Counterman, October 2014

Five Things To Know About TPMS ● Engine Oil Additive Facts ● Bank On It

O Occtto ob beerr 2 20 01 14 4

Get

Certified ● Read up on essential parts categories to freshen up for the ASE P2 test. ● Previous CPOTY recipients discuss why they are ASE P2 certified.

INSIDE

October Volume 32, No. 10

features ASE P2 Test Prep

By Larry Carley

You know parts. But it never hurts to review critical parts categories before taking the ASE P2 test. ...........................

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Automatic transmission .........................38 Battery system ............................................40 Brakes .............................................................42 Cooling ...........................................................44 Drivetrain .....................................................46 Electrical ........................................................48 Emission ........................................................50 Exhaust ..........................................................54 Fuel ..................................................................56 Engine parts .................................................58 Ignition ..........................................................60 Manual transmission ...............................62 Steering and suspension ........................64

Mechanic Connection

32 66

By Gary Goms

Five things you need to know about TPMS...................................................

What you should know about engine oil additives. .....................................

66 68

columns Editor’s Ink

98

6

6

By Mark Phillips ....................................................

Start, stop, start, stop.

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By The Numbers By Tom Dayton ....................................92 From The Publisher

By S. Scott Shriber........................

Bank on it.

Six Sigma

94

By Tunç Kip..........................................................

Knowing how to measure is half of the solution.

Counter-tech

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By Mandy Aguilar.........................................

This is my rifle… I mean, keyboard.

COUNTERMAN (ISSN 0739-3695) (October 2014 Volume 32, Number 10): Copyright 2014 Babcox Media, Inc. All Rights Reserved: Published monthly by Babcox, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, Fax (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to COUNTERMAN, 3550 Embassy Parkway, Akron, OH 44333-8318. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69. Samples and back issues - Domestic - $10, International/via air mail $15. Canada: $89 for one year, $149 for two years. Canadian rates include GST. Ohio residents add 5.75% sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to COUNTERMAN, P.O. Box 75692, Cleveland, OH 44101-4755. Visa, MasterCard or American Express accepted.

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October 2014 | Counterman

departments 10

PUBLISHER

S. Scott Shriber 330-670-1234, ext. 229 sshriber@babcox.com

Aftermarket News......................................................................................

EDITORIAL

Aftermarket News presents news, views and analysis of current trends and events in aftermarket distribution

Mark Phillips, Editor 330-670-1234, Ext. 299 mphillips@babcox.com

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MarketPlace.....................................................................................................

Every month, MarketPlace showcases the newest automotive product and service innovations your customers are asking about

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Classifieds ...................................................................................................

Amy Antenora, Editor, aftermarketNews Managing Editor, Counterman 330-670-1234, Ext. 220 aantenora@babcox.com Larry Carley, Technical Editor lcarley@babcox.com CONTRIBUTING EDITORS

Mandy Aguilar, Columnist Gary Goms, Commercial Accounts Gerald Wheelus, Columnist Jerry King, Cartoonist GRAPHIC DESIGN

Lisa DiPaolo, Graphic Designer 330-670-1234 , Ext. 281 ldipaolo@babcox.com ADVERTISING SERVICES

Tina Purnell Advertising Services Manager 330-670-1234 , Ext. 243 tpurnell@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Ellen Mays, Circulation Specialist 330-670-1234, Ext. 275 emays@babcox.com DIRECTOR OF eMEDIA & AUDIENCE DEVELOPMENT Brad Mitchell 330-670-1234 , Ext. 277 bmitchell@babcox.com

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ADVERTISING SALES REPRESENTATIVES Home Office: 3550 Embassy Parkway Akron, OH 44333-8318 330-670-1234 FAX 330-670-0874 Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 Publisher: S. Scott Shriber sshriber@babcox.com 330-670-1234, ext. 229

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Sales Representatives: Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Jim Merle jmerle@babcox.com 330-670-1234, ext. 280 Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233

October 2014 | Counterman

Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212

Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

Doug Basford dbasford@babcox.com 330-670-1234, ext. 255

John Zick jzick@babcox.com 805-845-1400

Jamie Lewis jlewis@babcox.com 330-670-1234, ext. 266

Classified Sales: Jennifer Hazen jhazen@babcox.com 330-670-1234, ext. 224

David Benson dbenson@babcox.com 330-670-1234, ext. 210

List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer John DiPaola, Vice President-Group Publisher Beth Scheetz, Controller

Edward S. Babcox (1885-1970) Founder Tom B. Babcox (1919-1995) Chairman Founded 1983. Copyright 2014 Babcox Media, Inc., All Rights Reserved COUNTERMAN (ISSN-0739-3695) is published monthly by Babcox Media, 3550 Embassy Pkwy., Akron, OH 44333. Periodical postage paid at Akron, OH and additional mailing offices.

Member, BPA International

E

DITOR’S INK

By Mark Phillips

Start, Stop, Start, Stop While stop-start was first used in a few production vehicles in the 1970s, it’s only been since the past decade or so that it’s really taken off overseas.

ave you ever stood at an intersection in a city only to hear the engines of every single vehicle waiting at a traffic light shut off? If you did, there would likely be a big problem. Except in Europe.

Depending on the country in Europe, 40 to 50 percent of vehicles feature stop-start technology. Stop-start also is big in Asia. It hasn’t reached nearly that level in the U.S., with about a half-million vehicles using the technology.

The concept is pretty simple: While waiting in traffic, the engine just shuts off. Poof!

If the vehicle isn’t burning fuel, it’s not idling and it’s not creating gases. When the driver applies the gas, the vehicle starts up and goes again. Batteries and rotating electric formulated for stop-start technology take on all that extra wear and tear that constant starting and stopping create. Stop-start is just one way, besides reducing vehicle weight, carmakers can increase miles per gallon.

While stop-start was first used in a few production vehicles in the 1970s, it’s only been since the past decade or so that it’s really taken off overseas.

What’s amazing to me is that stop-start essentially

H

solves an issue that’s been around since the automobile was first invented — that is, if the vehicle is stopped, there aren’t many reasons why the engine should still be running. I’m sure this way of thinking could be applied to many other aspects of vehicles and modes of transportation (except planes — I’d feel better if jetliner engines ran constantly in-flight.)

Getting ASE Certified Our October issue is traditionally when we review several parts and systems categories so parts pros can brush up before taking the ASE P2, and this month is no different.

We’ve also brought you the thoughts of some previous recipients of our annual Counter Professional of the Year award on why they believe being ASE certified is important.

Read up on the categories we present this year and also visit ase.com to download the organization’s study guides.

Then register to take a test. You’ll be glad you did.

■ ■ ■

For more information: www.counterman.com Twitter: @CountermanMag

AFTERMARKET NEWS Guess the Car / Win $100!

This Month’s Puzzle

Last Month’s Correct Answer:

What vehicle does this picture represent? If you think you know the answer, go to www.counterman.com and click “Guess the Car” on the nav bar and submit your answer. The winner’s name will appear in the next issue.

Remember: You don’t need to wait for Counterman in print to play the game.

#81

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October 2014 | Counterman

#80 “Is that you, Maximillian?”

Ford C-Max Congrats to Michael Edward, Bloomington, Ill.

Epicor ListingExpert Solution Now Available For Amazon.com AUSTIN, Texas – Epicor Software Corp. has announced that the Epicor ListingExpert solution is now available to help automotive aftermarket professionals establish and manage eCommerce sales on the Amazon.com global marketplace.

Epicor ListingExpert enables parts businesses to quickly and easily list virtually any automotive aftermarket product on the Amazon eCommerce platform. The solution automates the process of assigning the appropriate Amazon Standard Identification Number (ASIN) for a listed product and generates a detailed description, product image and corresponding application information. The ListingExpert solution can be integrated with leading automotive aftermarket business management software, including the Epicor Eagle, Epicor Vision and Epicor Prism solutions. ListingExpert also can be used in conjunction with the Epicor Parts Network (formerly AConneX) to automatically log online sales, generate pick tickets and shipping labels and register customer payments.

Epicor automatically populates each listing with the appropriate product information as well as the seller’s desired pricing and shipping decisions. There is no limit to the number of parts that can be listed.

“The automotive aftermarket is ideally suited to the Amazon online marketplace because auto parts professionals typically carry broad inventories from respected brands and, if they use an Epicor electronic catalog, have access to rich product content that drives

online sales,” said Scott Thompson, vice president, automotive, retail distribution solutions for Epicor.

To learn more about the Epicor ListingExpert solution, call Epicor toll-free at 888-463-4700.

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AFTERMARKET NEWS

AIA To Hold 26th Annual Import Product And Marketing Awards Program At AAPEX BETHESDA, Md. – The Auto International Association (AIA), a segment of the Auto Care Association, will present its 26th annual AIA Import Product and Marketing Awards at 3 p.m. Tuesday, Nov. 4 during AAPEX at the Sands Expo Center. The awards, with three new categories, recognize manufacturers and marketers for excellence in products, including tools and functional fluids, packaging, websites, catalogs and marketing/advertising programs for import cars or trucks.

Registrants listed by categories at press time include: ● Best Problem-Solver for Import Cars or Trucks: Beck/Arnley, Bosal USA Inc., CRP Automotive, Eurostar Industries Inc., The Gates Corp., KYB Americas Corp., MEVOTECH LP, Philips Automotive, Robert Bosch LLC, RTS S.A., SKF, Valeo Service, Walker Products, ZF Services LLC.

● Best New Tool for Repairs on Import Cars or Trucks: ACDelco Auto & Equipment Tools, Global Parts Distributors LLC, Hella Guttman Solutions, Redline Detection. ● Best Performance Product, Accessory or Functional Fluids for Import Cars or Trucks: B&B Manufacturing Corp., Beck/Arnley, Bizol German Lubricants, Centric Parts, The Gates Corp., SKF. ● Best Overall Import Aftermarket Product: AISIN World Corp. of America, Akebono Brake Corp., DENSO, Direct Market Access Inc., The Gates Corp., GMB North America Inc., KYB Americas Corp., MAHLE Aftermarket Inc., MEVOTECH LP, Schaeffler, Walker Products. ● Best New Product for Import Cars or Trucks: AISIN World Corp. of America, Beck/Arnley, Bizol German Lubricants, DENSO, Direct Market Access Inc., MEVOTECH LP, Philips Automotive, Schaeffler, SKF, Walker Products, ZF Services LLC. ● Best Packaging of a Product for Import Cars or Trucks: Beck/Arnley, Bizol German Lubricants, Centric Parts, DENSO, KYB Americas Corp., Philips Automotive, Robert Bosch LLC, RTS S.A., Walker Products. ● Best Merchandising/Advertising of a Product for Import Cars or Trucks: AISIN World Corp of America, DENSO, Direct Market Access Inc., Hitachi Automotive Systems, KYB Americas Corp., Robert Bosch LLC. ● Best Catalog of a Product Line for Import Cars or Trucks: Centric Parts, DENSO, Direct Market Access Inc., KYB Americas Corp., OEM, Robert Bosch LLC, Walker Products. ● Best Website Presentation of a Product Line for Import Cars or Trucks: DENSO, Direct Market Access Inc., KYB Americas Corp., Philips Automotive, Robert Bosch LLC. Visit the AIA Import Product Awards display area at AAPEX, Level 1 Sands Expo Center adjacent from the AIA Booth/Lounge No. 9700.

United Stationers, through its wholly owned subsidiary United Stationers Supply Co., has signed an agreement to acquire MEDCO, a United States wholesaler of automotive aftermarket tools and supplies, and its affiliates including G2S Equipment de Fabrication et d’Entretien ULC (G2S), a Canadian wholesaler.

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AFTERMARKET NEWS

AutoZone To Acquire Interamerican Motor Corp.

MEMPHIS, Tenn. – AutoZone has entered into a definitive agreement to purchase Interamerican Motor Corp. (IMC).

Founded in 1962, IMC, which currently operates 17 locations, is the second largest distributor of OE quality import replacement parts in the United States, according to the company. The company has been committed to offering an extensive parts line for all European and Asian cars. Original equipment brands are at the core of the IMC parts program.

“We are excited about the IMC team joining AutoZone,” said Bill Rhodes, chairman, president and CEO. “The company’s leadership in import car parts coverage will be an exceptional fit with AutoZone’s current product assortment. As we expand the IMC brand across the United States, we believe the IMC business model will mutually benefit both our retail and commercial customers. The combined offering is expected to deliver value for our customers and stockholders.”

“AutoZone and IMC are a great fit,” said John Mosunic, IMC’s CEO. “This is a logical next step for both

companies. AutoZone’s national footprint, exceptional culture built on customer service and operational expertise combined with IMC’s leadership in selling to the import segment creates a powerful future growth platform.” Wells Fargo Securities served as the exclusive financial adviser to IMC in connection with the transaction.

IMC was acquired from Wulf Gaertner Autoparts AG (WGA), a producer of high-quality replacement parts for the automotive aftermarket based in German. WGA supplies product under the MEYLE and MEYLE HD brands for European and Asian vehicles.

The sale of IMC was a strategic step for WGA to strengthen the focus on the production of high-quality automotive replacement parts.

“With AutoZone we found an excellent new owner for IMC. This will include an enlarged distribution network for MEYLE and MEYLE HD in the U.S. market,” said Dr. Karl Gaertner, WGA’s CEO.

