Service Station & Garage Management May 2013

SSGM Service Station and Garage Management READ BY AUTOMOTIVE REPAIR SHOP OWNERS AND TECHNICIANS SINCE 1955

MAY 2013

Sparking Electrical Sales

Belt Sales Transmission  Service www.ssgm.com

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SSGM what’s inside May 2013

Vol. 42 No. 4

Service Station and Garage Management

EDITOR Tom Venetis (416) 510-6790 tom@ssgm.com TECHNICAL EDITOR Jim Anderton jim@ssgm.com

CONTRIBUTING WRITER Nestor Gula, Andrew Brooks, Noelle Stapinsky PUBLISHER Marc Gadbois (416) 510-6776 marc@ssgm.com SALES MANAGER Jay Armstrong (416) 510-6745 ACCOUNT MANAGER Jim Petsis (416) 510-6842 CIRCULATION MANAGER Selina Rahaman (416) 442-5600 ext 3528 srahaman@bizinfogroup.ca SUBSCRIPTION ENQUIRIES Roshni Thava (416) 442-5600 ext 3555 ART DIRECTOR Ron Taylor

See Page 10

PRODUCTION MANAGER Steve Hofmann (416) 510-6757

See Page 32

PRINT PRODUCTION MANAGER Phyllis Wright

Electrical Systems As vehicles become more wired, pitfalls and opportunities exist together . . . . . . . . . . . . . . 10

Belts

VICE PRESIDENT CANADIAN PUBLISHING Alex Papanou PRESIDENT BUSINESS INFORMATION GROUP Bruce Creighton

Social media taking the lead in belt education for consumers . . . . . . . . . . . . . . . . . . . . . . . . . 14 AWARD-WINNING MAGAZINE

Transmission Transmission technology, sales getting more complicated. . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Technical Tip Identifix takes a look at a Chrysler overheating mystery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Shop Profile Huntsville TireCraft and Auto Repair is a town institution for quality, service . . . . . . . . . . . . 32

Departments Editorial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 News. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Jim’s Rant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Baywatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Internet Directory. . . . . . . . . . . . . . . . . . . . . . . . . . 38 Advertiser Index. . . . . . . . . . . . . . . . . . . . . . . . . . . 38

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|| Tom’s Editorial

What Ever Happened to the Spring Tune-Up? T

By Tom Venetis, Editor

Today’s young vehicle owner uses social media sites not only to keep in touch with friends and family, but to connect with businesses and to educate themselves about issues and services before committing their dollars.

he spring tune-up has not disappeared. Canadian winters give a beating to vehicles and spring is a chance to give them a good once-over to make sure everything is working and to do any recommended repairs and replacements.

What has changed is how to go about selling that traditional spring tune-up.

First off, forget about thinking of the spring tune-up as something done during a specific couple of weeks when you offer an enticing rate to get vehicles into the bays. Instead, start mining your shop’s customer service records and vehicle maintenance schedules to find out who needs everything from a simple oil change to recommended and vehicle-specific service and maintenance work during the spring months. From there, you will create a targeted campaign to reach them.

However, these campaigns must avoid the cookie-cutter approach that too often passes for advertising. For example, if a client is scheduled for an oil change, announce that you are going to include a full inspection and report on the state of their vehicle, outlining all recommended work coming up and pre-book the needed appointments. Sending a flyer announcing a ‘Spring Tune-Up Special’ and some price is bound straight for the recycle bin.

What also has to be done is to leverage social media. Our industry is still badly behind the times on this. Many think social media is for posting family photos and updates around favorite pastimes. Think again. Social media is now the most effective means of communicating with younger vehicle owners. Today’s young vehicle owner uses social media sites not only to keep in touch with friends and family, but to connect with businesses and to educate themselves about issues and services before committing their dollars. Service shops now have to start using social media not just to communicate with customers, but to educate them.

Parts suppliers and industry organizations have readily available information, educational material and videos that can be used to educate and inform vehicle owners. There are many high-quality videos showing why replacing belts, hoses or brake fluid is critical for the safety and well-being of the vehicle. Why not use those videos on your shop’s Facebook page as a means of not only educating your clients, but to promote regular maintenance checks on these items? If you sell tires, why not link to videos demonstrating the advantages of different tires, both by the tire makers and independent consumers? When winter comes, videos demonstrating why winter tires are important are excellent educational and selling tools as well. Makes those part of a winter tire sales campaign on Facebook.

Many parts suppliers even have ready-to-go support, sales and promotional materials that shops can use on their Facebook pages, websites and even Twitter accounts. There is no reason as to why you should not take full advantage of those resources.

The simple fact is, the spring tune-up has not gone away. What has is the old way of selling that service to your clients.

What do you think? Have your say and speak your mind! letterstotheeditor@ssgm.com 6 SSGM May 2013

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|| News Briefs Autologic Diagnostics Partners with WORLDPAC Training Institute

Autologic Diagnostics, in partnership with the WORLDPAC Training Institute (WTI), hosted their fourth annual National Conference and Tech Sessions (NCTS) March 14-17, 2013 at the Rosen Shingle Creek in Orlando, Florida. The event was comprised of two days of intensive training classes that covered BMW, Mercedes-Benz, Jaguar, Porsche, Land Rover, and Volkswagen/Audi carlines, as well as WTI classes on BMW, Mini, Volvo, and Shop/ Business Management. Over 240 people from across the US and around the globe attended, some from as far away as Jamaica and Australia.

“Two of the things that separate Autologic from our competitors are our world class technical support and the extensive training we provide for our customers,” said Kevin FitzPatrick, CEO Autologic Diagnostics, Inc. “The NCTS delivers a ton of valuable technical training in a span of a few days and continues to prove it is an important annual event for both Autologic and our customers. Our NCTS event, with the continued support of WTI, continues to grow in popularity, selling out for the second year in a row!”

The NCTS event kicked off Thursday March 14th with an evening reception in the Conway Room. Hors d’oeuvres were served while attendees mingled with Autologic technicians and staff, many putting a face to the voice they’ve heard over the phone for so long.

