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By Counterman
RBR Truck Parts, with three locations in Texas, recently joined
link hidden, please login to view. Founded in 2018, RBR Truck Parts LLC is a heavy-duty parts distributor serving the Dallas/Fort Worth metroplex. The company provides aftermarket parts for all truck makes and models. RBR caters to owner-operators, local fleets, service centers and municipal accounts. It offers high-quality products to keep their customers’ vehicles running efficiently. Strategic Location in a Major Trucking Hub
The Dallas/Fort Worth metroplex is home to 8.5 million people across more than 200 cities. It is a major hub for the trucking industry. RBR’s Hutchins, Texas, location sits near Interstate 45, just 250 miles north of Houston. Houston ranks among the nation’s largest ports. RBR also operates near a large rail/container yard and major warehouse operations. This allows the company to serve the region’s trucking needs effectively. Its heavy-duty network connection strengthens its position in this critical market.
Product Selection and Facilities Support Growth
RBR serves a diverse customer base throughout North Central Texas. The company stocks a wide selection of aftermarket truck parts. These include engine components, suspension parts, brake systems, wheels and tires, filters, fluids and accessories. The Hutchins location includes a 14,000-sq.-ft. showroom and warehouse. A 5,000-sq.-ft. facility in Duncanville and a 7,000–sq.-ft. branch in Fort Worth support operations. Owner Rony Santos and general manager Cesar Perez lead the RBR team.
Partnering with Power Heavy Duty for Continued Success
“RBR Truck Parts is a well-established business known for honesty, integrity, and their strong ties in the community,” said Jim Pennig, vice president of business development,
link hidden, please login to view Heavy Duty Family of Companies. “They are dedicated to growing their business with quality parts from Power Heavy Duty’s network of supplier partners, and we look forward to supporting them with great programs and true group value.”
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By Counterman
Auto-Wares Group of Companies announced that it has joined forces with Landon Auto Parts. Landon has five locations in lower Northern Michigan (Boyne City, Charlevoix, Cheboygan, Indian River and Onaway). They join the 42 locations currently operated by
link hidden, please login to view in the Northern and Upper Peninsula of Michigan. Landon Auto Parts and Auto-Wares officially joined operations on October 31, 2024. Landon Auto Parts stores will be rebranded to the Auto Value name and high-quality national-brand products will be available over the next weeks to replace some of the current private-brand products, according to a news release from
link hidden, please login to view. That same news release explained that the Landon family members, their team and their commitments to the Landon Auto Parts customers will stay intact. While the Landon family operates a hardware and lumber business alongside Landon Auto Parts, the partnership will impact only the Landon Auto Parts business—the Landon-owned hardware and lumber businesses will remain owned and operated by the Landon family.
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By Counterman
The standard automotive powertrain for the majority of the 20th century was the front engine, rear-wheel-drive (RWD) design. The rear axle assembly housed the differential and individual axles, and it is through this assembly that power was transferred to the wheels.
Even though both front-wheel-drive (FWD) and four-wheel-drive (4WD) cars were also designed and manufactured during the early years of the automobile, they didn’t flourish and the durability and simplicity of the typical RWD design made it the sole choice of automobile platforms for many manufacturers.
In a typical RWD vehicle, the power generated by the engine is transferred through the transmission to the driveshaft, differential and axles to the rear wheels. In a typical 4WD vehicle, a differential/axle assembly is located at the front of the vehicle, and to transfer power to the front, a transfer case is also installed after the transmission and a short driveshaft is installed between the transfer case and front axle.
You will also notice that the front differential/axle assembly is different in two ways. One, the differential location is offset for clearance since the engines were always mounted in the center and, two, since the front wheels must turn to steer the vehicle, the axles must have some type of articulating joint at the end, the most common of which is the traditional Universal Joint (U-Joint.)
The transfer case transfers the power that exits the transmission to either the rear wheels (RWD), or the front and rear wheels at the same time (4WD.) Another feature of a traditional transfer case is that it offers both high and low ranges in either RWD or 4WD positions, as well as a neutral position. This is so that if the vehicle must overcome particularly difficult terrain, it can be placed in the low range so the engine will operate at a higher RPM to provide additional torque to the wheels. The high range is 1:1, which means the output speed of the transfer case is the output speed of the transmission. The low range ratio varies depending on manufacturer.