Parts Plus Pro Pick’Em Challenge To Award 60-Inch HDTV GERMANTOWN, Tenn. – The Automotive Distribution Network is awarding a 60-inch HDTV to the top prognosticator in the Parts Plus Pro Pick’em Challenge, which kicks off with the first pro football game of the year on Thursday, Sept. 4, according to Mike Lambert, president of the Network.

“This free contest is designed to enhance the enjoyment of the upcoming season for the Parts Plus customer base of professional technicians and DIYers, who are traditionally some of the biggest football fans in the country,” Lambert said.

Parts Plus customers who put their pigskin picks to the test will be competing for a 60-inch HDTV as well as for $50 Visa and $25 Amazon gift cards. Parts Plus Pro Pick’em players who are among the nation’s top scorers also are eligible to win prizes from Second Street, which is awarding weekly Fatheads and a grand-prize trip to Hawaii.

Parts Plus has opened the Pro Pick’em Challenge online to all eligible contestants at partsplus.profootball.upickem.net. Beginning with the season opener, the Parts Plus Pro Pick’em Challenge enables to users to submit their picks online, where they can also upload photos, trash talk and monitor weekly winners and prizes giveaways for an engaging experience throughout the 2014 pro football season. See Official Rules at partsplus.profootball.upickem.net/profootball/misc/rules.asp.

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AFTERMARKET NEWS

Pep Boys Reports Second Quarter 2014 Results PHILADELPHIA – Pep Boys has announced financial results for the 13 (second quarter) and 26 (six months) weeks ended Aug. 2.

Sales for the 13 weeks ended Aug. 2 decreased by $1.8 million, or 0.3 percent, to $525.8 million from $527.6 million for the 13 weeks ended Aug. 3, 2013. Net loss for the second quarter of fiscal 2014 was $0.3 million (0 cents per share), compared to net earnings of $5.4 million (10 cents per share) recorded in the second quarter of fiscal 2013.

Sales for the 26 weeks ended Aug. 2, 2014, increased by $0.8 million, or 0.1 percent, to $1,064.6 million from $1,063.8 million for the 26 weeks ended Aug. 3, 2013.

Net earnings for the first six months of 2014 were $1.3 million

(3 cents per share) as compared to $9.2 million (17 cents per share) for the first six months of fiscal 2013.

“Our service maintenance and

repair business, as well as our digital and commercial operations, continue to be bright spots,” said President and CEO Mike Odell.

Autologue Launches New Productivity Tool BUENA PARK, Calif. – Autologue Computer Systems Inc. has announced the launch of its latest productivity tool, the eSalesBI Dashboard. This new tool is designed to help outside sales teams and counter personnel boost sales. eSales is Web-based, for use on PCs at the business and also is available as an app for Android and Apple mobile devices.

It is primarily designed to be used by outside sales teams on

tablet PCs, allowing maximum interaction with their customers during routine sales calls. eSales offers management-defined sales alerts, notifying salespeople when trends change with individual customers. There are notifications and opportunities created by an administrator for events, promotions and specials, which can be distributed to the entire sales force or specific salespeople. eSales also contains a complete scheduler for the sales team to use to plan their daily routine, including the capability of setting recurring appointments and phone calls.

Jim Franco, CEO of Autologue, stated, “I believe this new eSalesBI tool will have a large impact in fortifying the relationships between the sales staff and the customer. The eSalesBI model gives the outside sales and counter personnel everything they need to know about the customer, and everything the customer needs to know about your company and what you have to offer. The magic of eSalesBI is that it’s always connected to your management system.” To learn more about the SalesBI tool, call 800-722-1113 to schedule an interactive demo.

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October 2014 | Counterman

AFTERMARKET NEWS

Greg Mattern Of 3M Recognized As Arnold Group Rep Of The Year SPENCER, Iowa – Arnold Motor Supply and the Auto Value Parts Stores of Nebraska and Iowa have recognized Greg Mattern, senior account rep for 3M, as the 2013 Manufacturer’s Rep of the Year for The Arnold Group. The award was presented to him at the company’s VIP golf outing held in Spencer, Iowa, on Sept. 4.

This award recognizes the top manufacturer’s representative calling on the Arnold Group.

Mattern, from Sioux Falls, S.D., has been in the automotive aftermarket for 26 years. According to Brad Edwardson, sales manager for The Arnold Group, “Greg goes wherever he is needed and he is always looking for ways to improve market penetration. He is one of the few manufacturer’s representatives that is willing to call on our stores and make sure that we have the right products and knowledge to be successful.”

Over the Counter By Jerry King

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October 2014 | Counterman

AFTERMARKET NEWS

E-Tailing Becomes Fastest-Growing Aftermarket Retail Sector, According To Auto Care Association Research BETHESDA, Md. – E-tailing is the fastest-growing retail sector in the automotive aftermarket, and is becoming a significant revenue stream for auto parts sales, according to “E-Tailing in the Automotive Aftermarket,” a new study from the Auto Care Association. This new online study analyzes the online retail market for sales of aftermarket parts, and serves as the foundation for the Auto Care Association to provide a unified estimate of online sales within the aftermarket.

In addition to the full report, the research also will be available in these four modules: ● Executive Summary provides an overview of all the key component study findings, which include insights from the market sizing, repair shop/installer and consumer research. ● Market Size and Growth totals the dollar volume of replacement parts sold via e-tailers for 2013 in consumer dollars. ● Repair Shop/Installer Survey Results include an in-depth analysis of the repair shop’s usage of e-tailing within their business. ● Consumer/Vehicle Owner Survey Results examines the DIY automotive consumer and their e-tailing habits.

“Very little solid data existed on the size and makeup of the e-tailing channel until now,” said Kathleen Schmatz, president and CEO, Auto Care Association. “This first-of-its-kind study, produced by the Market Intelligence team of committee volunteers and staff, provides unprecedented insight into e-tailing purchase behaviors across multiple industry sectors, and the impact of these trends on the entire auto care industry.”

IMR Inc. and The Martec Group were commissioned by the Auto Care Association to perform the research and modules for this report. Each version of the report is priced differently for Auto Care Association members and non-members.

For pricing and more information, visit www.autocare.org/etailing.

Web Link Provides ShowMeTheParts Business System Integrations DOWNERS GROVE, Ill. – ShowMeTheParts.com has announced that Web Link now provides ShowMeTheParts with business system integrations. This enables customers to search and find the right part quickly. Online catalogs keep product details and technical information up-to-date and easily accessible to customers. It also allows customers to fully interact with the product, increasing cus-

tomer satisfaction while allowing the business to easily manage data and increase profits.Web Link provides eCommerce solutions for the aftermarket, performance and accessory and import markets. Catalog integrations include ShowMeTheParts, DCi and IMC. POS system integrations include Amador, Counterworks, DST, Epicor, Fishbowl, Fuse5, Pacesetter and WHI (thru Autologue ePart gateway).

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AFTERMARKET NEWS

Federated Reports That The Federated Auto Parts 400 Was A Weekend To Remember STAUNTON, Va. – A lot of fun and some exciting NASCAR racing took place over the weekend at the third annual Federated Auto Parts 400 Sprint Cup race at the Richmond International Raceway (RIR), televised nationally Sept. 6 on ABC-TV. Brad Keselowski captured the checkered flag, securing the No. 1 seed for the “Chase” with his win.

“The Federated Auto Parts 400 has become a must-attend event for our members, customers and suppliers,” said J.R. Bishop, motorsports and event marketing director for Federated.

More than 2,000 Federated members and customers enjoyed an exciting day of hospitality and racing. Among those in attendance were the winners of the Federated

“Suite Deal” Sweepstakes, who watched the Federated 400 with NASCAR legend Kenny Schrader from a luxury suite at RIR. The Federated “Suite Deal” was sponsored by 10 participating Federated supplier partners: ACDelco, Akebono, ATP Automotive, Autolite, Brembo, Gates, Motorcraft, NGK, Raybestos and Spectra Premium.

Schrader, along with Kevin Byrd and Willie B of Two Guys Garage, were on-hand for race weekend activities, including a driving experience event the day after the race.

The day also included the exclusive Federated Aftermarket Vendor Expo, featuring Brembo, Dayco, Denso, East Penn, Federal-Mogul, Gates, Hastings, KYB, Standard Motor Products, Tenneco, USA Industries and WIX.

Federated Free Fuel Fridays For Fall STAUNTON, Va. – Federated Free Fuel Fridays has returned this fall.

Each Friday through Oct. 24, Federated will announce four winners of free gas cards on its Federated Auto Parts and Federated Car Care Facebook pages.

The contest began Sept. 15. Fans of Federated can enter now for a chance to win and will receive extra entries when sharing the contest with their Facebook friends. Two winners of $50 gas cards will be randomly selected from each of the Federated Facebook pages for a total of four winners announced each Friday from Sept. 19 through Oct. 24.

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October 2014 | Counterman

AFTERMARKET NEWS

Auto Supply Company Inc. Acquires Loop Road Auto Parts WINSTON SALEM, N.C. – Auto Supply Co., a family owned warehouse distributor based in Garner, N.C., has acquired Loop Road Auto Parts, a provider of parts and service in Garner and the Raleigh area of North Carolina. Auto Supply Co. has 15 branch locations and three warehouses throughout North Carolina and Western Virginia.

The company has been in business since 1954.

According to President and CEO Charlie Key, the acquisition is in line with the company’s continuing strategy to grow its business within the automotive industry. “This acquisition allows us to expand our market presence in Wake County with a company that is a natural fit for Auto Supply Company,” said Key. ” Scot Chappell, president of Loop Road Auto Parts, added, “As part of the Auto Supply Co. family, we will be even stronger and more competitive, with the ability to better serve our customers in our market area.”

AutoZone has reported net sales of

$3 billion for its fourth quarter (16 weeks) ended Aug. 30, 2014, an increase of 4.5 percent from the fourth quarter of fiscal 2013 (16 weeks).

Including sales from the additional week in last year’s quarter, sales decreased 1.5 percent. Domestic same store sales, or sales for stores open at least one year, increased 2.1 percent for the quarter.

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October 2014 | Counterman

AFTERMARKET NEWS

Centric Parts Named 2014 Pronto Supplier Of The Year INDUSTRY, Calif. – Centric Parts has been named Supplier of the Year by National Pronto Association. The award was presented Sept. 18 at the National Pronto Shareholders Conference in San Francisco by Pronto Executive VP Mike Mohler and President Bill Maggs.

In presenting the award, which is voted on by shareholders, Mohler noted that this was not the first time that Centric had been so honored, earning the award “for outstanding performance across all aspects of our business” in 2009 as well.

“We are grateful to receive this prestigious award from National Pronto shareholders,” said Charlie Kirkland, Centric director of sales for program groups. “The management and employees of Centric Parts work hard day in and day out to deliver world-class products and services to our customers. Working with Pronto makes us a better company, and we are very proud to be recognized in such a way.”

“This is a great honor,” said Centric Parts President and CEO Dan Lelchuk. “We greatly value our partnership with Pronto. And we truly enjoy the personal member relationships.”

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October 2014 | Counterman

AFTERMARKET NEWS

Pronto And ADI Take Common Action In ‘1Parts’ Joint Venture FRANKFURT, Germany – Autodistribution International (ADI) and National Pronto Association (Pronto) have announced plans to develop common automotive

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October 2014 | Counterman

aftermarket activities in a new joint venture called “1Parts.”

The challenges of the automotive sector are many, according to ADI and Pronto. In a globalized market

where vehicle manufacturers joined forces years ago, the OEM and OES suppliers are creating joint ventures and merging at a steady pace. Technological research and development have become a world business, too, driven by environmental requirements and consumer comfort and safety needs.

Even motorists become more “global” as the Internet continues to become more and more incorporated into the automotive sector.

To cope with the ever-changing dynamics in this high-stakes environment, ADI and Pronto, sharing the same vision and strategy for their partners and customers, say they found each other as matching partners and jointly invested in a common structure: 1Parts.

The aim of the shareholders of 1Parts is to raise benefits and advantages for all 1Parts stakeholders, on both the trade and industry side, in key domains such as supplier management and brand strategy, marketing support, data sharing, technical support to installers and also to identify additional common domains.

From the start, 1Parts was designed to be a global organization with members all over the world who share the same global strategy and vision, the two groups noted.

For Omer Wesemael, managing director of ADI, the creation of 1Parts is a logical step. “Today’s automotive sector is complex but at the same time full of opportunities for automotive distribution organizations that know how to combine a local business with global vision and strategy,” said Wesemael. “In a global structure such as 1Parts, we will not only be able to exchange views and compare practices in various domains on both sides of the ocean, but also give leverage to global suppliers.”

Subscribe Subscribe to the Counterman eNewsletter, the industry's freshest twice-weekly, 100 percent free, mobile-device-friendly eNewsletter. Developed specifically for the auto parts distribution channel, the Counterman eNewsletter delivers timely news, new products, promotions and other special features needed to gain an edge in the marketplace. Subscribe at Counterman.com to receive the Counterman eNewsletter two times per week — every Tuesday and Thursday — in your inbox!

AFTERMARKET NEWS

The Network Signs Fourth Parts Plus Mexico Member GERMANTOWN, Tenn. – The Automotive Distribution Network’s Parts Plus Mexico program continues to expand with the signing of Refaccionaria del Sol into membership.