Training classes started early Friday morning and, for 8 SSGM May 2013

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the first time, featured a four-hour class format which allowed for more class options and maximum training.

Attendees selected up to four classes for a total of 16 hours of training. Autologic’s team of instructors included Caleb Pacheco, Justin Kidd, Tom Morgan, Dave Meseck and Steve Young who taught classes on Porsche, CIP, Jaguar, Land Rover and Mercedes-Benz, respectively. A Volkswagen/Audi class was taught by Gary Machiros and Don Bonelli. Many WTI/WORLDPAC training options were also available including special guest instructors Eric Scharping teaching BMW Active Chassis (the only eight hour course that was offered). Allen Osborne, Luke Murray, Drew Wolfe and Cecil Bullard taught classes on Volvo, BMW, Mini, and Shop Management, respectively.

WORLDPAC’s involvement with the NCTS demonstrates the on-going relationship between Autologic and WORLDPAC in delivering top notch technical training to Autologic customers.

“WORLDPAC would like to thank Autologic for putting on this terrific customer event,” said Mario Recchia, Sr. VP marketing, WORLDPAC. “As usual, they put together a first class training program and we look forward to partnering with them on future events. Autologic’s customer focus to support automotive service professionals is fully consistent with our overall corporate goals to educate our customers with the most advanced training in our industry.” www.ssgm.com

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News Briefs || From Left: David Bako, general director, General Motors Canada, Corey Graham, ACDelco national sales & marketing manager, Ed Coates and Doug Coates, owners of Lordco Parts Ltd. at the 23rd annual Lordco Auto Parts trade show held at the Pacific Coliseum and Agrodome. Over 400 major aftermarket manufacturers were featured at this year’s event.

Ideal Supply’s Wayne Coutts Passes

Mr. Robert Wayne Coutts of Ideal Supply Company Limited passed away on April 11 of this year.

He was 65 and husband of Eileen Coutts and father of Adam and Shannon Coutts of Tiverton, Nathan and Melissa Coutts of Elmira, Tanner Coutts of Lethbridge, Alberta, and Emily Coutts and Shawn Benson of Toronto. Grandfather of Delaney and Nolan.

Mr. Wayne Coutts started with Ideal Supply 1967 in the Ideal Supply Hanover location. Over 45 years, he worked in six of the 30 branches, from the southern branches to the north. Wayne worked on the counter, in the shipping department putting stock away, and then as branch manager, account manager, to assistant automotive sales manager, his last position as sales manager for the Automotive Division, which brought him to the head office in 1987. Wayne was admired by his colleagues, suppliers and customers, and was well known for his vast knowledge of products, his ability in helping others, his sense of humour and his great storytelling.

coating to our premium line of discs which already include features like Brembo-patented pillar-vent technology and high-carbon discs,” commented Ferde Sanders, Brembo North America’s Aftermarket manager. “We are also introducing new premium packaging which is stronger and includes a QR code link to online fitting instructions.”

In the aftermarket, Brembo offers a comprehensive line of brake discs and pads for direct O.E. replacement,

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which include innovations developed exclusively for the aftermarket like its UV-coating technology with a metallic finish. Each component and system is developed using Brembo’s technology, experience and QS- and ISO-certified quality standards.

Wagner ThermoQuiet CeramicNXT Brake Pads For 2013 Dodge Dart, Ford Fusion

Federal-Mogul has introduced aftermarket replacement front brake pads for the 2013 Ford Fusion and the first rear pads for 2013 Dodge Dart passenger cars. These Wagner ThermoQuiet CeramicNXT pads are among several new pad sets now available for leading late-model foreign nameplate and domestic applications.

The following new ThermoQuiet CeramicNXT and ThermoQuiet semimetallic pad sets are now available through leading brake products distributors: QC1653: 2013 Ford Fusion (Front) News Briefs continues on page 34

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|| Electrical

The Wired World

Automotive electronics bring benefits — and pitfalls

By Andrew Brooks

T

he unprecedented recent advance in the complexity of automotive electrical systems definitely has a down side as far as Eric Surkari is concerned. The owner and president of Mister Starter Auto Electric, a multi-line remanufacturer of starters, alternators, AC compressors, turbochargers and superchargers, steering racks and steering pumps believes that the automotive industry has embraced a “technology for technology’s sake” mindset, with negative consequences for car owners, the aftermarket and automotive service providers.

“Things are changing a lot today,” Surkari says. “Some of those changes are necessary and some are absolutely not necessary. The manufacturers are overdosing us with electronics.” For one thing, Surkari says, the pervasiveness of electronic control over every kind of automotive system in today’s vehicles is pumping up service costs for end users.

“The biggest problem we have is that a lot of these electrical components, you can’t buy on their own,”

Surkari says. “If they’re, say, attached to a turbo unit, you can’t buy just the electronic control unit. You end up

Mister Starter Automotive A/C compressor.

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|| Electrical

buying the whole turbo. So while the component could be worth just $200 by itself, where it should just cost you $200 to replace it, instead you have to buy a $1,000-$2,000 turbo, just because they’ve put the electronics in it.”

The sophistication of electrical systems also forces service operations

Direct ignition rail coil from Prenco Progress and Engineering

Prenco Direct ignition coil.

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to commit themselves to a grueling schedule of investments just to stay current, Surkari says. “You need training and equipment, and every year you need new upgrades; it’s all very expensive,” Surkari says. “These days, just to change a light bulb you also have to reprogram the computer that activates the dash light that tells you there’s a problem – you have to hook it to a computer to restore the code.

The same with tire monitors. And if you don’t close the gas cap properly the light comes on and you have to take it in to remove the code. Some of this technology really is uncalled for.”

But the technological race is in full swing, says Tom Potter, a senior service engineer with Denso Products & Services Americas. Potter has worked on hydrogen fuel cell vehicles since 2001, and while noting the very high degree of sophistication in this type of vehicle, he points out that newer types of electronic capabilities – such as vehicleto-vehicle communications that can anticipate and prevent collisions – are under development in the higher end of the market.

