-
Welcome to Auto Parts Forum
Whether you are a veteran automotive parts guru or just someone looking for some quick auto parts advice, register today and start a new topic in our forum. Registration is free and you can even sign up with social network platforms such as Facebook, Twitter, Google, and LinkedIn.
-
Similar Content
-
- 0 replies
- 821 views
-
- 0 replies
- 1,490 views
-
- 2 replies
- 1,640 views
-
- 2 replies
- 1,477 views
-
- 4 replies
- 1,914 views
-
-
Similar Topics
-
By Counterman
FCS Automotive recently announced the release of 73 new part numbers.
In the new-product release are 19 complete strut assemblies; 11 shock absorber and coil spring assemblies; 11 shock absorber assembly kits; eight fleet gas shocks; and 24 bare struts and shocks.
All units are in stock and ready to ship.
The new numbers cover some of the most popular applications on the road today, including the BMW 3 Series, Chevrolet Express, Ford F-250 Super Duty, Ford Transit, Hyundai Santa Fe, Jeep Cherokee, Kenworth, Lexus ES 350, Mack, Peterbilt, Volvo XC-60 and Winnebago.
link hidden, please login to view, a global supplier in more than 40 countries, emphasizes that its parts are produced to meet strict OE quality processes backed by extensive in-house testing and IATF 16949 and ISO 14001 certifications. The post
link hidden, please login to view appeared first on link hidden, please login to view.
link hidden, please login to view -
By Counterman
There are many ways that a vehicle tries to tell you when there’s something wrong – some of them subtle, some of them not so subtle.
A “Check Engine” light or other malfunction indicator light is a clear signal that there’s an issue that needs to be addressed.
However, other clues – such as an unusual sound, smell or vibration – can be much harder to interpret, depending on the owner’s knowledge and understanding of automotive systems and diagnostics.
For many drivers, it’s tempting to ignore these clues and hope the issue goes away – or pray that the vehicle will remain drivable until they have the time (or money) to take it to a repair shop.
When an engine overheats, hoping and praying go out the window.
An overheated engine is a blatant indication that something is seriously wrong. At the risk of being melodramatic, it’s a cry for help from the engine – often the result of cues (such as that puddle of coolant in the driveway) that were missed or ignored. That cry for help usually comes in the form of steam emanating from under the hood; the temperature gauge indicating that the engine is running hot; and/or a noticeable smell coming from the engine.
As for the causes of an overheated engine, let’s round up some of the usual suspects.
Coolant Leak
As the name implies, coolant helps maintain a consistent temperature that won’t overheat components such as the cylinder head. According to Prestone, coolant touches 17 essential parts of an engine. Not surprisingly, a coolant leak is a primary cause of engine overheating.
A bad head gasket can result in coolant leaking into the combustion chamber or onto the ground.
A cracked or corroded radiator can allow coolant to seep or stream out if the leak gets bad enough.
As rubber coolant hoses get old, they can get hard and brittle, creating small cracks that let coolant escape.
Coolant leaks also can occur at the water-pump-shaft seal, coolant reservoir or heater core.
Restricted coolant flow is another potential culprit. Buildup of mineral deposits and other debris in the radiator can dramatically reduce the ability of the cooling system to do its job. Likewise, buildup in the hoses can slow the flow of coolant, leading to reduced cooling and even clogs in the system from loose corrosion. When coolant flow is restricted, it’s a recipe for overheating.
What can you do to help prevent these situations? Make sure you’re encouraging your customers to follow the vehicle’s recommended flush-and-fill schedule, and to always use the coolant specified by the vehicle manufacturer.
Bad Thermostat
The thermostat regulates the coolant temperature to keep it consistent for efficient engine operation. A conventional thermostat reacts to changes in the coolant temperature based on the status of the wax inside it. When the wax melts, a spring pushes the valve open and coolant flows. When the coolant drops in temperature, the wax solidifies, and the valve closes.
If the thermostat gets stuck in the closed position, coolant won’t pass through the radiator, and the engine becomes overheated. Conversely, when the thermostat is stuck in the open position, the continuous circulation of coolant can lead to a condition known as overcooling. Both scenarios are bad news for an engine.