“We’re pleased to announce that the Network’s marketing program tailored for Mexico continues to extend its footprint with the addition of Refaccionaria del Sol, our fourth Parts Plus Mexico member,” said Mike Lambert, president of the Network. “As volume and Parts Plus Mexico name recognition continue to grow, the Network can provide stronger programs for these members with the help of our manufacturer partners.”

With headquarters located just south of the Yuma, Ariz., border in the northwestern corner of

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October 2014 | Counterman

Sonora, Mexico, and a store location in Mexicali, Baja California, Refaccionaria del Sol imports 85 percent of its parts and products sold from the United States. The company’s main warehouse,

seven satellite locations and two stores do strong retail and some wholesale business. The business is owned by Jose Luis Rivera and his wife, Martha Cecilia Castaneda.

Network Hosts Record Crowd At Fall Membership Meeting GERMANTOWN, Tenn. – The Automotive Distribution Network’s recent fall membership meeting in Boston attracted record attendance, including several manufacturer partners and executives from warehouse distributors representing the Parts Plus, Parts Plus Mexico, IAPA and Auto Pride brands, according to Mike Lambert, president of the Network.

“The exceptional turnout for this event enabled the majority of the group’s membership to effectively meet with the Network’s valued manufacturer partners to discuss promotional opportunities and further enhance their relationship,” Lambert said.

During the gathering, the Network also reviewed the association’s latest marketing and product initiatives, while the NIS (Network Information Services) team conducted workshops detailing the latest IT enhancements.

PARTS PRIMER

Dayton

Bryan

Guffey

What Being ASE Certified Means To Them Counterman magazine asked recent recipients of our annual Counter Professional of the Year Award what it means to be ASE certified.

Why should parts pros be ASE certified?

Professionally, it means that I have made the effort to learn as much as possible about our industry, and I have demonstrated some degree of competence as a parts specialist. Personally, it is a tangible expression of my nearly 20year commitment to this industry.

It is a reminder that this is my chosen career, not just another job. I am proud of my multiple certifications, which help convey a diverse range of skills.

— Thomas Dayton, 2009 To me, it means I am an industry professional and have the knowledge and skillset to sell parts, and do it properly according to industry standards, not just a clerk behind the counter.

— Bill Bryan, 2010 I believe that an ASE certification ensures that the counter professional has been tested by a credible testing organization that takes pride in the automobile profession. When people see that you are ASE certified, they know you have the knowledge to handle any 32

October 2014 | Counterman

question that may arise pertaining to the automotive parts profession.

— Raymond Guffey, 2013 Has being ASE certified instilled trust in you on the part of your customers?

Yes. A lot of the people that I encounter on a day-to-day basis are also ASE certified. They know when they see I am ASE certified, they understand exactly what it takes and I have the knowledge to handle whatever they throw at me.

— Raymond Guffey, 2013 On the retail side, I believe it has instilled a trust from your customer when they come in for parts or advice and see your patch or certificate.

— Bill Bryan, 2010 I have a long established history with most of my customers now, but in the past, being ASE-certified helped show people that I wasn’t just “filling in” for someone until something better came along, and that my expertise went beyond just looking up parts on a computer screen. It gave me the opportunity

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(ASE) has been a stepping stone to promotions, allowed me to share my own knowledge with others, and helped me make lifelong friends and colleagues in this industry.

to build trust where otherwise, I may not have been given the chance.

— Thomas Dayton, 2009 What has being ASE certified meant for your career?

Being involved with ASE (both as a certified professional and working with the program as a subject matter expert) has opened a number of doors for me. It has been a stepping stone to promotions, allowed me to share my own knowledge with others, and helped me make lifelong friends and colleagues in this industry. It is a huge part of my success in this industry.

— Thomas Dayton, 2009 For me in my position, it is a requirement for management. It has opened some doors, and helped make some great relationships with customers, peers and industry professionals. It also allowed me to achieve that “CPOTY” status, which is great to be recognized at the top of your game.

— Bill Bryan, 2010 Well, I have been ASE P2 certified for nearly 17 years so it has provided a lot

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of opportunities for me. When people see you are ASE they know you have the experience and knowledge to preform the job at a high level.

— Raymond Guffey, 2013 Why should parts pros be ASE certified?

It shows they have put in their two-year minimum on the job training, and have learned what it takes to do the job properly. It does not mean that the training stops there. I recommend taking any and all training available to better yourself at the job you do !

— Bill Bryan, 2010 Certification helps bolster the image of part specialists in general, and even though its a voluntary program, it helps give you a leg up on the competition when looking for a position. It is a great resume builder, and shows prospective employers that you are serious about excelling in the industry. Some businesses would rather not hire non-certified employees, so not having the credential actually works against you.

— Thomas Dayton, 2009

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Air Conditioning f the refrigerant leaks out of the A/C system because of a bad oring seal, worn compressor shaft seal, a leak in a hose or a hole in the condenser or evaporator, the A/C system will lose its ability to cool. A low pressure switch on most systems will deactivate the A/C system if the refrigerant is too low. This protects the compressor against damage which may occur if the refrigerant charge is low.

A refrigerant leak must be found and repaired before the system is recharged with refrigerant. If the leak is not repaired, refrigerant will continue to leak causing a gradual loss of cooling. Leaks can be found by adding special ultraviolet (UV) leak detection dye to the system or by using an electronic leak detector.

Chemical sealer products can be added to an A/C system to seal small refrigerant leaks, but the effectiveness of these products depends on the type of leak and its location. Some sealers also may clog refrigerant recovery and recycling equipment.

Leaks also cause a loss of com-

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pressor oil from the system, which can lead to compressor failure.

Leaks also allow air and moisture into the system, which can form acids and sludge. If an A/C system contains sludge, it must be flushed out with an approved A/C chemical flushing agent. Certain parts such as the compressor, parallel flow condensers, orifice tubes, accumulators and receiver-driers and hoses with built-in mufflers cannot be flushed effectively and must be replaced to prevent a repeat failure.

On high-mileage vehicles or those that have had a refrigerant leak, the receiver-drier or accumulator should always be replaced.

These components contain desiccant crystals that absorb moisture to protect the system against corrosion and sludge.

Following the installation of a new compressor, hoses, orifice tube, condenser or evaporator, the system must be evacuated with a vacuum pump to remove air and moisture.

The specified amount of compressor oil must also be added to the system when it is recharged.

Continued on page 78

Know-how Components most often replaced: Refrigerant, compressor, compressor oil, condenser, evaporator, receiver-drier or accumulator, orifice valve, control valve, refrigerant hoses and o-rings, pressure switches.

Common reasons for replacement: Refrigerant leaks and compressor failures are the most common cause of A/C cooling problems and repairs. The refrigerant is the working fluid of the system. R-134a has been the refrigerant used in all automotive A/C systems since 1996, although a few newer vehicles are now using R-1234yf (which is gradually being phased in as a more environmental friendly replacement for R-134a).

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Automatic Transmission he Automatic Transmission Fluid (ATF) in most late model transmissions is a long-life fluid. Many vehicles have no recommended ATF service

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Know-how Components most often replaced: ATF, transmission filter, transmission pan gasket, transmission seals, solenoid valves & sensors, torque converter, transmission control module (TCM).

Common reasons for replacement: Fluid maintenance or fluid leaks, or transmission problems caused by valve, sensor or module failures.

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interval for “normal” service, although some recommend changing the fluid at 30,000 to 60,000 miles for “severe” service.

The life of the fluid can be cut short by high temperatures. If the fluid gets too hot, it oxidizes and breaks down, which can lead to transmission failure if the fluid is not replaced. Most vehicles have an ATF oil cooler in the radiator or mounted externally. Installing a larger external ATF oil cooler may be recommended for hard use applications to extend the life of the fluid.

Maintenance requirements are minimal with most late-model automatic transmissions, but periodic fluid and filter changes Continued on page 80

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Battery, Charging & Starting System ost vehicles have a negative ground 12-volt lead-acid battery and 12-volt charging system. Hybrid vehicles have a dual voltage electrical system with a 150- to 330-volt Nickel-Metal-Hydride (NiMH) or Lithium-Ion (Li-ion) hybrid battery starting and propulsion, and a 12-volt “auxiliary” battery for lighting and electronics. Some late model cars with Idle Stop/Start systems that turn the engine off at stop lights to save fuel have two separate

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Know-how Components most often replaced: Battery, battery cables, ground straps, alternator, alternator harness, starter and starter relay or solenoid.

Common reasons for replacement: Car won’t crank or start because the battery is low or won’t hold a charge, because of poor electrical connections, or defective starter or starter solenoid or relay.

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12-volt batteries, an “Absorbent Glass Mat” (AGM) battery for engine starting and a conventional wet (flooded) cell 12-volt battery for lights, electronics and power accessories.

A weak or failing battery may not produce enough amps to crank and start the engine. Slow cranking also can be caused by a weak starter (worn brushes, shorts or opens in the armature or field windings) or poor electrical connections. Cranking problems can also be caused by a loose starter, defective or worn starter drive, damaged teeth on the flywheel, loose or corroded wiring connections, or a defective starter solenoid, relay or ignition switch.

A battery can run down if the lights are left on, if it is not driven long enough to fully recharge between trips, or there is a keyoff power drain (a relay or trunk light that remains on, or a module that does not go into sleep mode after the ignition is turned Continued on page 78

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Brakes Many new vehicles are now factoryequipped with low-copper or no-copper brake linings.

rake linings have a limited service life that can vary widely by the type of driving, size and weight of the vehicle, and the type of friction material. Stop-and-go city driving and aggressive driving can wear the linings very quickly. Front brake pads typically wear at a higher rate (2X to 3X faster) than rear shoes or pads, but on some newer vehicles the rear pads may wear as fast or faster than the front due to a higher percentage of the braking load being applied to the rear brakes.

Brake noise may be another reason to replace a set of pads. Linings can also be replaced to upgrade braking performance and fade resistance.

Components most Premium pads and performance pads typically often replaced: provide improved stopping power, fade resistance and reduced noise compared to economy or Brake pads, rotors, calipers, even many standard grade linings. shoes, drums, brake hardware, Many new vehicles are now factory-equipped wheel cylinders, master with low-copper or no-copper brake linings. Simicylinder, power brake booster, Continued on page 82 brake hoses, steel brake lines,

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brake fluid, ABS pumps, accumulators, solenoids and wheel speed sensors.

Common reasons for replacement: Brake linings (pads and shoes) are wear items and are usually NOT covered by a new car warranty. Same for the rotors and drums. Hydraulic components such as calipers, wheel cylinders and master cylinder as well as hoses and lines may need to be replaced if leaking, sticking or severely corroded. ABS components such as control solenoids in the hydraulic unit or a pump may need to be replaced if sticking or inoperative. An ABS high pressure accumulator may need to be replaced if it fails to hold pressure. Wheel speed sensors may quit working due to electrical faults or wiring problems, causing the ABS warning light to come on and disable the ABS/Stability Control system.

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Cooling System inimal maintenance is required for most cooling systems today thanks to long-life coolants that are typically rated for 100,000 to 150,000 miles of service (service life varies depending on the brand and type of coolant). As long as the cooling system remains leak-free, the level should remain constant. If the system is low and needs make-up coolant, it should be inspected for external or internal leaks (which requires pressure testing the system) before coolant is added.

Different vehicle applications have different types of coolant. Most vehicle manufacturers specify some type of OAT (Organic Acid Technology) coolant or a HOAT (Hybrid OAT) coolant. Different dyes are used to distinguish one coolant from another, but the colors can be confusing. Colors can also change when different types of coolant are mixed together.

Most coolants are a 50/50 mixture of ethylene glycol (EG) antifreeze and water.

Propylene glycol (PG) is also available as a less environmentally toxic coolant. Premixed coolant is easiest for consumers to use because it requires no mixing. Full strength coolant must be mixed in equal parts with clean distilled water (never tap water, which contains dissolved salts and

M Full strength coolant must be mixed in equal parts with clean distilled water (never tap water which contains dissolved salts and minerals).

Know-how Components most often replaced: Coolant (antifreeze), thermostat, water pump, radiator and heater hoses, radiator, radiator cap, heater core, heater controls, cooling fan motor and relay, fan clutch, belt, coolant sensor, expansion plugs.

Common reasons for replacement: Coolant leaks are a common cause of engine overheating. Leaks can occur anywhere in the cooling system, including the engine (a bad head gasket or hairline cracks or porosity in the cylinder head or block). The most common leak point is the water pump shaft seal. Sealer can be added to the system to temporarily or permanently seal small leaks, but such products usually won’t stop a leaky water pump.

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minerals). Coolant should only be added to an engine after it has cooled down, never a hot engine.

Replacement coolant should be the same type as the original, or rated as meeting the OEM coolant specifications.

“Universal” coolants that are compatible with all makes and models are safe to use in most applications. North American “green” formula conventional coolant is a lower-cost product for older vehicles with copper/brass radiators. It typically needs to be replaced every two to three years or 30,000 to 50,000 miles.

If the old coolant in a vehicle contains rust or sediment, the cooling system should be cleaned by adding a cooling system cleaner product to the radiator.

The system then needs to be flushed and refilled with clean coolant. If a radiator is clogged with sediment, it may have to be removed for cleaning or replaced.

If an engine has overheated, a new thermostat is recommended because excessive heat can damage the thermostat. Overheating can be caused by coolant leaks, a thermostat that fails to open, a bad water pump (loose or damaged impeller), a clogged radiator, an electrical cooling fan that fails to come on, a slipping mechanical fan or even exhaust restrictions (a clogged catalytic converter).