“These kinds of new abilities are possible because of the development

of the high-speed controller area network [CAN] systems that we have now,” Potter says. “Without high-speed CAN systems we wouldn’t have driveby-wire cars. Throttle control, steering and so on are all done by CAN systems working off the vehicle sensors. The systems have to be very high speed and very reliable.”

The advent of onboard CAN systems eliminated probably 400 lbs. of wiring and copper elements in vehicles, by the estimate of Potter’s fellow senior service engineer John Otis. And again, the impetus came from the high end.

“The S-class Mercedes in the model years 2004 to 2008 had 48 control modules that had to talk to each other, which meant vehicles had to have multiplexer communications,” he says.

Paul McCarney, sales director for Prenco Progress and Engineering, has seen directly the impact that the increased role of onboard electronics has had, in particular since the introduction of direct ignition in the 1990s.

“We used to do a lot of wire sets,” he says. “Now we estimate that by the end of 2015, 94 per cent of registered vehicles will have some form of DI system.”

McCarney notes that DI systems are www.ssgm.com

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Electrical ||

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increasingly individualized to different models, something that only multiplies the headaches for service operations.

“I’d agree that the difficulty of diagnosis has definitely increased,” McCarney says. “It’s almost forensics to diagnose now. The system could spit out a code that says ‘misfire’ but it takes more digging to find out exactly what’s wrong.”

The sensors themselves can be a problem too of course: McCarney recalls a run on a Nissan coil. “They were literally melting,” he says. “We did all kinds of testing, hours on hours of testing. Turns out it was a bad negative battery ground, and Nissan put out a TSB on it.” There are so many system variations now that each manufacturer has their own idiosyncrasies.

McCarney doesn’t subscribe to the notion that wholesale swap-out and replace has become the default response to a problem, however. “A lot of people now aren’t aware that there are some preventive maintenance parts that can be integrated into the ‘tune-up’ – not that there really is anything like a tuneup anymore,” he says.

A current focus for Prenco is on emphasizing the importance of inspecting the coil on plug (COP) boots. “A lot of people don’t know that with the direct ignition coils, these boots www.ssgm.com

are actually removable and replaceable,” McCarney says. Even dealerships aren’t paying much attention to this opportunity, he observes. “Maybe they’d rather replace the coil than just a boot. But this has a negative impact on the service dollars. If you had an annual or per-kilometre basis where they’re inspected and replaced, the way we used to do with the wiresets, it would give the tech another part of the service package that isn’t being captured right now.”

Prenco has around 115 SKUs in this category alone, but market awareness is lagging and Prenco and other companies are trying to step up their game in this department. So far parts makers have relied on distributors to educate the service centres, but McCarney says they need to go straight to the end user with educational POP materials, and have techs, chains and even dealerships include COP boot inspection on traditional multi-point inspections.

“I went to a major automotive chain to see what they had in the way of selection of COP boots in stock,” he says. “I talked to a seasoned manager and we found a picture of the part online, and he didn’t even know that this was a two-piece part, that the COP boot was replaceable. It’s going to take a lot of education.”

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|| Belts

Belt Education

Social media taking a lead in educating, selling belt maintenance and replacement

By Tom Venetis, Editor

W

hat is the hardest part of automotive service? If you answered ‘Sales,’ give yourself a prize. It is the key to a successful service operation, but the most thankless part of the job. Repairing the most truculent vehicle is child’s play when compared to the task of selling a repair or maintenance routine to a skeptical vehicle owner.

Most vehicle owners know belts need to inspected and replaced regularly. They just don’t know when or what signs are a sure giveaway that a belt needs to be replaced. This is made especially hard as new belt technologies use materials that do not show obvious signs of wear and fatigue, and to a driver’s naked eye look just fine. So when a technician or service writer recommends a belt replacement, there is usually some skepticism from the vehicle owner. Everything looks fine, they will say. Why are you recommending replacing it? The not-so-subtle suggestion is that you are simply trying to get money from them for what they believe (mistakenly, it must be emphasized) is unnecessary service work.

Maybe what needs to change is to stop thinking of this as a ‘Sales’ pitch and to start thinking of it as an educational moment. When done right the sale is easy and you never really have to do it again as the vehicle owner now understands why you are recommending the belt has to be changed.

“In today’s market, the key is to not only to check for belt wear, but to

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explain to the consumer the signs of wear that could lead to belt failure at the end of its life,” says Marc Therrien, account executive consumer products with Veyance Technologies Canada, Inc. “Belts nowadays are constructed of high-temp EPDM [Ethylene Propylene Diene Monomer] compounds and are designed to withstand the heat and punishment of today’s engines.”

This means the traditional signs of belt wear, such as chunking or cracking are not going to be there anymore as a guide for gauging if a belt has reached the end of is useful life.

“Since the late 1990s, automotive manufacturers have phased out neoprene serpentine belts and are now installing EPDM belts on new models,” adds Randy Chupka, director of marketing with Gates Canada Inc. “It is hard to tell neoprene and EPDM belts apart visually. While neoprene belts show cracks and chunk-outs when they wear out, EPDM belts rarely show

these symptoms, even at very high mileage.”

Think of an EPDM belt as being like the tires of a car. Over time, tires wear out as rubber is worn away while driving. The same thing happens to an EPSM belt. “Over a period of 160,000 kilometres, a belt can lose up to 10 per cent of its rib material. While this may not seem like a lot, the consequences can be significant,” says Chupka.

This loss of material means the pulley ribs will ‘bottom out’ in the valleys and ride on the belt cord. “This reduces the surface contact on the valley sides where the traction is generated. Wear also increases the effective belt length, lowering tension in the system, which also reduces traction,” adds Chupka.