Water Pump
Since water pumps move such a vast amount of coolant through the cooling system (something like seven gallons of coolant during a driven mile), it stands to reason that a failed water pump will cause the engine to overheat. Without a properly functioning water pump, the cooling system can’t maintain the pressure needed to push coolant to vital engine parts.
One of the biggest causes of water-pump failure is the result of leaks, either around the shaft or from a worn bearing or seal. Debris can enter the system and score the shaft seal, creating a leak path.
Cavitation – tiny bubbles of super-heated vapor inside the water pump – also can cause damage and leaks. Worn belts or tensioners are another potential culprit. A loose belt might not allow the pump to rotate as fast as it should, which then causes the engine to overheat.
Parting Thoughts
Cooling systems in modern vehicles are evolving. We’re seeing new twists on traditional concepts – electronically controlled thermostats, for example – and we’re seeing entirely new components, such as active grille shutters.
Still, the basic premise hasn’t changed. Cooling systems manage the heat produced by the engine. If the system can’t maintain the pressure needed to circulate coolant, the engine will overheat.
The post
link hidden, please login to view appeared first on link hidden, please login to view.
link hidden, please login to view -
By Counterman
AP Emissions announced the release of 10 new 46-state federal EPA part numbers covering more than 3 million vehicles in operation.
The newly released part numbers and their application coverage are:
Part numbers AP 644240 / CATCO 5447 / Eastern 30662, 2015-2019 Lincoln MKC 2.3L front; VIO: 29,450 Part numbers AP 645141 / CATCO 9640 / Eastern 30669, 2018-2023 Ford Expedition 3.5L right; 2018-2023 Lincoln Navigator 3.5L right; VIO: 409,150 Part numbers AP 644231 / CATCO 5438 / Eastern 41366, 2016-2020 Mercedes-Benz Metris 2.0L front – turbocharged; VIO: 32,945 Part numbers AP 643170 / CATCO 4992 / Eastern 41379, 2014-2018 Subaru Forester 2.0L rear; 2015-2021 Subaru WRX 2.0L rear – auto trans; VIO: 87,885 Part numbers AP 644243 / CATCO 5450 / Eastern 41383, 2022-2023 Mitsubishi Outlander 2.5L rear; VIO: 62,200 Part numbers AP 641638 / CATCO 1542 / Eastern 41385, 2013-2018 Hyundai Santa Fe 3.3L FWD – right; 2019 Hyundai Santa Fe XL 3.3L FWD – right; 2014-2015 Kia Sorento 3.3L FWD – Right; VIO: 116,979 Part #s AP 641634 / CATCO 1538 / Eastern 50590, 2016-2021 Chevrolet Malibu 1.5L front; 2018-2021 Chevrolet Equinox 1.5L front; 2018-2021 GMC Terrain 1.5L front; VIO: 2,085,796 Part #s AP 641635 / CATCO 1539 / Eastern 50615, 2022-2023 Cadillac XT5 3.6L front left; 2022-2023 Cadillac XT6 3.6L front left; 2022-2023 Chevrolet Blazer 3.6L front left; 2022-2023 GMC Acadia 3.6L front left; VIO: 61,117 Part numbers AP 641636 / CATCO 1540 / Eastern 50616, 2022-2023 Cadillac XT5 3.6L front right; 2022-2023 Cadillac XT6 3.6L front right; 2022-2023 Chevrolet Blazer 3.6L front right; 2022-2023 GMC Acadia 3.6L front right; VIO: 61,117 Part numbers AP 645233 / CATCO 9447 / Eastern 20444, 2006-2008 Dodge Ram 1500 3.7L; 2006-2007 Dodge Ram 1500 4.7L; VIO: 151,446 For more information on AP products, applications, catalogs and tech tips, visit
link hidden, please login to view, contact the Sales Department at [email protected] or call 800-277-2787. The post
link hidden, please login to view appeared first on link hidden, please login to view.
link hidden, please login to view -
By Counterman
FCS Automotive announce the release of 57 new part numbers.
Included in the new-part release are:
15 shock-absorber assembly kits Eight complete strut assemblies 29 bare struts and shocks Five air struts All of the units are in stock and ready to ship.
“FCS remains committed to be first to market with new numbers, while providing the most comprehensive market coverage in North America – well-beyond our nearest competitor,” the company said in a news release. “Many of these numbers are not available from the competition.”