Radiator and heater hoses should be inspected periodically, and replaced on high-mileage vehicles when other major cooling repairs are made (like replacing a water pump, radiator or heater core).

New clamps also are recommended.

Molded hoses provide the best fit. On applications that use “branched” hoses (several hoses that are combined into a single hose assembly), it may be possible to cut out a bad section and replace it with new hose. But if part of the hose has failed, chances are the rest of the branched hose also is in poor condition. The entire hose assembly should be replaced. CM

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Drivetrain ith U-joints, the needle bearings inside the steel caps on each arm of the center cross can be damaged if grease leaks out, or water or dirt get past the cap seals. Severe overloading also can damage U-joints.

Worn U-joints typically make a clunking noise when an automatic transmission is put into gear or when the vehicle is starting from a stop. Worn joints also can make noise or vibrations at higher speeds.

Worn outer CV-joints typically make a clicking or popping sound when turning a corner, while worn inner CV-joints make clunks and vibrations when starting out or changing speeds.

Worn U-joints can be dangerous because if a joint breaks, the driveshaft may fall out of the vehicle. Worn U-joints should always be replaced in pairs (both ends). Replacing U-joints on a driveshaft usually requires using a hydraulic press.

On two or three-piece shafts, the center carrier bearings also need to be inspected and replaced if worn.

Worn CV-joints can be replaced individually, in pairs or as part of a complete replacement shaft assembly. Most people

W Worn CV-joints can be replaced individually, in pairs or as part of a complete replacement shaft assembly.

Know-how Components most often replaced: FWD and AWD halfshafts, RWD driveshafts, constant velocity (CV) joints, U-joints, axle bearings, wheel bearings and seals.

Common reasons for replacement: Components wear out from accumulated mileage, hard use and/or corrosion. On applications that use CV-joints on halfshafts, the leading cause of CV-joint failure is usually a split, cracked, torn or missing boot. CV-joints are protected by a rubber or hard plastic boot that keeps grease in and prevents water or dirt from entering the joint. If the boot leaks, joint failure usually follows unless the damaged boot is found and replaced. Replacing some boots requires a special tool for crimping/tightening the boot retaining ring.

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prefer to replace the entire shaft assembly because it is faster and easier than trying to replace an individual joint.

Replacement FWD and AWD halfshafts may use remanufactured inner and outer CV-joints, a combination of reman and new CV-joints, or all new CV-joints. Reman CV joints are reground on a special CNC machine and fitted with oversized balls to restore proper clearances.

Replacement halfshafts must be the same length as the original end-to-end, with the same diameter end shafts and spline count. On applications that have an ABS sensor ring mounted on the outer CV-joint, it must also match the original.

Cracks, damaged teeth or severe corrosion on the wheel speed sensor ring can set ABS wheel speed sensor codes and prevent the ABS system from functioning normally.

Wheel bearings wear out and fail for the same reasons as U-joints and CVjoints: loss of grease and water and/or dirt contamination. Most late-model wheel bearings are sealed cartridges or part of a sealed hub assembly. No maintenance is required. Older vehicles with serviceable wheel bearings, however, do require periodic cleaning, inspection, regreasing (wheel bearing grease only, never ordinary chassis grease) and adjustment.

Leaks past the wheel bearing seal can lead to bearing failure. Hard cornering also places excessive side loads on wheel bearings, which may lead to premature failure. A bad wheel bearing will often make a whining, chirping, squeaking or rumbling sound that changes in proportion to vehicle speed. Replacing a wheel bearing may require a hydraulic press and/or special driver tools or a hub puller. Hub nuts on FWD applications should not be reused, but replaced with new nuts and cotter pins. CM

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Electrical system uses protect wiring circuits and components from current overloads, and should not fail unless a circuit has experienced an overload.

Fuses are rated according to their amp capacity, and should only be replaced with a fuse of the same amp ratComponents most often replaced: ing (never higher).

Relays are used to route power to variBattery, alternator, starter, small electric motors, fuses, relays, ous components such as the starter, fuel modules, wiring connectors, wiring harnesses, headlights, pump, ABS system, cooling fan, A/C comtaillights, other lamps. pressor, headlamps and other accessories.

If a relay fails to switch current on when it Common reasons for replacement: is commanded to do so, the component it Batteries are replaced when they will no longer accept or hold a controls will not operate. Replacing the recharge, or if they test bad (see section on Battery, Charging and lay should cure the problem. If a relay Starting System). Rotating electrical components such as sticks on, it may create a key-off power alternators, starters and small electric motors can fail as a result drain on the battery that can run the batof overloading and excessive heat, but sometimes the problem tery down. Locating a particular relay can is not the component but a fault in the circuit or module that be difficult because it may be located in the controls it, or a loose or corroded wiring connection.

Continued on page 84

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Emissions Control ome problems that increase emissions also will cause drivability and performance problems, such as a cylinder misfire. Other emission faults that turn on the Check Engine light may not cause any noticeable changes in engine performance or fuel economy (such as a loose gas cap or EVAP system fault).

Diagnosis requires a scan tool that can read codes and system data. No parts should be replaced until an accurate diagnosis has been made of an emissions problem.

Most emission control components require no maintenance, and are replaced only if they have failed.

However, oxygen sensors do degrade with age and may become sluggish, causing an increase in fuel consumption and emissions (maybe not enough to set a code and turn on the Check Engine light, but enough to cause a drop in fuel economy).

High mileage O2 sensors (those with more than 100,000 miles may be replaced for preventive maintenance and to restore like-new performance).

Air/Fuel sensors are similar to conventional oxygen sensors ex-

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cept that they provide a more exact reading of the engine’s air/fuel mixture. A conventional O2 sensor produces a “rich” or “lean” voltage signal to indicate the air/fuel mixture. The PCM then compensates by adjusting the fuel mixture (changing the duration of the injectors) to add or decrease fuel as needed to keep the mixture balanced.

EGR valves are used to reduce oxides of nitrogen (NOx) emissions by rerouting a small amount of exhaust back into the engine’s intake manifold. Problems with EGR valves involve a malfunction of the valve itself, its control mechanism (electronic or vacuum), or a buildup of carbon deposits in and under the valve that may prevent it from closing or opening. A defective EGR valve may cause rough idle, or misfiring or detonation (spark knock) when the engine is under load. Some late model engines do not have an EGR valve because they use other means to reduce NOx emissions.

The PCV system recirculates crankcase blowby vapors inside the engine by rerouting them back Continued on page 82

Know-how Components most often replaced: Oxygen sensors, EGR valves, PCV valves, throttle position sensors, airflow sensors, other sensors, catalytic converters.

Common reasons for replacement: Check Engine Light on or an emissions test failure. A vehicle will not pass an OBD plug-in emissions test if the Check Engine Light is on, if there are fault codes present, or if the OBD system monitors have not all completed successfully. Some OBD monitors run every drive cycle while others such as the EVAP and CAT monitors require certain operating conditions before they will run.

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Exhaust system For older highmileage vehicles that may have problems meeting emissions, some aftermarket replacement converters are available with catalysts that contain a special blend of metals or an extra thick layer of metals so the converter can safely handle higher levels of pollutants.

xhaust leaks can occur at the exhaust manifold gaskets or if the manifold cracks. Leaks also may occur where the manifold connects to the Y-pipe or head pipe, where there’s a flex connection in a Y-pipe or head pipe (such as those on many FWD cars with transverse mounted engines), where there are welded, bolted or clamped pipe connections, or in a muffler, resonator or pipe.

Replacement mufflers and resonators may be “universal fit” (which usually require adapters and some modifications to install) or “direct fit” (which bolt in the same as the original). A low-restriction aftermarket muffler also can be installed if a customer wants an upgrade in performance or wants to change the exhaust sound.

Catalytic converters are designed to be long-lived (more than 100,000 miles) and have stainless steel shells and heat shields. But they can also rust out. Loose heat shields that rattle are a common problem. Catalyst damage and clogging (exhaust restriction) also may occur if the engine has a misfire or is leaking compression into the exhaust.

The catalytic converter is an emission control device, so operating efficiency is monitored by a downstream oxygen sensor mounted in or behind the converter. If efficiency drops below a certain threshold, the OBD system will set a P0420 or P0430 fault code (low catalyst efficiency) and turn on

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Know-how Components most often replaced: Mufflers, pipes, clamps, hangars, heat shields, gaskets, catalytic converter, particulate trap and DEF fluid (diesels).

Common reasons for replacement: Steel exhaust pipes and mufflers eventually rust out, even stainless steel parts. When an exhaust component fails, it usually creates an exhaust leak and noise. Exhaust leaks are dangerous because carbon monoxide may enter the passenger compartment.

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the Check Engine Light. This often has little or no effect on fuel economy or performance, but it will prevent the vehicle from passing an emissions test. The fix usually requires replacing the converter.

New original equipment converters are covered by an 8-year/80,000-mile federal emissions warranty, or up to 15 years/150,000 miles on some California hybrid vehicles. Once a converter is out of warranty, it can be replaced with an aftermarket converter. The replacement must be the same type as the original, and OBD compliant if it is for a 1996 or newer vehicle. Aftermarket converters have a 2year/24,000-mile warranty. It is illegal to remove a converter from a street-driven vehicle and not replace it with another converter (no “test” pipes allowed).

California also has its own special requirements and rules for catalytic converters that require a CA-certification with an A.R.B number stamped on the converter shell. For CA vehicles that are registered outside of California, a 49-state OBD II converter is usually an acceptable replacement.

For older, high-mileage vehicles with problems meeting emissions, some aftermarket replacement converters are available with catalysts that contain a special blend of metals or an extra thick layer of metals so the converter can safely handle higher levels of pollutants. This can help keep the Check Engine Light off so the vehicle will meet emissions for a longer period of time.

Diesel pickups use exhaust aftertreatment including a “particulate trap” and Diesel Exhaust Fluid (DEF) injected into the exhaust to lower NOx emissions. DEF fluid must be added to the vehicle’s DEF storage tank periodically for the exhaust aftertreatment system to function normally. A low DEF fluid level will turn on a warning light. If the tank runs dry the engine will go into a reduced power “limpin” mode until DEF fluid is added. CM

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Fuel system n engine that cranks and has spark and compression but will not start is probably not getting fuel (or enough flow or pressure to achieve the proper air/fuel ratio). Fuel injected engines require a specific operating pressure to start and run. If the pump is worn or spinning too slowly, it may not generate adequate pressure. If the fuel filter or fuel line is plugged, it can block the flow of fuel to the injectors.

A weak or leaking fuel pressure regulator can also prevent the pump from building normal pressure in the system. Other factors that may prevent the pump from running include an anti-theft system that prevents the pump from turning on, or an inertia safety switch that has been tripped due to a hard jolt or accident.

Fuel system diagnosis usually requires a fuel pressure gauge and often a scan tool and/or volt meter to check wiring connections and voltage supply. Accurate diagnosis is essential to prevent unnecessary fuel pump returns and warranty claims.

Fuel pump failures can be caused by normal high-mileage wear, contaminants inside the fuel tank or even fuel starvation. Fuel pumps rely on fuel for cooling and lubrication. Running the fuel tank dry may result in pump damage. A new or used fuel pump should never be benchtested dry by applying voltage to its terminals as this may damage the pump.

A Fuel pump failures can be caused by normal highmileage wear, contaminants inside the fuel tank or even fuel starvation.

Know-how Components most often replaced: Fuel filters, air filters, fuel pumps, fuel pressure regulators, fuel injectors, throttle bodies, fuel hose, fuel level sending units, fuel tanks, gas caps.

Common reasons for replacement: Fuel and air filters are replaced periodically for preventive maintenance or when they become clogged. Some fuel filters are mounted inside the fuel tank and have no regular scheduled maintenance interval. They are only replaced if the pump module is being replaced or if the filter has become clogged.

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A good used fuel pump or new pump may fail to run if there are loose or corroded wiring connections, a bad fuel pump relay, blown fuse, or low or no voltage in the fuel pump power circuit.

Replacing a fuel pump on most vehicles requires removing the fuel tank. Rubber fuel and vapor hoses should be inspected and replaced if hard, brittle or cracked.

New clamps are recommended. The inside of the fuel tank should also be inspected for dirt, rust (steel tanks) or deterioration (plastic tanks). The tank should be replaced if it is in poor condition or leaking.

When a new fuel pump is installed, a new pump inlet screen and fuel filter also should be installed at the same time. Failure to do so may void the pump warranty.

On port-injected engines, the fuel injectors spray fuel into the intake ports. This helps keep the intake valves clean provided there is enough detergent in the gasoline.

Recommend a supplemental fuel injection cleaner to help keep the injectors, intake valves and combustion chambers clean.

Many newer engines have Gasoline Direct Injection (GDI), which sprays fuel directly into the cylinders under much higher pressure than a port-injected engine. This improves fuel economy and performance but does little to keep the intake valves clean. For these applications, a special fuel cleaner additive may be required.