“The most important thing technicians/service writers are doing to educate their customers is explain the components associated with the serpentine belt such as the idlers and tensioners and how important it is

Over a period of 160,000 kilometres, a belt can lose up to 10 per cent of its rib material. While this may not seem like a lot, the consequences can be significant. www.ssgm.com

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|| Belts

1 1. CRP Automotive’s ContiTech Accessory Drive Kits includes all of the necessary idlers and tensioner pulleys needed to replace wearing parts of the accessory drive system.

2. The Gatorback Poly-V Serpentine Belts features Quiet Channel Technology to virtually eliminate the usual noise caused by serpentine belt misalignment and high strength materials to maintain tension integrity during belt service life.

3. Gates Micro-V Belts offer increased flexibility and reduced heat buildup, allowing them to operate at extra high speeds on smaller diameter sheaves.

that the accessory drive system of the vehicle operates correctly,” says David Hirschhorn, director, brand management with CRP Industries Inc. “If a vehicle owner doesn’t understand how important the accessory drive system of the vehicle is and is simply told that they need to change their serpentine belt or it’ll break, they are very unlikely to agree to the service; but if the technician/service writer takes the time to explain the system and educate the vehicle owner, they are much more likely to see the importance of not only changing the belt[s], but also the related idler[s] and tensioner[s] since they are also wear items.”

Since education is the key to selling belt maintenance and replacement, service writers and technicians need to give serious consideration to using social media and other online tools to help in that regard. Social media is now the primary means of both communications and education amongst many young people today. They will use social media and other online resources to research and learn about issues and products well before they arrive in a service operation’s waiting area. So tapping into this trend is now a key part 16 SSGM May 2013

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of making a successful pitch for belt maintenance and replacement. Many makers of belt and accessory drive technologies now have a range of social media and online tools available for service writers and technicians.

“When it comes to social media we’re taking more of a reserved approach rather than jumping in with both feet,” says Hirschhorn. “We’ve identified possible outlets for information and have worked with many of our customers to get information to everyone turning wrenches or steering wheels. We’re now starting an outreach campaign using a quarterly newsletter to provide technicians/service writers with information about new products and information that should prove useful. We have a decent group that we are currently distributing it to, but we’re always looking for more. [People] can sign up to receive our quarterly newsletter all they have to do is send an email to jumpstart@crpindustries.com or go to the CRP Automotive Facebook page and click on the Jumpstart box which will take them to a sign-up form [https:// www.facebook.com/#!/crpautomotive/ app_211368905570112.]”

“We use our Facebook page [face-

3

book.com/GatesAuto] and Twitter feed [twitter.com/GatesAuto] to share information about belt wear, and we include links to our belt wear microsite [GatesBeltWear.com] in the posts,” says Gates’ Chupka. “We also post videos about belt wear and other topics to our YouTube channel [youtube.com/GatesAuto­ Aftermarket]. We recently started providing our customers with social media content that they can incorporate into their own social media channels. The more people see our belt wear message, the more likely belt wear inspections will be requested and conducted.”

Veyance’s Terrien says YouTube is another valuable tool for getting belt information across to vehicle owners: “Veyance is continuously updating YouTube videos for both product awareness and preventative maintenance. Most recently, we’ve added Gatorback Over Running Alternator Decoupler videos, showing their benefits to the overall drive system. Videos show the effects of a worn OAD pulley on the overall drive belt system illustrating vibration and shock load and the need for replacement once worn to reduce vibration and shock load on the tensioner.”

SSGM www.ssgm.com

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13-05-14 1:20 PM

|| Transmission

Changing Gears on Transmission Services If you think transmission repairs are complex, try selling the service

By Noelle Stapinsky

W

hen it comes to underperformed vehicle maintenance, transmission systems are one of the biggest casualties of neglect. Certainly, today’s vehicles are lasting longer and require repairs or maintenance less frequently, but as Randy Moore, president and CEO of Mr. Transmission, says, “the number one issue is that people don’t read their owner’s manual – the most published, unread book in the world next to the Bible – and they’re not getting their transmissions serviced.”

Most of today’s vehicles require the transmission fluid to be checked, changed and the system serviced between 80,000 and 100,000 km – basically within the first two to three years of the vehicle’s life.

Automatic transmissions, which make up the majority on the road today, are sealed hydraulic units.

They no longer have dipsticks to check the fluid level, so it’s basically out of the sight of the vehicle owner.

These hydraulic systems use fluids that are very vehicle specific and contain friction modifiers to maintain the pressure in the unit and prolong the life of the transmission. Over time, like a good set of shoes, these units wear gradually. The brass and steel bushings within the unit degrade, releasing tiny metal particles that get caught in the filter and lie in the pan, recirculating within the system. To keep the unit’s performance at its peak, adhering to the OE recommended maintenance schedule for the fluid to be flushed and the system properly serviced is essential.

Besides, would anyone get into an elevator – which operates on a hydraulic unit – if they knew it wasn’t serviced regularly?

But according to Moore – since transmission servicing is widely ignored – most customers only turn to the experts when they experience performance and drivability issues, or complete failure. Indeed, the signs and symptoms of transmission issues are often subtle.

The engine can slip in extreme weather conditions; the fluid could be low, old or contaminated due to external wear and overheating of the engine. And when a driver reaches that sweet spot with highway speeds, they could experience excessive vibration, which makes most think they have a tire issue and not consider checking the transmission system.

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13-05-14 1:21 PM

Transmission ||

Small leaks can occur and most people think nothing of it. But low fluid levels play a big role in failure issues.

“When the levels are low, you’re asking the hydraulic device to operate with only 70 per cent of its fluid capacity,” says Moore. “If people don’t get their fluid checked, too often the damage has already occurred when they finally get around to it.”

Another leading cause of transmission failure is when the engine overheats. “If the transmission gets too hot, it burns off the additives, which might cause friction wear inside the transmission,” says Moore. “This makes the transmission act erratically.” Many people don’t understand that if the engine overheats, the transmission system does as well because it’s on the same cooling system. When this happens the fluid needs to be changed immediately.

