Michigan. Organized by the Center for Automotive & Mobility Studies (CAMS) at Northwood University, the
link hidden, please login to view will cover a range of key topics facing the automotive industry today, including retail trends, dealer relations, F&I, compliance and regulations, and the state of the automotive aftermarket sector. “The CAMS industry Summit is a unique opportunity for industry professionals and future leaders to come together and explore the dynamics shaping the automotive landscape,” said Dr. Matthew Bennett, vice president of strategic alliances and CAMS. “Northwood University is committed to fostering meaningful dialogue that drives innovation and growth in this critical sector.”
The CAMS Industry Summit will kick off at 8 a.m. Oct. 3 with networking and coffee, followed by a series of sessions featuring prominent industry figures, Northwood University said, including:
-Shannon Robertson, executive vice president, Association of Finance & Insurance Professionals (AFIP)
-Jeff Beals, senior vice president, professional services, CDK Global
-Brian Benstock, general manager and vice president, Paragon Honda & Acura
-Mike Cavanaugh, regional vice president, Lithia and Driveway
-Rebecca Chernek, vice president, strategic client relations, Agora Data
-Eric Flow, president of management services, Flow Automotive Companies
-Adam Genei, owner, Mobsteel/Detroit Steel Wheel Co.
-Don Hall, owner, Don Hall Automotive Group, and president/CEO of the Virginia Automobile Dealers Association (VADA)
–Grace Huang, president, inventory solutions, Cox Automotive
-Ted Hughes,
link hidden, please login to view (AWDA) executive director, and senior director of community engagement for the link hidden, please login to view
-Ted Ings, founder, Ted Ings’ Fixed Ops Roundtable
-David Jett, senior vice president, Stephens Inc.
-Tom Kline, founder, Better Vantage Point
-Bob Kron, president and chief operating officer for The Rydell Company, and
-Shawn Leibold, director of industry relations, Reynolds and Reynolds Summit attendees will gain insights from panel discussions on various subjects, including “Current Trends in Automotive Retail,” “F&I, Compliance & Regulations,” “Current Trends in Automotive Aftermarket,” and “Dealer Relationships & The Customer Experience.”
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