Diesel engines run on No. 1 (winter) or No. 2 (summer) grade diesel fuel. For 2006 and newer diesels, Ultra Low Sulfur Diesel (ULSD) fuel is required to meet emission requirements. In many areas, diesel oil also is blended with oils from plants or recycled animal fats to create “biodiesel� blends. Diesel fuel can thicken and gel in cold weather, and biodiesel blends are even more vulnerable. Recommend a supplemental diesel fuel treatment to help prevent gelling and to improve injector lubrication. CM

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Engine Parts any head gaskets on latemodel engines are MultiLayer Steel (MLS) rather than composition (nonasbestos fiber or graphite) with a solid or perforated steel core. MLS gaskets are used with torque-to-yield (TTY) head bolts which stretch when tightened. TTY head bolts should not be reused if a MLS head gasket is being replaced due to a risk of breakage. Conventional head bolts can be reused, but should be replaced if stretch, damaged or badly corroded. Head bolts should be lubed with engine oil or special thread assembly lube, and tightened with an accurate torque wrench and angle gauge.

Low oil pressure in an engine may indicate a major problem. If low oil pressure is not due to a low oil level in the crankcase, the cause may be a defective oil pressure sending unit or gauge, a worn oil pump and/or worn engine bearings.

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Oil burning (blue smoke in the exhaust) signals worn valve guides and seals, and/or worn or damaged piston rings. Engine compression can be checked with a compression gauge or leakdown gauge to verify ring and valve sealing.

Engine noises can be caused by a variety of conditions. Some common noises include knocking or rapping sounds (bad connecting rod bearings), piston rattle or slap following a cold start (worn cylinders/pistons), rattling or scraping sounds from the front of the engine (worn timing chain), tapping, clicking or clattering from the upper engine area (bad valve lifter, worn rocker arm or cam follower, bent pushrod, or excessive valve lash).

Many late model engines have Variable Valve Timing (VVT) to provide a broader power band and better performance. VVT uses oil pressure to advance or retard cam timing based on engine speed and Continued on page 84

Know-how Components most often replaced: Gaskets (head gaskets, manifold gaskets, cover gaskets, etc.), seals, fasteners (including torque-to-yield head bolts and rod bolts), oil pumps, timing chains and belts, valvetrain components (valve springs, rockers, pushrods, lifters and camshafts), block components (pistons, rings, connecting rods, bearings, crankshafts) and covers (timing cover, valve covers and oil pan).

Common reasons for replacement: Gaskets and seals are replaced if they are leaking, which is common in older high mileage vehicles. Coolant leaks past a bad head gasket or intake manifold gasket can cause coolant loss and engine overheating.

A bad head gasket also may leak compression, causing a drop in power and engine misfire. Leaky exhaust manifold gaskets can be noisy and create a carbon monoxide hazard. Leaky pan and cover gaskets can seep oil, causing oil loss and increasing the risk of a dangerous drop in oil pressure.

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Ignition system park plugs may have to be replaced more often if fouling occurs. Deposits that build up on the electrodes cause ignition misfire, loss of fuel economy and power. The OBD system will detect misfires and set a misfire code that identifies which cylinders are misfiring.

Underlying causes of spark plug fouling include excessive idling, frequent short trip driving at low speed, oil burning (worn valve guides and seals or piston rings) or overly rich fuel mixtures).

Misfiring also can be caused by a weak ignition coil, bad plug wires or boots, moisture on the wires or spark plugs, or excessive electrode wear or too wide a plug gap. Spark plug electrodes wear with accumulated miles, which increases the voltage required by the coil to create a spark. If the voltage requirements exceed the coil’s capacity, a misfire occurs.

Replacement spark plugs can be the same type as the original (standard, platinum or iridium), or standard plugs can be replaced with platinum or iridium plugs. The brand of the plug does not matter as long as it is listed for the application and has the same heat range, thread diameter, seat configuration and electrode position as the original. Electrode designs vary (single, double, quadruple or even surface gap), and some engines require a specific type of electrode configuration for best performance. If a

S Spark plug wires can be replaced individually but a complete set is recommended if one or more wires on a highmileage engine need to be replaced.

Know-how Components most often replaced: Spark plugs, plug wires, ignition coils, distributor caps and rotors, crankshaft and camshaft position sensors, ignition switches.

Common reasons for replacement: Spark plugs are a maintenance item that have to be replaced periodically – every 45,000 miles with conventional spark plugs, or every 100,000 miles or more with long-life platinum and iridium spark plugs.

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particular spark plug is not listed for a given application, it should not be used in that application. Follow the spark plug manufacturer’s recommendations.

Spark plugs are pregapped to cover the widest possible range of applications, but for some engines the plugs may have to be regapped with a gapping tool or feeler gauge to different specifications.

Most late-model engines have some type of Distributorless Ignition System (DIS) with multiple ignition coils. On Waste Spark systems, each pair of cylinders shares a common ignition coil. Cylinders that are opposite one another in the engine’s firing order are paired so their spark plugs share the same coil. Only the plug that fires during its compression stroke produces power.

A bad coil on this type of system will cause a misfire in two cylinders. Many of these applications also recommend using spark plugs with double platinum or iridium electrodes to minimize wear.

With Coil-On-Plug (COP) ignition systems, each spark plug has its own separate ignition coil mounted directly over the spark plug. The type of spark plugs used with this type of ignition system are not as important because the plugs fire with the same frequency as those on an engine with a conventional distributor.

It’s the same story with Coil-Near-Plug (CNP) ignition systems.

Ignition wires are fading into history, but there are still many older vehicles on the road that have a distributor, cap, rotor and individual plug wires. Carbon core suppression wires can deteriorate with age and cause misfires. Plug wires should be inspected or replaced on high-mileage engines when plugs are changed or when ignition misfire is a problem. Inductance (mag) plug wires that contain spiral wound nickel alloy wire also are used as original equipment on many engines. This type of plug wire is more durable and is often used in performance wire sets. CM

PARTS PRIMER

Manual Transmission Many flywheels can be reground to restore the surface, but some stepped flywheels and “dual mass” flywheels must be replaced if worn or damaged.

he friction material on the face of the clutch disc provides “grab” when the pressure plate presses the disc against the flywheel. Various friction materials may be used for the clutch linings, including ceramic/metallic compounds for heavy-duty applications.

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Know-how Components most often replaced: Clutch disc, pressure plate, release bearing, pilot bushing (if used), hydraulic clutch linkage (master & slave cylinder), clutch release cable, flywheel, transmission grease or fluid.

Common reasons for replacement: The clutch is a wear item and after years of use (or abuse), the clutch may slip, chatter, fail to engage when the clutch pedal is released, or fail to release when the clutch pedal is depressed.

Slipping and chattering can also be caused by oil contamination from a leaky rear main crankshaft seal or transmission input shaft seal. Mismatched parts (a pressure plate from one supplier and a release bearing or disc from a different supplier) may also prevent a clutch from working properly, as can misadjustment or misassembly.

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The condition of the face of the flywheel must be smooth, flat and free from cracks or hard spots. Many flywheels can be reground to restore the surface, but some stepped flywheels and “dual mass” flywheels must be replaced if worn or damaged.

Dual mass flywheels are used on many pickup trucks and some performance cars to cushion clutch engagement and dampens drivetrain vibrations. A dual mass flywheel has a spring-loaded flywheel inside another flywheel. If the springs have failed or the flywheel is worn or damaged, it can be replaced with another dual mass flywheel or a less expensive conventional solid flywheel – but the trade-off with a solid flywheel may be increased vibration and harshness.

When a customer is replacing a clutch, recommend a complete clutch kit that includes a new clutch disc, pressure plate and release bearing. This will reduce the risk of mismatched parts and restore the clutch system to like-new condition.

Piecemeal clutch repairs seldom last, and the labor involved to replace individual

clutch components is no more than to install a complete clutch kit.

A clutch that fails to release is often due to a seal failure inside the slave or master clutch cylinder, or if the vehicle has a mechanical linkage a broken cable or release fork.

If a clutch is slipping due to oil contamination, the oil leaks should be identified and repaired before the new clutch is installed.

Clutch noise usually signals a bad release bearing (or pilot bushing if used).

On applications that have a concentric slave cylinder, the release bearing may be part of the slave cylinder, or a separate component. A new release bearing should be included if it is not part of the slave cylinder. Slave cylinders may have a plastic strap that holds the cylinder in a fully compressed position.

This strap must NOT be removed during installation. It is designed to break free the first time the clutch is engaged.

Most manual transmissions require no maintenance, but if the oil ore fluid level inside is low the transmission may have a leaking input and/or output shaft seal. The lubricant level inside the transmission must be maintained at the proper level otherwise the transmission can fail. The same goes for transaxles, differentials and 4x4 transfer cases. Use the type of oil or lubricant specified by the vehicle manufacturer (gear oil, ATF or other oil).

Other components that may need to be replaced include the transmission, transaxle and/or motor mounts. Broken mounts allow unwanted drivetrain movement and can transmit noise and vibration to the rest of the vehicle. CM counterman.com 63

PARTS PRIMER

Steering & Suspension neven or unusual tire wear is almost always a symptom of worn or damaged steering or suspension components, or wheel misalignment. Worn or damaged parts will not work in awheel alignment so they must be replaced.

Worn tie rod ends usually have the greatest effect on tire wear, and also can contribute to steering looseness and wander. After replacement, the tie rods must be adjusted to realign the wheels.

Worn ball joints can produce suspension noise and shoulder wear on tires by allowing the wheels to lean in. A ball joint failure (separation) can be dangerous because it allows the suspension to collapse. On many late-model vehicles, the ball joints are part of a “united” control arm assembly. If the ball joint is worn (loose), the entire control arm assembly must be replaced — except on some applications that allow the original equipment ball joint to be pressed out and replaced with a special aftermarket ball joint. Shocks and struts provide ride control to

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dampen the motions of the suspension. Worn shocks or struts can’t maintain proper control, resulting in a rough, bouncy ride, excessive body sway, bottoming or rocking after hitting bumps, and poor handling stability. Badly worn shocks also can increase tire wear and reduce traction.

The two basic types of shocks and struts are twin-tube and monotube. Twin-tube shocks have an oil reservoir around the outside of the piston chamber. Oil moves back and forth from the chamber through valves in the bottom of the shock. With monotube shocks, there is no outer chamber. One end of the shock is filled with a high pressurized gas charge (up to 360 psi), and a floating piston seal separates the gas charge from the oil. Twin-tube shocks may also be pressurized with nitrogen gas to reduce fluid foaming and shock fade.

Electronic shocks with valving that changes to adapt to different road conditions are used on some vehicles. Others may have “selfleveling” shocks that use special Continued on page 80

Know-how Components most often replaced: Shocks, struts, springs (coil, leaf, torsion bar and air springs), control arms, bushings, tie rod ends, ball joints, steering racks, rack mounts, idler arms, PS pumps, PS hoses, PS fluid, air ride compressors and tubing.

Common reasons for replacement: Except for some heavy-duty pickup trucks that still have greasable ball joints, tie rod ends and driveshaft U-joints, most steering and suspension components require no maintenance — other than periodic inspection for wear or damage, or wheel alignment checks/adjustments if a vehicle is not steering straight or its tires are wearing unevenly.

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ECHANIC CONNECTION

By Gary Goms, commercial accounts editor

Five Things You Need To Know

About TPMS he only constant in the automotive service industry is change and, with that in mind, let’s take a look at five important things that a parts professional should know about Tire Pressure Monitoring Systems (TPMS):

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senger vehicles and light trucks built since 2008 are now equipped with TPMS, and given that disabling the Tire Pressure Monitoring System is illegal, look for increased sales in TPMS sensors, mounting hardware and tooling in your wholesale markets.

Dead Batteries: The TPMS market should boom during the next few years because the non-replaceable batteries built into the TPMS sensors are beginning to wear out. Doing the math, TPMS was mandated as standard equipment in the 2008 model year, which would translate into nearly a 100 percent failure rate by 2018. Given that all pas-

Programmable and Pre-Programmed: Replacing a TPMS sensor isn’t as simple as replacing a conventional valve stem. Programmable sensors are essentially blank slates, which means that the correct protocols for matching the sensor with the vehicle must be installed with special electronic tooling. Pre-programmed sensors are manufactured with various vehicle The bar code on a TPMS sensor protocols already contains the part number and the built into the sensor, information needed to install the sensor. which eliminates the need for special tooling required to “clone” the sensor to the vehicle application. Sensor types can also be broken down into Original Equipment (OE) and aftermarket clone-type sensors. Clone or “generic” type sensors must be programmed to the vehicle application.

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Radio Waves: TPMS sensors incorporate a small radio transmitter that relays individual tire pressures via radio waves to the TPMS module. Remember that TPMS radio transmitters are manufactured in both 315 MHz and 433 MHz radio bands because you’ll be dealing with these issues in your cataloging and applications. Since there’s no external wiring, communications between a TPMS scan tool and the TPMS sensor is accomplished through radio communications. In some cases, radio waves emanating from outside sources can interfere Continued on page 70

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ECHANIC CONNECTION

By Gary Goms, commercial accounts editor

Five Things You Need To Know

About Oil Additives s a parts professional, you’re no doubt regularly asked for advice on engine oil additives. But what worked just a few short years ago can result in dramatic shortcomings in today’s lubrication market. That’s why it’s important to always read the information included with an oil additive before recommending the product.