And now, with the extensive amount of computerized systems incorporated in today’s vehicles, diagnosing possible transmission issues has become a lot more tedious. Vehicles need to be scanned for any trouble codes. “If you get a code that’s related to the transmission you better be able to diagnosis it properly or get someone that is an expert to help,” says Moore.

This can be tricky for technicians that are not wellversed in transmission diagnostics. For example, if one sensor acts up, it can react to something else that may not be the problem. “If you take the number one spark plug out of a V6 General Motors product, it will probably tell you that it needs a transmission or that it’s slipping.” www.ssgm.com

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Since more and more general repair shops are dabbling in transmission repair, what could have been a rather simple repair for a specialist, turns into something more costly because the technician didn’t know what he was doing. Denis Larmand, who runs a Mr. Transmission in North Bay, Ont., says, “You can get over your head really quickly in the transmission repair business.

And when general repair shops get into something as complex as transmission repairs, you end up seeing more botched repairs. You need to know where you’re going before you even set out and you have to make sure you tackle it in the right order.”

Getting transmission-related issues in the shop door is one thing, but getting customers to follow through with the service or repair is a whole other feat. People naturally turn to general repair shops when their vehicles break down and panic when it comes to costly repairs.

With transmission issues, too many turn to replacing with a used unit because it might be cheaper or they don’t feel the repair is worth it if the vehicle is older.

According to Moore, only seven per cent of the automatic transmissions on the road need to be replaced each year. And 50 per cent of the vehicles that Mr. Transmission fixes across the country can be repaired without removing the transmission from the vehicle.

“And 50 per cent of the time, if you take the vehicle to someone that knows what they’re doing, you’ll find out that it’s not actually the transmission itself, but an interrelated electronic or hydraulic issue,” adds Moore.

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13-05-14 1:21 PM

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|| Transmission cost of a new car. If the vehicle is properly fixed by a qualified expert, that will add three to five years to the vehicle’s life. Besides, if the transmission isn’t good, the resale value of the vehicle won’t be good.”

For Larmand, word-of-mouth is what keeps business flowing through the door. “Every person is a potential customer,” he says.

“And for those repairs that might first end up at a general repair shop, being on good terms and developing relationships with the shops in your area is really beneficial. If there is a transmission issue many would rather let an expert handle it.”

With so many aging vehicles on the road, the potential for transmission services has never been greater. For transmission specialists, fixing a vehicle right the first time means they’ll probably never see that customer again, unless it’s for maintenance, and that’s the way it should be.

SSGM

dropping well below zero in the winter and skyrocketing in the summer months. There aren’t a lot of high paying jobs and many rely on their vehicles for work. Larmand’s core business is with light trucks. “The people I get are getting by with the vehicle they have. If something goes, it’s a big concern, so you have to be flexible,” he says.

Offering options and alternatives for repairs is key. “First we need to get the vehicle in and see what needs to be fixed,” says Larmand. “Offering options and making the customer feel like a part of the process has closed more deals than not for me.”

With costly repairs, people sometimes need a little cooling off period before getting the repair done. “They may perceive the repair as costly, but it will keep their vehicle running and it’s cheaper than buying a new one,” says Larmand.

Moore agrees, “The price for repairs is about five per cent of the

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22 SSGM May 2013

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13-05-14 1:21 PM

2000

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Valvoline launches MaxLife®, the first motor oil for high mileage engines

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Valv_History_ENG_Jobber.indd 1 p 23 Valvoline ad.indd 23

3/21/12 3:38 PM 13-05-14 2:48 PM

|| Jim’s Rant

The Return of Rear Wheel Drive T

By Jim Anderton, Technical Editor

Front wheel drive gave me hands that look like Frankenstein.

Front wheel drive taught me how to swear. Front wheel drive ruined my eyesight, I swear, and I think front wheel drive is the reason I can’t hit a green in regulation, even on a short par three.

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here was a time when front wheel drive was something of a novelty. My first car, an Austin Mini 1000 (converted to Cooper S spec), was unusual at the time for its transverse engine front drive layout. Among the heavy iron of what we used to call the “Big Three,” only the Oldsmobile Toronado used the setup, and even then with a conventional North-South engine layout and a Hi-Vo chain drive to the transaxle. Even then the transmission used Hydramatic innards similar to the much-loved THM 400.

Even small cars, where the packing advantages were clear, stayed away from front drive. Toyota, Nissan (then Datsun), Ford, GM, Chrysler and others stayed traditional with solid axles (the fabulous Datsun 510 excepted) and usually leaf spring rear suspensions. It’s time for fair disclosure here … I don’t like front wheel drive. Front wheel drive makes agile cars understeering dogs.

Front wheel drive gave me hands that look like Frankenstein. Front wheel drive taught me how to swear. Front wheel drive ruined my eyesight, I swear, and I think front wheel drive is the reason I can’t hit a green in regulation, even on a short par three. Yes it adds interior space, at the cost of under hood space where we work. And I doubt if the average car buyer cares which end of the vehicle spins the wheels. I can’t blame the British … their cars were so fatally unreliable it’s a wonder they didn’t kill front drive forever.

It’s Volkswagen’s fault. They launched the excellent Rabbit in the fall of 1974 and the rest is history. A couple of years later GM started work on the infamous “X bodies,” which spawned a dozen models of indifferent build quality and of course, the craziness of 90 degree V-6’s sideways in the engine bay. At least when Chrysler went cab-forward they oriented the engine correctly. Ford tried to import the Fiesta, but nobody cared for English cars anymore so they crafted the Escort, Tempo and their Mercury twins. Enough said.

No one was blameless in the 70s and early 80s and the cars were all substandard by today’s measure. But there is hope … rear wheel drive is coming back. Sporty cars have always stuck with it and GM is rumored to be considering a new, low cost two seater, presumably to succeed where Fiero and Solstice failed. Good luck to them. My opinion is pretty unpopular with most drivers I meet, but I always remind them that the cars which take the most abuse are cabs and cop cars … and they didn’t drive Crown Vics and Caprices for years because they liked the gas mileage.