An important aspect of all this is differential operation. The differential itself transfers the power from the driveshaft to the axles, and it is necessary because it allows power to be transferred to the wheels, but also allows them to travel at different speeds when turning a corner. A conventional differential is considered an “open” design. An operating characteristic of an open differential is that it transfers power to the wheel that spins the easiest.
As an example, if one wheel is on ice, that wheel will spin, resulting in minimal traction. The same affect is what causes a car under heavy acceleration to “burn rubber” with only one wheel. To combat this problem, there is another type of differential that is referred to as “limited slip.” There are many different names for this type of differential depending on the manufacturer, but their operation is the same.
A limited slip differential contains clutch packs built in between the side gears and the differential case. When one wheel begins to spin from loss of traction, the clutches will grab and transfer power to the other wheel. The same clutches will slip just enough to allow the wheel speeds to differ when going around a corner, so the normal differential action is still available.
The majority of cars and trucks on the road come standard with open differentials, due to the additional cost of limited slip. Limited slip differentials have always been an option, just not standard. So, on a four-wheel-drive vehicle equipped with open differentials, technically speaking, the maximum number of wheels that can put power to the ground at any given time is two…kind of funny on something known as a 4×4, but it’s still twice as much traction as RWD only, and for the most part it got the job done. Most people who were really going to be in some serious off-road situations would be sure they were equipped with limited-slip differentials.
4WD, as it was originally developed, was a rather primitive system that required input from the driver, from engaging to transfer case to engaging hubs on the front wheels in many cases. Technology was the eventual downfall of rudimentary 4WD systems as we know them, but the drive to utilize this technology came from the safety benefits of AWD.
The ability to transfer power to all four wheels has incomparable benefits for traction, vehicle stability and handling. Not only does this translate to the safety of daily driven vehicles, but it translates to performance, as well.
With the advancement of computer and electronic technology, antilock braking systems (ABS) and traction control systems (TCS) all of a sudden knew exactly what was happening at each wheel at all times. Was it losing traction, was it locking up under braking? All this data was now available, and engineers knew that the key to vehicle performance, safety and handling all together, was in the ability to precisely control what happened at each wheel at any given point in time.
Traditional differentials, even limited slip, were mechanical devices. There was no external control of how they operated. With electronics and computer control, the traditional differential became a technologically advanced unit containing not only gearsets, but clutch packs like those in an automatic transmission, and their own pumps to pressurize the fluid.
The same technology is present in both front and rear differentials, as well as center differentials/transfer cases. AWD systems have the ability to precisely control the amount of torque that is transferred to any given wheel at any point in time, providing absolute control of the vehicle.
In conclusion, 4WD is functional, durable, rough and tough, but not user friendly. AWD, the product of technology, computers and electronics, is technologically superior, and provides the safety feature we rely on in today’s vehicles.
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By Counterman
link hidden, please login to view’s Executive Committee announced it welcoming Robert Roos, effective July 1, 2024, in a show of its focus on North America. Roos is the president & CEO of link hidden, please login to view – APSG and president of NEXUS North America. “With a robust career of over 40 years in the automotive industry, Robert has held key positions that underscore his expertise and leadership,” NEXUS said in a recent press announcement.
According to NEXUS, the appointment “aligns with the company’s increased ambitions in North America, aiming to accelerate the growth plans of N!’s OEM partners and gradually integrate a growing number of North American partners.”
This objective will be supported by a more active presence of the NEXUS team in Grapevine, Texas, at APSG’s headquarters. Besides its “growth accelerator” prime goal, this presence will enable the proactive deployment of NEXUS initiatives such as Mobilion, Marketparts and Smartparts, the company said.
Roos actively participates in multiple industry committees including the Education Committee within The Auto Care Association, The AWDA Board of Governors, and the University of the Aftermarket Foundation, demonstrating his commitment to advancing the automotive sector through collaborative efforts and industry-wide initiatives, NEXUS added.
“I am honored to take on this role at such a significant time for NEXUS. Together, we will continue to drive innovation and growth, ensuring that NEXUS remains at the forefront of the automotive aftermarket industry,” Roos said.
Gaël Escribe, NEXUS Automotive International CEO, said: “We are thrilled to welcome Robert to N!’s Executive Committee. Our focus on growth in this region is encapsulated by our new motto ‘Brightening our future’, which perfectly reflects our vision for growth and innovation in the coming decades.”
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