In any case, to provide better advice to your wholesale and retail customers, let’s take a look at five things you should know about engine oil additives:

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Oil isn’t just oil: Many modern extended-life engine oils are application-specific, which means they are formulated by using a very high-quality base oil and specific additive packages designed to function in viscositysensitive variable valve timing (VVT) engines and to prevent camshaft wear in gasoline direct injection (GDI) engines. Most application-specific engine oils are low-viscosity, synthetic-based oils like 0w-40, 5w-20, and even 5w-30, which are distributed under original equipment (OE) label or OEapproved aftermarket oil labels. In most cases, auto manufacturers don’t recommend engine oil additives for use with application-specific engine oils.

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Viscosity Improver Additives: Viscosityimprover additives are generally used in badly worn older

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engines to improve cylinder compression and engine oil pressure and also to reduce engine oil consumption and oil leakage. Viscosity improver additives generally have a honey-like viscosity or “thickness” and must be added to a hot engine at idle speed to thoroughly mix with the crankcase oil.

Many of these additives also can be used in manual transmissions and drive axles to reduce gear noise and internal friction. Since the primary purpose of these additives is to increase oil viscosity, they shouldn’t be used in VVT engines or any modern engine in good condition.

Detergent and Flushing Additives: Occasionally, an engine will suffer from neglected oil changes. Depending upon driving conditions, the engine’s crankcase might have accumulated a heavy, yellow-colored coating of “varnish” or black “sludge.” Since the mid-1990s, engines have been manufactured with very tight piston oil clearances and low-tension piston rings, which means that crankcase deposits can cause the piston rings to stick. Sticking rings will cause a loss of compression and increased oil consumption. Crankcase deposits also cause problems with variable valve timing (VVT) engines that require very precise oil pressure control to adjust valve timing. In many cases, sludge or varnish build-ups on the VVT control solenoids will cause errors in

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valve timing which, in turn, will illuminate the dreaded “Check Engine” warning light. In the above cases, and as an alternative to disassembling the engine, a detergent additive or engine flushing additive might be used to remove varnish and sludge deposits.

Anti-Wear Additives: Most engine oil additives claim to increase engine life by increasing the lubricating ability of the older-formulation 10w-30 and 10w-40 engine oils. Since some older engines might have gasket or oil seal compatibility problems with modern synthetic engine oils, an additive substitute might be recommended for older engines in need of additional lubrication properties.

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ZDDP Oil Additives: For many decades, engineers have used zinc dialyldithiophosphate (ZDDP) compounds to reduce scuffing wear on the flattappet camshafts used in older engines. Beginning in the late 1990s, most engines with push-rod valve trains began using roller lifters to reduce rotating friction at the camshaft. By 2005, practically all passenger car engines incorporated overhead camshaft designs that further reduce rotating friction. One of the goals in each of these valve train designs was to increase the service life of oxygen sensors and catalytic converters by Continued on page 70

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MECHANIC CONNECTION TPMS continued from 66 with relearning or programming procedures that follow a tire rotation or installation of a new TPMS sensor.

Corrosion Issues: Corrosion is a major issue because TPMS valve stems are usually exposed to road chemicals and salt.

When the sensor is removed or transferred to another wheel, a new replacement kit that typically includes new rubber grommets and aluminum retaining nuts must be used to re-install the TPMS sensor. The new retaining nut must be torqued to a specific inch-pound specification to prevent stripping the nut and to correctly compress the rubber grommets. In addition, conventional valve cores and valve stem caps are usually not compatible with aluminum TPMS valve stems. The new valve core must be TPMS-compatible as should the valve stem cap.

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The Tooling Market: TPMS tooling basically consists of relatively inexpensive electronic tools that are used to relearn the wheel positions of the

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Corrosion under the valve stem cap caused this TPMS valve stem to break when the core was removed to service the tire.

TPMS sensor after the tires are rotated and more expensive tooling that, in addition to re-learning functions, is capable of reprogramming a new replacement sensor to match the vehicle application. The price of these tools can range from a few hundred dollars for a relearn tool to several thousand dollars for a more comprehensive tool kit that can be updated and that can perform all relearn and reprogramming functions. Your outside sales staff is your best source for promoting the need for TPMS

tooling and for helping an individual shop assess its TPMS tooling needs. Since a small production shop might not mount tires, it might require only a relearn tool. On the other hand, if the shop has tire mounting and balancing equipment, it would likely need a full-function TPMS tool for programming TPMS sensors, plus the inch-pound torque wrenches and other mechanical tooling needed to mount the sensor onto the wheel. Whatever the situation, it’s obvious that most shops will require TPMS tooling and expertise at one level or another to perform wheel services on modern vehicles. CM

Additives continued from 68 eliminating ZDDP compounds from engine oil. Of course, we still have many daily drivers and collector vehicles using flat-tappet camshafts that require ZDDP to prevent premature camshaft wear.

The answer of course, is to install a small bottle of ZDDP additive in the conventional 10w-30, 10w-40, or 20w-50 motor oils used in these engines. CM

Emerging Tech

Diesel Exhaust Fluid:

By Chris Sinatra

Not Just A Heavy-Duty Fluid

ou may notice a new product on the parts store shelf that goes by the name Diesel Exhaust Fluid (DEF) and is helping diesels of all sizes meet more stringent emissions standards. DEF is not just a heavy-duty or import-only product. It’s being used in vehicles ranging from 1.8-L to 7.0-L diesel engines. Early applications started to hit the roads in 2005, and for the 2010 model year, almost every diesel engine uses DEF. DEF is used in diesel vehicles to reduce nitrogen

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oxides in exhaust emissions by way of selective catalytic reduction (SCR). In order to meet the Envi-

ronmental Protection Agency’s emissions standards, all manufacturers of heavy-duty vehicles have

turned to a form of SCR, mostly DEF or what is known in Europe as AdBlue.

Your customers may be offering DEF service. Here are the answers you need to make sure DEF is handled properly and is easy to sell as a regular maintenance necessity.

Q: What is DEF?

A: DEF is a concoction of 32.5 percent urea and 67.5 percent purified water. It is an odorless, colorless and non-hazardous liquid. DEF should not be diluted with tap water because the minerals in tap water can damage the system.

Q: What is urea?

A: Urea is an organic compound used for reducing the nitrogen oxides that cause smog. DEF and the SCR system then break nitrogen oxides into nitrogen and oxygen so that they are not harmful to the environment when combined in the exhaust.

Q: Where is the filler?

A: The location varies on each vehicle. On some Dodges, the filler will be on the passenger side, underneath the vents near the fire 72

October 2014 | Counterman

EMERGING TECH wall. On some Volkswagens, the filler is inside the trunk; on others, it’s on the rear quarter panel. On Fords, the filler is located right next to the diesel filler.

Q: What happens if I get diesel in the DEF tank or DEF in the diesel tank?

A: DEF in the diesel tank will cause the engine to stop running almost immediately, whereas diesel in the DEF tank, even a small amount, can damage the entire SCR system.

Q: What does DEF do to an engine?

A: Nothing. DEF passes right by the engine and works directly with the exhaust gas recirculation (EGR) system. The tank is sometimes controlled by a pair of pressure regulators and injected before a catalytic

converter by way of a compressor, air reservoir and regulating valve.

Q: Can DEF strip paint?

A: Most likely, no. Spilling and wiping off with water will leave paint unharmed. A small amount of DEF left on a vehicle will dry, but can also be washed away. A large amount of fluid left to dry might pose a problem, and it will stain clothes.

Q: Will DEF freeze?

A: Yes – at 12º F. Freezing and unthawing will not harm the solution.

Q: What happens if it freezes inside the tank?

A: All DEF-equipped vehicles are required to have a heating system in place. Some of these systems send a signal to a DEF dosing control unit, based on ambient air tem-

perature, that allows warm coolant to run through a heating coil, which heats the tank.

Q: How often does DEF need to be added?

A: The consumption of DEF is dependent completely on gas mileage.

A truck averaging 18 mpg will get approximately 900 miles to one gallon of fluid. Most trucks will need DEF added at every oil change or 5,000 miles. Some Dodge trucks are equipped with larger 8-gallon tanks that will go an average of 10,000 miles, all depending on driving conditions. Making money on DEF mainly comes from the amount sold because a fill-up is quick. Adding a fill-up on an LOF package is a good idea since they are generally done at the same time.

Q: How does the diesel particulate filter assist in SCR? A: The diesel particulate filter is located in the exhaust system much like a catalytic converter, fitted with a removable honeycomb catalyst. The filter fills with particulate matter (PM), creating backpressure in the exhaust, which causes the PM to combust. About 85 percent of hard particles are combusted, leaving only small amounts of noncombustible soot in the filter.

According to the EPA, filters should be removed and cleaned every 6 to 12 months depending on driving conditions and habits.

Proper DPF cleaning procedures generally require you to heat the filter and blow it out with compressed air and a vacuum to collect PM. Some techs are even investing in automatic DPF cleaners – a big money maker if you service a lot of medium- and heavy-duty vehicles.

Q: What happens when the DEF runs dry?

A: A warning light on the dash indicates a lack of fluid in the tank. A completely empty tank will trigger Continued on page 93

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RIDE CONTROL

Why Consumers Believe They Don’t Need New Shocks & Struts

By Andrew Markel

he old proverb of “walk a mile in their shoes” applies to selling shocks and struts. The typical customer is not like you — their point of view is completely different. You have to understand what they know and what they value. You also need the patience to educate them on the importance of these critical automotive components.

struts on their vehicle. This is why they give you those blank looks when you start talking about about speed sensitive dampening and yaw.

Drivers are ignorant: Years back, shocks were some of the most commonly replaced components.

Replacement could make a big difference on heavy cars with leaf springs. Most of today’s drivers under 30 years of age don’t even realize that they have shocks or

They don’t know how to talk about their shocks and struts: A customer doesn’t know about rebound, compression or gas-charged, twin-tubed shocks. What they do know is losing control and how their car feels.

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They use the Internet: This is a strength rather than a weakness. A consumer can research shock and strut replacement from their smartphone. The most common “search phrase” used by consumers when researching shocks and struts, according to Google Keywords, returns results that are positive and filled with information telling them the benefits of shock and strut replacement.

They do not know the benefits of shocks and struts: The consumer may think that new shocks and struts will make their car ride better. The truth is that new shocks and struts can do a whole lot more.

New shocks and struts can make a vehicle corner and brake like when it was new. This can give them extra stopping distance and more confidence in emergency situations.

Poor inspections have made them skeptical: Some drivers assume that if they take their car to a quick lube, the person in the pit will inspect their shocks and struts.

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PARTS PRIMER A/C continued from page 36 The oil must be the correct type and viscosity for the application.

Most late-model vehicles use one of three different types of PAG oil.

Using the wrong PAG oil can void a compressor warranty and cause a compressor failure.

The amount of refrigerant that is added to the system also is critical.

The refrigerant capacity on many late-model vehicles is quite small (some less than 16 oz.). Overcharging or undercharging the system with too much or too little refriger-

ant will cause cooling problems.

If an older (pre-1996) A/C system is being serviced or repaired, it will require R-12 refrigerant, or a drop-in alternative refrigerant that is approved for R-12 applications, or converted to R-134a. R-12 systems use mineral oil, which is different than PAG oil. Retrofits typically use POE oil or PAG oil as specified by the compressor manufacturer.

Other parts that should be inspected and replaced as needed include the compressor belt, belt tensioner and cooling fan. CM

Batteries continued from page 40 off). Low charging output also can allow a battery to run down.

Charging output should be about 14 volts at idle. If charging output is low, the alternator should be bench tested. If output is less than specifi-

cations, the alternator needs to be replaced. If the alternator tests good but the battery keeps running down, the battery may be failing or the vehicle may have a voltage control or wiring problem that needs to be diagnosed.

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Batteries have a limited service life (about 4 years with a conventional wet cell lead-acid battery, or as little as 3 years in hot climates).

AGM batteries typically have a longer service life (up to 7 years or more) because they contain no liquid electrolyte that can evaporate.

AGM batteries are also more resistant to vibration damage.

Lead-acid car batteries must be maintained at or near full charge for optimum performance and longevity. Deep cycle marine and RV batteries can tolerate being run down repeatedly, but starting batteries cannot. When discharged, sulphate forms on the cell plates. If not reversed by recharging, the sulphate can stick to the plates and reduce the battery’s storage and cranking capacity.

Continued on page 93

PARTS PRIMER

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Automatic continued from page 38 are recommended to prolong the life of the transmission.

Make sure your customer gets the correct type of fluid for their transmission. Different vehicle manufacturers use different transmission designs that require very specific fluids and additives. GM, Ford, Chrysler and most of the import brands all have their own fluid specifications. Some are similar and some are not. Continuously Variable Transmissions (CVTs) also require a fluid that is different from that used in conventional automatic transmissions.

Universal ATFs that are compatible with a variety of applications may be suitable for topping off a low fluid level provided it meets the OEM specifications, but a complete transmission fluid change should always use the specific type of ATF required by the vehicle manufacturer.

Using the wrong ATF can cause shifting problems and possible transmission failure.

Transmission additives are not normally required, but can be used to address specific issues such as fluid leaks in older vehicles or rough shifting.

Low transmission fluid can cause slipping and shifting problems. Transmission leaks typically occur at the input and output shaft seals, or the pan gasket. Replacing the seals or gasket will fix the leak.

RTV sealer is not recommended for transmission pan gaskets because excess sealer may get inside the transmission and clog valves.

Electronic transmissions in newer vehicles use various sensor inputs (engine RPM, throttle position, load, vehicle speed, shaft speeds, etc.) and solenoid valves to control shifting.