What do you think?

Have your say and speak your mind! letterstotheeditor@ssgm.com www.ssgm.com

13-05-14 1:23 PM

Technical Tip ||

Chrysler Mysterious Overheating

By Greg Montero, AAM Identifix Chrysler Specialist

Certified: ASE Master, L1, Refrigerant Recovery and Recycling

W

and the radiator was replaced. Again, this was done under warranty. After those repairs were made, there were no further symptoms for several years.

Was this the same problem or something completely different? The vehicle now had around 85,000 miles on it.

One would think this would be a different issue with all the time and mileage that had elapsed. After further discussions with the customer, a strange pattern started to emerge: There was no rhyme or reason when the temperature gauge would start indicating a hotter than normal running engine.

The customer stated, “Sometimes it happens a few times a year, sometimes it shows hotter than normal on a 30-mile trip.” A few times per year? Really? Certainly, gathering this information helped to better understand why the customer was concerned. It seemed to be an ongoing problem with no consistencies.

The shop had done some research and found there were some problems with the thermostat on this engine, as well as a cooling system passage that gets restricted (Figure 1).

After learning this, it was decided that the thermostat and its passage should be removed and inspected. Upon inspection, nothing unusual was noted and the cooling system passage was clear. Not much of this passage can be seen, but compressed air was blown into the passage just to make sure it was clear. (Figure 2), (Figure 3) A new thermostat was installed and the vehicle was put back together and tested again.

On the road test, the cooling system seemed to be operating at normal operating temperatures on the gauge as well as on the scan tool. Not feeling overconfident, the technician let the customer take the vehicle with the understanding that he would report back to the shop if it started to run hot again. Three weeks went by without hearing from him. Then

Figure 1.

Figure 2.

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Photos courtesy of Identifix, illustration courtesy of Chrysler.

e all have war stories to tell about ‘those cars,’ right?

Here is one that anyone who works on cars and works with the owners of those cars can relate to.

The symptom on the 2004 Chrysler Concorde was the engine coolant temperature gauge was running hotter than normal. Since the customer was rather attentive, he wanted the shop to look into this concern because it didn’t seem normal to him.

After some preliminary inspections on the vehicle, such as coolant level and overall cooling system condition, it was determined that everything looked fine, including cooling fan operation. A check for combustion gases in the cooling system was performed to rule out a head or head gasket problem, and that was negative as well. The technician took the vehicle for a road test and found it ran perfectly, with no apparent problems with the gauge or the engine temperature, verified with a scan tool. According to the scan tool, the engine was running around 190 to 200 degrees; nothing that looked out of the ‘norm.’

We have all been in these positions before. What was the customer trying to say? In a busy shop environment, taking the time to get all the information from the owner is important. Sometimes they offer it and other times they do not. Like the old adage goes, maybe they think it will cost them more if they tell the repair shop everything. Thankfully, that is usually not the case — most often customers do not understand the complexity of repairing vehicles and may just assume it will be simple to diagnose and repair.

A second conversation ensued with the owner and more details began to unravel. The vehicle was purchased new.

While it was under warranty with less than 10,000 miles on it, it ran hotter than normal on a long trip. According to the service records, the vehicle had its cooling system flushed

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13-05-14 1:24 PM

|| Technical Tip

Figure 3.

Figure 4.

Figure 5.

Figure 6.

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late one afternoon, he stopped in to mention that “It did it again.” This time he had more information; now it would run hot after 30 to 50 miles of driving.

Arrangements were made to have the car dropped off — this time for several days so it could be driven 30+ miles.

After the longer road tests, the technician finally noticed what the customer was talking about. The temperature gauge was running at about the halfway to about the three-quarter point on the gauge (Figure 4). This was certainly much different than previous road tests. The actual scan tool temperatures were in the 230 to 250 degree range rather than under 200 degrees. A quick check under the hood — both cooling fans could be heard running at high speed. What seemed interesting was that the air blowing from the radiator was cold, especially on the driver’s side of the radiator. And the lower radiator hose was cold to the touch. Was this just a case of a plugged radiator again? Why were the radiators getting plugged? More investigation was needed at this point.

The next day, after thoroughly checking the cooling system flow diagram (Figure 5), the technician realized the coolant was not entering the engine, since the radiator and lower radiator hose were cold when this event happened.

What about the radiator and the history of the radiator replacement several years ago? These were weighing on his mind. After more pondering, he temporarily removed the thermostat and ran the engine to see if the problem reoccurred. After a few days of driving a lot of miles, the engine ran cooler than normal, as one would expect without a thermostat in the engine. If the radiator was plugged or restricted in any way, it should still be running hotter than normal, but it wasn’t. That test confirmed that the water pump was circulating properly and the rest of the cooling system was in working order.

Was it a bad thermostat? It couldn’t be — this one was brand new. Was there still something in the passage keeping the thermostat from operating properly? Many questions, but not many answers yet!

Another new thermostat was ordered and the passage in the cylinder head was blown out thoroughly. Once again, there didn’t seem to be anything restricting this passage.

The water pump impeller can be accessed with a long thin screwdriver while the thermostat housing is removed on this engine. The funny thing is, the impeller seemed to be able to move. That shouldn’t be; it should be tight. The water pump on this engine is driven by the timing belt. Was the impeller loose on the shaft of the water pump? Was the timing belt loose? By now the technician’s head was starting to hurt!

The new thermostat was installed and the vehicle was driven 30 to 40 miles with no problems. The vehicle was kept overnight and then a much longer drive was performed.

All temperatures were now normal! Maybe it was just a bad thermostat.

The customer needed the vehicle back, so it was agreed he would drive the vehicle and report any further problems.

A few months later, he stopped by for an oil change and said everything had been just fine; no overheating, and the temperature gauge was running normal. So it must have been the www.ssgm.com

13-05-14 1:24 PM

Technical Tip || thermostat, the technician thought.