The new numbers cover some of the most popular applications on the road today, including the BMW 3 Series; Chevrolet Express; Chevrolet Colorado; Chrysler Pacific; Ford F-150; Hyundai Santa Fe; Cherokee; Kia Sportage; Lexus ES 350; Tesla S; Volvo S80; and more.
As a global supplier in more than 40 countries, FCS products are produced to meet strict OE-quality processes backed by extensive in-house testing and IATF16949 and ISO14001 certifications, according to the company.
For more information, call 866-708-4554 or visit the FCS website.
The post
link hidden, please login to view appeared first on link hidden, please login to view.
link hidden, please login to view 
-
By Counterman
Of all the different mounts on a vehicle, the most attention is given to engine and transmission mounts. Why? Because they cause the most noticeable symptoms when they go bad, and they go bad the most often. But why do they fail?
The answer lies in what they are and what they do. A mount is nothing more than a specific component that secures one item to another. However, what separates a mount from a bracket, for example, is its ability to prevent vibration transfer between the two components. In the case of an engine or transmission mount, they isolate vibration transfer to the vehicle frame, as well as dampen the movement of the powertrain.
This makes vehicle operation smoother for the driver, but the necessity of them is greater than just comfort. They also prevent the fatigue and cracking of metal – an occurrence that would be commonplace if engines were bolted directly to the frames. It takes no wild guess to figure out that rubber is the material responsible for it all. Take a piece of rubber, bond it between two pieces of metal, and you have a mount.
So, getting down to it, here’s why they fail.
Age
Rubber weakens with age, just like it does on tires. Now think of the force that’s exerted on an engine mount every time you accelerate. The torque of the engine attempts to twist it, pulling and stretching on one mount and pushing and collapsing another. Do this over and over again thousands of times and it’s impressive that these mounts last as long as they do.
Sometimes the rubber just tears. Other times it separates from one of the metal plates that it’s bonded or secured to. Some mounts may not tear or separate, based on their enclosed design, but the rubber can shrink or become distorted, allowing for excessive movement. It’s all just about age and use. It just happens.
Contamination
Rubber and oil don’t like each other much. Oil degrades the integrity of the rubber, causing it to soften and swell. Oil contamination is common on engine or transmission mounts due to engine-oil or transmission-fluid leaks. Eventually, the rubber tears or separates, but prematurely compared to the normal lifespan of a mount. The ultimate cause is the oil leak. If a customer is replacing a mount that’s soaked with oil, the oil leak should be addressed at the same time, or the new mount will quickly begin to degrade.
Abuse
Engine and transmission mounts are designed to withstand the normal use any given vehicle is designed for. Abuse comes from repeated hard acceleration or launches. “Power” braking a vehicle to prepare for a hard launch is another example. If a vehicle is modified to increase the power, this is more than the mounts were designed to handle and they can quickly be destroyed.
To combat this problem, many solutions have been used over the years to limit engine movement. A common “old-school” trick on muscle cars was to install a chain between the engine block and frame, and yes, we all did it, as silly as it might have looked!
Racers looked to solid engine mounts or engine plates to keep all that horsepower in check. Of course, that’s the extreme, and the development of polyurethane offers an in-between solution. Polyurethane is stronger than rubber and can handle more abuse, making these types of mounts very common for performance applications. But they don’t dampen vibration as well, so be prepared to sacrifice comfort.
Misalignment
A common but often overlooked cause is improper installation. Every mount has a specific procedure that should be followed for installation, allowing it to sit in its natural state when at rest. When these procedures aren’t followed, a mount can end up twisted or distorted at rest, which will lead to premature failure.
Active Engine Mounts
Active engine mounts are any that can vary the amount of dampening they provide, depending on engine speed. They utilize hydraulic fluid internally and either electric or vacuum control. When these go bad, it’s usually caused by aging rubber that cracks, allowing the hydraulic fluid to leak out. But, it also can be caused by a problem with the vacuum or electric controls. It may sound weird for someone to say, “My engine mount is leaking.” But, if they have an active engine mount, they may be right!.
The post
link hidden, please login to view appeared first on link hidden, please login to view.
link hidden, please login to view
-
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.
Note: Your post will require moderator approval before it will be visible.