The transmission may have its own dedicated control module or it may be controlled by the PCM. Diagnosis requires a scan tool to read fault codes and system data.

Most automatics have a torque converter between the engine and transmission. The torque converter is a fluid coupling that multiplies torque like a set of reduction gears.

Most torque converters have a “lockup clutch� that physically couples the engine and transmission in higher gears to eliminate slippage for improved fuel economy. The torque converter holds approximately one third of the total fluid required by the transmission.

A bad torque converter will prevent the engine from accelerating normally, and may cause the engine to stall when the vehicle comes to a halt.

Other items that may be needed when servicing, repairing or replacing an automatic transmission include FWD axle shafts or CV joints, a RWD driveshaft or Ujoints, or motor/transmission mounts. CM

Steering continued from page 64 valving or an air bladder and pump to adjust ride height. Magnetic shocks are another type of electronic shock. They contain a special fluid that changes viscosity (resistance) when an electrical current is applied.

Replacement shocks with larger piston bores, increased gas pressure, adjustable dampening rates or other special features can be installed to upgrade ride control performance. Electronic shocks on

older vehicles can often be replaced with less expensive conventional shocks. The same goes for air spring suspensions. Replacing leaky air springs with conventional steel springs or struts may provide a more affordable repair option on an older vehicle.

Steel springs (leaf, coil and torsion bar) can all sag with age, or break as a result of corrosion, fatigue or overloading. Springs should be replaced if ride height is less than specifications. CM

PARTS PRIMER Brakes continued from page 42 lar linings also have been introduced in the aftermarket. Copper has been used in brake linings in small amounts (10 to 20 percent) to improve heat transfer, but the dust can be toxic if it ends up in lakes or streams. New government regulations are requiring a gradual phase-out of copper in brake linings by 2025.

Disc brake pads and drum brake shoes need to be replaced when the thickness of the linings is worn down to minimum specifications.

Likewise, disc brake rotors must be replaced if worn down to discard thickness (which can be measured with a micrometer), or if the rotor is cracked, has hard spots or is severely corroded. Drums must also be replaced if worn to discard ID (which can be measured with a drum gauge), cracked, bellmouthed or out-of-round.

Replacement brake linings should be same or better as the original.

Follow the brake supplier’s recom-

mendations for application fitments and recommendations when recommending NAO (nonasbestos organic), ceramic or semi-metallic linings.

Most vehicles have no maintenance recommendations for brake fluid, although some do recommend periodic changes for preventive maintenance. Various types of brake fluid testers and chemical test strips can be used to determine the condition of the fluid. If the corrosion inhibitors in the fluid are depleted, or the fluid is saturated with moisture, it should be replaced. The brake fluid should always be changed when new pads, shoes, calipers, wheel cylinders, master cylinder, hoses, lines or ABS hydraulic components are installed. Use the type of brake fluid (DOT 3 or 4) specified by the vehicle manufacturer.

Brake grease (never ordinary chassis grease) is required to lubricate calipers and brake hardware. Dirty brake components can be cleaned with aerosol brake cleaner. CM

Emissions continued from page 50 into the intake manifold. This prolongs the life of the motor oil by preventing sludging, and prevents blowby vapors from escaping into the atmosphere. A clean free-flowing PCV valve is necessary to prevent oil sludging if extended oil change intervals are used (more than 3000 to 5000 miles).

The PCV valve is usually located in a valve cover, and is attached to the intake manifold by a hose. Recommended replacement interval is typically 50,000 miles. PCV valves have different flow characteristics, so the replacement valve must be the same as the original.

The Evaporative Emission Control System (EVAP) prevents fuel

vapors in the fuel tank from escaping into the atmosphere. The vapors are vented and stored in a charcoal-filled canister, and are reburned in the engine when a purge valve opens. A loose, leaking or missing gas cap or fuel tank vapor hose will usually trigger a fault code and turn on the Check Engine Light.

The catalytic converter reduces unburned hydrocarbon (HC), carbon monoxide (CO) and oxides of nitrogen (NOx) in the exhaust. The operating efficiency of the converter is monitored by a “downstream�

O2 sensor. A fault code will be set if the converter is not operating properly. A restriction may not set a code. CM

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PARTS PRIMER Electrical continued from page 48 underhood power center, on a fuse panel under the instrument panel, or almost anywhere in the engine compartment or other part of the vehicle.

Electronic modules are used to control many systems on vehicles today, including front, rear and interior lighting, climate control, power windows, doors and keyless entry systems, airbags, electronic steering, ABS and stability control, also the engine, transmission and suspension. Like relays, control modules may be hidden throughout the vehicle so locating and identifying the correct module is essential for a successful repair. Modules may be identified by part numbers on the unit. Replacement modules of various types are available for a wide range of applications, but some

modules on newer vehicles may be “dealer only� parts or not available in the aftermarket.

Headlamps, taillights and other interior and exterior lamps must be replaced if they have burned out, but some customers may want to upgrade or customize lighting performance by installing brighter or different colored (whiter or bluer) headlamps. Halogen headlamps come in various configurations as do HID (High Intensity Discharge) headlamps. Avoid handling halogen headlamp bulbs with bare fingers as the oil from your hands can cause the quartz glass to crack and fail when the bulb gets hot.

LED lights have been used on a growing number of late-model vehicles since 2006, mostly as daytime running lights or trim lights in the front, or tail lights and stop lights in the back. A few new vehi-

cles now have LED headlamps, and more are coming in the years ahead.

LEDs are solid state diodes with no bulb or filament like a conventional lamp. When current flows through the LED, it excites the diode and generates light. LEDs are 4X more efficient than standard bulbs at converting current to light, and they produce much less heat than incandescent bulbs or HID headlamps.

LEDs are also extremely long-lived (10,000 plus hours).

With small bulbs, the base style, electrical connections, amperage and voltage ratings must be the same as the original. Refer to the markings on the base of the bulb to correctly identify the bulb. Long-life aftermarket LED bulbs are available to replace taillight and stoplight bulbs on some vehicles. CM

Engine Parts continued from page 58 operating conditions. The engine computer controls a solenoid that routes oil pressure to the VVT phaser on the end of the cam(s) to move the cam. Most of these applications require a specific motor oil viscosity. Using an oil that is too thick may prevent the VVT system from functioning normally and set a fault code.

Engine longevity as well as fuel economy and performance depend on using the recommended oil type and viscosity. Most late-model gasoline engines require a low viscosity motor oil such as 5W-20, 5W30 or even 0W-20. Some passenger car diesel engines specify 5W-40, while most full-size diesel pickups still use 15W-40.

Follow the manufacturer’s oil recommendations and specs. Recommend synthetic if a vehicle has an oil change reminder lamp or the OEM recommends extended oil change intervals 7,500 or higher. Also note many import vehicles have their own oil specifications. CM 84

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TECH TIPS

Clutch Diagnostics: Main Causes of Clutch Failure ne of the most difficult clutch-related problems is chatter. Chatter is sometimes difficult to diagnose because it has many root causes, and some of them may not seem related at first.

Chatter can be detected as a pulsing or a grabbing sensation originating from the driveline or chassis/suspension and resonating into the vehicle cabin.

The driver may complain that the vehicle is hard to maneuver because the entire vehicle is “bucking or jumping.” This will be especially evident while parking in tight spots, leaving from a traffic light or while trying to back up a trailer. Chatter is most evident when engaging the clutch or launching the vehicle. The driver will sense this at any contact point they have with the vehicle, such as the seat, steering wheel or floor of the vehicle.

Chatter has two primary origins: within the bell housing or the suspension and/or driveline.

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Chatter originating from the bell housing: 1. Contamination by any lubricant will cause the disc friction material to have an uneven coefficient of friction that can cause grabbing and lead to a chatter condition.

Contaminated friction material may result from: ● Grease or oil during installation or by excessive lubrication on the input shaft spines ● Leaking rear engine main seals or transmission input shaft seals 2. Another cause of chatter in the bell housing is created by any condition that causes the disc to be clamped unevenly between the clutch and flywheel.

This could be caused by: ● Damaged drive straps on the clutch (using the clutch to brake the vehicle) ● An improperly machined flywheel (too much lateral run out) ● A warped disc ( transmission

not properly supported during installation) ● A warped clutch cover (tightened using impact wrench vs. evenly hand tightened using a torque wrench) ● Glazed friction material (slipping, excess heat) Chatter originating in the suspension or driveline: While the clutch will get the blame for chatter most of the time, the suspension and driveline are many times the root cause of chatter.

The technician needs to keep in mind that the driveline and suspension must work in concert to transmit power/torque to the drive wheels. Any component that is loose or worn can create a frequency that the driver will feel as a chatter condition, such as: ● Worn or damaged universal or CV joints ● Worn or broken engine/trans mission mounts ● Loose cross member ● Worn suspension grommets ● Weak/broken springs ● Worn torque damper on transverse mounted engines ● Improper driveline angle, suspension modifications, lift kits.

All of these areas need to be inspected to determine the root cause of chatter and eliminate them.

One of the main causes of chatter is installation error. ● The clutch must be torqued down evenly against the flyContinued on page 96

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October 2014 | Counterman

F

ROM THE PUBLISHER

By S. Scott Shriber

Wow! The really great thing about these shows is that there is no place else that offers this amount of aftermarket products and training in one place.

It’s That Time of the Year Already can hardly believe it’s time for AAPEX and SEMA already. Every year, it sneaks up on me and there it is. This year has been no exception. Nevertheless, I am very excited about this year’s shows.

Babcox Media will have booths at both shows. Please stop by and see us at either SEMA or AAPEX. At SEMA, we will be in the Collision Repair section, Tire and

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Wheel and Hot Rod and Performance. Staff from Tire Review, Engine Builder and BodyShop Business will be on hand at SEMA. Staffs from all of our publications will be at the booth at AAPEX. The really great thing about these shows is that there is no place else that offers this amount of aftermarket products and training in one place. Whatever you want or need to do to a vehicle, it’s in Vegas that week.

Did I mention equipment? If it’s been thought of in the tool and equipment space, it will be at these shows.

That’s what is so exciting about these shows. Everyone needs to evolve and improve the way we do things. That requires training and equipment and the right parts.

This is the perfect place to get it all.

Hope to see you on the floor! CM

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October 2014 | Counterman

MARKETPLACE ContiTech Replacement Belts For Vehicle Stop/Start Systems

Check Out The PTS On-Demand Training Program From SMP Standard Motor Products (SMP) continues to provide professional online training that is geared to help busy technicians learn new automotive technologies, improve their diagnostic abilities, update their tool knowledge and refresh skills and techniques. SMP has made training easy and convenient with its PTS On-Demand Training Program, which is available 24/7/365. This affordable and convenient training curriculum is mobile friendly and available when and where the technician needs it. SMP continually enhances its PTS On-Demand Training Program with new topics and recently launched an annual subscription package for accessing the entire library of training, now exceeding 90 topics. Easy to order, the subscription package includes a USB security key, a lanyard and instructions for accessing the annual pass, and can be purchased at any outlet that carries Standard brand parts. Once the participant is fully registered, the entire PTS On-Demand Training Program is available for a full year. Visit https://pts.smpcorp.com/standard.

CRP Automotive has announced the introduction of ContiTech replacement belts for applications that use Start/Stop technology. The new belts, ContiTech SILENT GRIP and ContiTech TOUGH GRIP, were originally developed by ContiTech to solve specific problems on major OE applications. The aftermarket replacement belts are made by ContiTech to the same OE specifications and are now available from the CRP Automotive NAFTA distribution system. ContiTech belts and belt kits are backed by the CRP Automotive standard of excellence.

Two Complete TPMS Lines From Standard Standard offers a complete TPMS program featuring two unique lines. The Standard OE-matching TPMS line provides 98 percent coverage with sensors that are ready-to-install right out of the box. Complementing its direct-fit program is the new QWIK-SENSOR, a multi-coverage TPMS sensor engineered with the technological advancements that customers have come to expect from SMP. Three QWIK-SENSORs provide 94 percent coverage of all domestic, European and Asian applications, are color-coded for easy identification and come fully assembled right out of the box with rubber or metal valve stems to match the proper application. QWIK-SENSOR multi-coverage TPMS sensors are easily programmed and can be IDcloned, saving technicians time and money, or OE-relearned, techs’ choice. The new QWIK-SENSOR offering is keeping with SMP’s commitment to deliver leadership to the TPMS segment and provide customers with the right products and support to capture their share of this growing market segment.

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October 2014 | Counterman

B

Y THE NUMBERS

By Tom Dayton

Bank On It ecades ago, Bosch introduced the first oxygen sensor, in the Volvo 240 series. Through the 1980s and well into the ‘90s, it was still common for vehicles to have only one oxygen sensor, upstream of the converter. Those were much simpler times for the technician and the parts specialist. With the advent of OBD-II, oxygen sensors multiplied, and scan tools gained popularity as the way to diagnose the codes associated with them.

Scan tools and code readers are so commonplace now that some of our customers only know an oxygen sensor by its location code. Whether they specify a “B2S1” sensor, or give you a “P” code associated with sensor failure, sometimes they just don’t know which sensor is which.

For vehicles with inline engines, it is easy to determine sensor location, since there is only one bank of cylinders. We only need to know the sensor’s position in the exhaust stream to select the correct description. One of the exceptions to this rule is the 4.0L Jeep, which split the inline sixcylinder engine into two “banks,” front and rear. Bank 1 refers to the front three cylinders, Bank 2 covers the rear three cylinders.