Several months went by and guess who stopped by? Yes, the same customer was back, and the car was running hot again. But this time the symptoms were different! Now, the temperature stayed relatively normal as long as the heater was on. If the heater was off or blended to cooler airflow, the engine would start running hot again. But it still had to be driven over 30 miles before this would happen. So to duplicate the problem, the vehicle had to be driven about 30 miles and the heater had to be off. Then it would start to run hotter than normal!

After road testing, it was discovered the customer was right. If the heater was on, it would actually bring the temperature back to a normal range. Once again the technician noticed the air coming off the radiator with the cooling fans on high was cold, as was the lower radiator hose. Thoughts turned back to the water pump impeller and the timing belt.

It didn’t make sense that it could be a water pump problem but this engine does have a plastic impeller. Maybe it was spinning on the shaft at times? The timing belt cover was removed. Before removing the timing belt, the technician tried to turn the water pump by hand and much to his surprise, he could turn the pump with the timing belt still in place. That would mean the timing belt was loose because of a bad tensioner, but the timing belt seemed tight. So the technician removed the timing belt, timing belt tensioner and the water pump, and then replaced each of them with new ones. The water pump had a little wear on the impeller but was tight on the shaft. He proceeded to put it back together and try it out again. After multiple 30+ mile road tests, the temperature seemed normal, even with the heater off. By now it was spring and getting warmer outside, not quite to the air conditioning season, but getting close. It must be fixed, the technician thought. Back to the customer it went.

About 500 miles later, the customer stopped by to say,

Figure 7.

Figure 8.

“It started running warm again.” The technician was at a complete loss. And out of sheer frustration after looking at the cooling system flow, the decision was made to pull the driver’s side cylinder head to closer inspect the passage that goes to the thermostat, in hopes that something would show up there. After the head was removed, this is what was seen (Figure 6), (Figure 7), (Figure 8). It appeared to be

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metal shavings — nice curly Q’s severely restricting the passage to the thermostat. This has to be the problem; now things were making more sense. The passage was getting so restricted, the thermostat was closing off. On this engine, the thermostat is very dependent on this passage to help keep it open. Figure 9.

That is why the radiator was cool and the lower hose was cold. The coolant was being cooled by the radiator, but this cooled charge of coolant was not going back into the engine because the thermostat was closing off due to this passage restriction.

The head was cleaned up a bit and a small amount of metal was removed to ‘open’ up this passage a bit (Figure 9). In case there were more shavings in the engine, this Figure 10. would provide a bigger opening to let them pass through. Clearly this had to have happened during the engine building process and was likely the problem, even while the vehicle was under warranty.

Whenever the cooling system was drained or flushed, these shavings found a new home — until Figure 11. they became dislodged and made false indication of a repaired cooling their way to the cylinder head, where system. they restricted the passage. It was very • Cooling system passage. Just because you can blow into this passage with interesting that they lay dormant for so shop air, this really doesn’t confirm it long, several years and many thousands is completely open. But it will deterof miles. mine if it is completely plugged.

After cleaning out the debris and reassembling the engine, many road After all the headaches and head tests were made and the system was scratching, here is where the gauge now normal. Just to be sure, the tech- runs after the repairs (Figure 11). Note nician followed up with the customer it is always on the underside of the every few weeks. What a war story! A halfway mark on this engine, when the cooling system is operating normally. few tips came out of this experience: • Water pump impeller access can be This is true ‘normal’ for this engine. accessed by removing the thermostat Many customers may not even notice and using a long thin screwdriver this problem because, as seen in the to see if the impeller is loose on the previous figures, the engine is still runshaft (Figure 10). ning in the normal range according to • Total system flow. By removing the the gauge. There is no warning to the thermostat, the water pump, radiator driver because it never gets into the ‘red’ and other system flow problems can portion of the temperature gauge. virtually be eliminated if the temThis mysterious overheating car just perature seems cooler than normal. had a plan of its own. But thanks to a • Draining and refilling the cooling patient customer and a persistent, orgasystem can cause the shavings or nized technician, this one was finally debris to ‘settle’ temporarily causing a fixed.

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www.ssgm.com

13-05-14 1:25 PM

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13-05-14 1:25 PM

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13-05-15 7:09 AM

|| Shop Profile

Growing with the Flow

By Noelle Stapinsky

W

hen mechanic Dan Shirtliff and his wife Joanne moved from Toronto to Huntsville, Ont., in the late 70s, they only planned to stay for one year. Little did they know the next 36 years would be spent building a family business that would become one of the area’s oldest independent automotive service shops – Huntsville TireCraft and Auto Repair.

Perhaps it was the picturesque cottage country landscape that drew the Torontonians in – it certainly wasn’t losing all his tools in a fire at his first job in the area – but within that first year they had purchased land to build a house and they were expecting their first child.

Joanne, a nurse at the time, was working at the local hospital and Shirtliff started picking up service contracts performing repair and maintenance on everything from passenger vehicles to transports and forklifts. It is this kind of perseverance and the ability to roll with the opportunities that came their way that propelled this couple throughout the years in building a booming business with a loyal clientele.

Consequently, the more people Shirtliff met, the busier he got – travelling to where service needed to be done at local plants, working out of his home, and finally renting a garage to keep up with demand.

When the opportunity came along to purchase an existing service shop – the current Huntsville TireCraft and Auto – it opened up a whole new world for Shirtliff. This new location has been a fixture on Huntsville’s Main Street for 50 years. And true to the traditional full-service automotive shops of the past, it was equipped with service bays

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and gas pumps.

“I didn’t have any experience in the gas business, but it was a really good drawing card and a great way to meet people,” says Shirtliff. “We were probably the smallest place in Huntsville at the time but we kept plugging away, and built a great gas clientele.”

To offset the costs of owning the 6,000-sq.-ft. shop, Shirtliff landed contracts with parcel service companies, and even rented out a portion of the building to Canpar shipping service to use as a depot. And when the Grey Coach Bus line needed a place to park in the evening, Shirtliff accommodated it as well.