When dealing with V-type engines, we also are given the choice between Bank 1 and Bank 2, and that is where the confusion usually begins. Many aftermarket manufacturers’ catalogs refer to sensors by their location under the vehicle, not by OBD-II code or bank/sensor number. It is often left up to the parts specialist to determine which sensor is required, and often to make this decision based on a translation of someone else’s code-reader “diagnosis.”

Bank 1 will always be the head containing the No. 1 cylinder, but there is no official standardization among manufacturers as to the location of the No. 1 cylinder. However, the general rule of thumb seems to be “right or rear.” That is, Bank 1 on a longitudinal en-

D Scan tools and code readers are so commonplace now that some of our customers only know an oxygen sensor by its location code.

Tom Dayton is operations manager for JS Auto Supply in Jamestown, N.Y., and was Counterman’s Counter Professional of the Year for 2009.

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October 2014 | Counterman

gine is on the right (passenger) side of the vehicle, or for a transverse engine, it is on the rear (firewall) side of the engine compartment. Three-quarters of vehicles will follow this “rule,” but for OBD-II vehicles from 1996 to present, the exceptions to the “right or rear” rule are as follows: Longitudinal V-type engines that have Bank 1 on left side of vehicle: ● Chrysler, except: 2.7L, 3.2L, 3.3L, 3.5L, 3.6L and 4.0L V6s ● GM, except: 2.8L, 3.0L, 3.2L, 3.6L, 4.4L, 4.6L (primarily Cadillac engines) ● Isuzu: 4.3L and 5.3L (GM engines) ● Jeep, except: 3.6L and 3.8L ● Land Rover: 2.5L, 3.9L, 4.0L V8, 4.6L ● Mitsubishi 4.7L ● Nissan 5.6L ● Saab 6.0L (GM engine) ● Suzuki 2.5L and 2.7L ● Toyota 4.6L, 4.7L and 5.7L Transverse V-type engines that have Bank 1 on the front bank, closest to radiator: ● Chrysler: 5.7L ● GM: 3.8L and 5.3L ● Honda: 3.0L w/ coil-on-plug ignition, 3.2L w/ belt drive on left side ● Hyundai: 3.0L (1996-1998 only) ● Mitsubishi: 3.0L (SOHC and DOHC, 1996-99 only) ● Volvo New models are continually being introduced, so this information is subject to change. For the most up-to-date information, especially for new models, it is best to consult manufacturer websites when there is any doubt. I am lucky to have an excellent resource for this information, and I wish to thank Nathan Cox of Airtex Vehicle Electronics for bringing this interactive website to my attention: http://www.airtexve.com/custom_searches/ ds_firing.php It provides firing orders, cylinder numbering and other useful information for the parts specialist to use in the search for sensor and ignition specifications. CM

PARTS PRIMER

Batteries continued from page 78 A battery’s state of charge can be measured with a voltmeter. A fully charged 12-volt wet cell lead-acid battery should read about 12.67 volts, and an AGM battery will read about 12.8 to 13.0 volts.

The condition of the battery can be tested with a carbon pile “load tester” that applies a calibrated load to the battery, or by using an electronic tester that measures the battery’s conductance (internal resistance). If a battery tests bad by

either method, your customer needs a new battery.

Replacement batteries must be the same or compatible Group Size (length, width, height and post configuration) and have the same or higher Cold Cranking Amp (CCA) rating as the original battery.

Batteries should be put on a charger to make sure they are fully charged when they are installed.

Battery and cable posts must also be clean and tight to assure good electrical contact. CM

EMERGING TECH DEF continued from page 74 the PCM to severely reduce engine performance to encourage the driver to fill it and accommodate for the loss of emissions. Some vehicles, like the Chevy Cruz, will be commanded by the PCM to limit maximum speed to 65 mph and decrease to a 10 mph maximum as time and mileage extends.

Q: How should DEF be stored?

A: DEH should be stored in a cool, dry place away from direct sunlight. High and low temperatures have no impact on the quality of DEF, but it does have a shelf life of approximately one year. Even a slight bit of color is an indication of contamination. CM

RIDE CONTROL Shocks continued from page 76 Not true. Testing a vehicle’s ride control requires a test drive, and they can’t do this if the driver never leaves the driver’s seat during an oil change.

Some general repair shops also do a subpar job of inspecting shocks and struts. Some shops will never check, but say it’s part of a multi-point inspection. Estimates have shown that 50 percent of ride control sales occur on the second visit to a shop. This means that a large percentage of firsttime sales pitches for ride control are followed by, “Sorry, no thank

you.” But the customer comes back eventually.

Drivers are desensitized to bad shocks and struts: Over 50,000 miles, the dampening capabilities of a shock or strut will degrade to the point where it can impact ride and handling, but the driver doesn’t notice because it happens gradually. Noise and body lean are a normal part of their driving experience, but your fresh perspective can reveal just how bad their shocks and struts have become.

This is why a test drive is critical to the inspection process. CM counterman.com 93

G

UEST EDITORIAL

By Tunç Kip

Six Sigma: Data collection is an essential during the Measure phase.

It helps to shed light on areas where efficiencies can be achieved and solutions can be found.

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Knowing How to Measure Is Half Of The Solution In the September issue, we discussed the Define phase, the first of the five steps of Six Sigma’s DMAIC approach, which stands for Define, Measure, Analyze, Improve and Control. n the second phase of DMAIC, the Analyze phase, the primary objective is to get a better look at the problem. It’s important to remember that the focus of the process is on this current state of affairs until we get to the fourth phase of DMAIC, which is the Improve phase.

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October 2014 | Counterman

The agreed-upon criteria and descriptions determined in the Define phase pave the way for the Measure phase. In an effort to better understand the problem and all its consequences, a team must work toward the identification of key metrics, which are necessary in order to explain relationships between potential factors.

For example, when discussing health issues with a physician, the patient is only asked questions about the symptoms, rather than questions about possible reasons that might explain the Continued on page 97

TECH TIPS

Fig. 1 Bent Cover Complete

Fig. 2 Bent Clutch Drive Strap

Continued from page 86 wheel. Failure to do so may cause distortion of the stamped steel cover of the clutch. (See Fig. 1) This, in turn leads to uneven clamping of the pressure plate and contributes to a chatter condition. It is recommended that the flywheel is resurfaced or replaced before the installation of a new clutch assembly. ● Important: Always use a torque wrench and tighten the clutch bolts by hand using a calibrated

torque wrench in a star or cross pattern. This will ensure that the stamped steel clutch cover will not be distorted by the powerful diaphragm spring especially in diesel truck applications. ● A clutch that has been tightened unevenly will clamp unevenly and display “hot spots” on its surface. (See fig. 1) This is visible after tear down for a clutch chatter complaint.

Another main cause of chatter is driver-related.

● If the driver uses the clutch to help slow the vehicle it can bend the clutch drive strap and cause uneven clamping of the pressure plate and create a chatter condition. (See Fig. 2) ● Using the clutch and down shifting the transmission to slow the vehicle must be done gently to avoid this situation.

Use the vehicle brakes to slow the vehicle down more than the transmission. It is cheaper to replace brakes than a clutch assembly! CM —Courtesy: LuK

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October 2014 | Counterman

SIX SIGMA Continued from page 94 symptoms. Six Sigma’s DMAIC takes exactly that approach. In the Define phase, the project team only focuses on symptoms or defects in this context. Once enough information is collected on symptoms, the efforts are channeled toward measuring factors that are relevant to those symptoms. In the Measure phase, the primary goal is to precisely measure the factors that we think are relevant, and we should have a way to measure things that are repeatable and consistent.

Data collection is an essential during the Measure phase. It helps to shed light on areas where efficiencies can be achieved and solutions can be found. In preparing a data collection plan, a good guideline to follow is to state all action items while keeping the idea in mind that someone else will read, interpret and perform them. Data collection plans that involve multiple data collectors require very clear and scientific descriptions of measurement steps. Consistency in the data collected must be ensured for data pools fed by multiple sources.

In a properly prepared data collection plan, the data collection team will discover answers to questions such as: What is measured? What type of data will be collected? How should you measure? What instruments will be used? What are possible related conditions, which could effect the data collection? What is the method by which the data should be recorded? How will consistency be ensured through multiple runs?

What is the plan to start collecting data? How will the data be displayed? It is very common that a request for data lacks more than half the answers to those questions and as a result poses the risk of generating inconsistent results.

Ultimately, this very same guideline also is valid when requesting that data be collected from the field or from the IT department.

As the overall project aims for continuous improvement within the organization, it is also necessary to allow such improvement within the project itself. An expected outcome of the data collection done in the Measure phase is a greater understanding of the current state. In some cases, this further understanding creates the opportunity to further scope and even restate key items from the Define phase. Such instances often give way to a more accurate description of the problem and therefore precise utilization of resources leading to more efficient project activity. Project leaders should take advantage of new data and should consider updating prior phases when the opportunity presents itself. It is important to take sufficient time to think and discuss prior to execution, therefore projects tend to remain in the Define phase and return to the Define phase many times before any solution is suggested.

The Measure phase performs data collection and data organization. As it was the case with the Define phase, no data collected in this phase shall be opinion based and all data must be stated using standardized units.

In the succeeding phase, Analyze, detailed information on the current state will be interpreted, explained and further investigated to make sense of the possible connections between the factors identified and the outcome resulting in the observed symptoms. CM Tunç Kip is a Six Sigma Master Black Belt and business development manager for Temel Gaskets.

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C

OUNTER-TECH

By Mandy Aguilar

This Is My Rifle…

I Mean, Keyboard.

Just think about all the things we do to sell parts, and how a keyboard is right there with us.

Mandy Aguilar is a regional vice president for Jacksonville, Fla.-based The Parts House.

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’m not really military material; not big on aggression, never owned a gun (much less fired one). I can’t even fire a gun accurately when trying to keep up with my son battling aliens or zombies online on his Xbox with uber-digital machine guns nicknamed “Plasma Pistol” and “The Mauler.” On the other hand, I do love war movies, especially movies about Vietnam. That war played in the background while I grew up during the sixties in Mayagüez, Puerto Rico. I didn’t really understand much about the world.

But, I somehow knew there was a war, and I remember Mom saying I was lucky to not be 18 just yet. Grayscale images of Vietnam played on our family’s first TV every night my parents watched the news.

I’m a big fan of British movie director Stanley Kubrick. Kubrick’s movies resonate deeply with me, with the way I eventually learned about the world after the bliss of youth back in Mayagüez. Kubrick was a genius; not really prolific, but a genius nonetheless. He directed just 16 movies in his long career; lucky for me, four of those films dealt with wars and the military. His love for the cinema took us from ancient Greece in “Spartacus” to fox holes on WWI in “Path of Glory.” He showed us the comedy of war through Central Command on “Dr. Strangelove,” and took us from training to the frontline in Hanoi, along with a band of Marines, in “Full Metal Jacket.”

That Vietnam War opus is one of my favorite movies of all time.

There is a scene in which the drill sergeant makes the grunts recite the Marine’s Rifleman’s Creed, a basic part of U.S. Marine Corps training. I’ve seen the movie so many times, I’ve memorized the first few lines of the Rifleman’s Creed:

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October 2014 | Counterman

“This is my rifle. There are many like it, but this one is mine.

My rifle is my best friend. It is my life. I must master it as I must master my life.

My rifle, without me, is useless. Without my rifle, I am useless.”

In my career selling auto parts, a keyboard is the closest thing to a weapon I have ever wielded. There has been a keyboard on my desk at every auto part job I ever had; from telex machines, to enterprise systems, PC’s, smartphones and tablets — good ol’ QWERTY have been at the beck and call of my fingertips since day one.

Just think about all the things we do to sell parts, and how a keyboard is right there with us. Catalog lookups, price checks, invoicing, placing orders, composing emails to employees and vendors, texting customers back with answers, entering passwords to log in to eCommerce sites, writing awesome columns for Counterman magazine; if someone took all of our keyboards away, we might as well close shop.

Great salespeople and counter personnel usually have pretty decent typing skills; I see this every day. Guys and gals who hate typing communicate less in our new world paradigm of emails, text and

COUNTER-TECH chats. And in sales, people who communicate less tend to sell less.

I have no empirical data on the average typing speed of people in the auto parts industry, but boy, do we type a lot! Maybe we hit the 40-word-per-minute average for adults in professionals environments, or maybe some of us ramp it up to the 8,000 keystrokes per hour that several data-entry jobs require; but, at any speed we

need those keystrokes to move inventory out the door.

I have dealt with some collaborators who are so spartan with their keystrokes, you often wonder if someone charges them a dollar for every letter and number they key in. Their messages are more like a riddle and create more questions and mysteries than the first chapter of an Agatha Christie novel. How I wish these guys

learned to love their keyboard like I love my rifle, uh uh, I mean my keyboard.

So all of you typing grunts out there, recite after me: “This is my keyboard, there any many like it, but this one is mine. My keyboard, without me, is useless. Without my keyboard, I’m…, well I might not be useless, but it’s certainly going to be hard to sell auto parts without it!” CM

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Visit Mandy’s blog: www.mandyaguilar.com

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CLASSIFIED

ADVERTISE HERE! Jennifer Hazen Classified Sales Mgr. 330-670.1234 ext. 224 Fax 330.670.0874 • jhazen@babcox.com