But as the business grew over the years, the Shirtliffs had to continuously change the operation for new opportunities and to meet demand.

When Canpar moved out in the late 80s, Shirtliff transformed that area of the garage into a workshop, where they refurbished radiators and re-coated gas tanks. At that time Shirtliff was the only game in town offering these services. But when radiators and gas tanks

started coming out around the same price as his service, he switched to just selling new ones.

“I thought we’d only remanufacture tanks for about five years, but we got a good seven or eight years out of it.

When it was time to stop, we needed the space to do other things anyway,” says Shirtliff. “People still call and ask about refurbishing rads.”

In 2007, they got out of the gas business when the contract was up. “I felt the business had the strength to carry on without gas,” says Shirtliff. “It was a big shock at first, but we didn’t lose customers because of it.”

Progressive even in its early days, Huntsville TireCraft and Auto has also always offered vehicle undercoating applied by a licensed mechanic.

“I’ve always had a licensed man do the undercoating. It may cost more, but we know where to spray, what needs to be moved for alignments and how to avoid nuts and bolts from seizing forever,” says Shirtliff.

www.ssgm.com

13-05-14 1:27 PM

Shop Profile ||

For Shirtliff and his shop manager, Brian Zubatiuk, fiddling with cars has always been in their blood. Years ago, Zubatiuk owned a dragster and Shirtliff raced CASCAR (now the NASCAR Canadian Tire Series), winning the eastern series championship in 1996 with Zubatiuk as his head mechanic.

Experiencing decades of change in automotive technology, the two often reminisce about the days before fuel injection systems, figuring out issues on the fly and leafing through large vehicle specification manuals.

Today, Shirtliff ’s team uses ShopKey and other online resources. “That’s why I see a bright future in this trade.

There’s a lot of information out there and beautiful rewards for people that take it seriously,” he says.

And when it comes to recruiting talent for the family operation – Joanne has headed up the accounting since they opened – Shirtliff keeps an eye on the local high school and close ties to its guidance department. “We’ve

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always had apprentices, some of which have gone on to become competitors of mine in Huntsville,” says Shirtliff. “I’m kind of proud of that because I know they’re doing well.”

Today, this independent employs six, including the owners, with full benefits, a business policy Shirtliff has maintained throughout his ownership of the business.

Their son, Kyle, heads up the shop’s extensive tire operation. As an associate TireCraft dealer, there’s a dedicated area – where they used to refurbish radiators – and an enormous building behind the shop to store its inventory and customers’ seasonal tires.

And the two full-time mechanics, Nathan Caron and Chris Greer, man the shop floor with Zubatiuk.

“I could talk about my team’s dynamic for hours. It’s really interesting to listen and watch how younger people address the trade,” says Shirtliff.

“Nathan started with us as an apprentice and now has his license – he scored over 90 per cent in his final exam. I found him washing cars at a dealership and within 10 minutes of talking to him, I knew he wanted to move up in his career.”

According to Shirtliff, Caron has a “thing” for clean cars and will even remove the seats and dash to get at every speck of dust.

“I can’t afford to pay him to clean cars. We need him fixing them. But he brings that meticulous nature to his work,” laughs Shirtliff. “And Chris came to us as a licensed mechanic

eager to learn more. That’s what he asked me for and that’s why he got the job. He’s become a real asset to our business.”

Over the years Huntsville has flourished as a city and there is certainly no lack of competition. Dealerships for many of the major manufacturers have staked their claim and there’s an extraordinary amount of jobbers to choose from – Shirtliff has dealt with local supplier Muskoka Auto Parts since he opened.

For Huntsville TireCraft and Auto, it’s all about staying tuned in to the constantly changing vehicle technology, keeping its equipment and technology up-to-date and always looking for the next opportunity. In fact, Shirtliff has Castrol Premium Express as part of his business, which is usually a standalone operation, but which he has had from the days when he pumped gas.

With today’s vehicles being made to last more than 12 years, Shirtliff ’s philosophy is “unless you want a new car, why keep buying one when you can keep the one you have by maintaining it.” Shirtliff ’s shop track record is proof of the power of regular maintenance – it’s been servicing cars for some of its loyal customers for over 25 years, and in some cases helping them sell the vehicle when they are no longer able to drive.

Looking to the future, with his young talented staff at hand, Shirtliff has his eye on the next generation of drivers, because they will be his shop’s loyal customers for the decades to come.

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|| News Briefs News Briefs continued from page 9 QC1647: 2013 Dodge Dart (Rear) (Front pads also available) QC1645: 2013 Ford Escape (Front) (Rear pads also available) QC1611B: 2013 Lincoln MKS (Front) (Rear pads also available) MX1346: 2013 Infiniti FX50 w/Sport Package (Front) (Rear pads also available) “Our new ThermoQuiet CeramicNXT brake pads are helping service providers deliver superior braking performance on an ever growing range of applications,” said Walt Keating, product manager, North American friction, Federal-Mogul. “We continue to expand the entire ThermoQuiet offering to ensure that customers have ready access to the best ceramic and semi-metallic friction technologies for virtually any popular vehicle model.”

Spring into May with Vehicle Maintenance and Safety in Mind

The last of the snow is melted, and Canadian drivers are eager to hit the road this spring and enjoy some muchneeded warmer weather. Before you put the pedal to the metal, however, it’s important to treat your vehicle to a spring tune-up to help it operate as safely as possible, according to representatives from the Automotive Industries Association (AIA) of Canada through its Be Car Care Aware program,

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34 SSGM May 2013

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and the Canadian Automobile Association (CAA).

“May is Car Care Month — a time for drivers to invest in the safety of their vehicles to protect themselves and those that they will share the road with this spring and summer,” said Marc Brazeau, president and CEO, AIA Canada.

Maintenance and repairs are becoming increasingly important as Canadians drive their vehicles longer. The average age of a vehicle in Canada was 9.3 years in 2011, with the average vehicle now being retired at 320,000 kilometres, according to AIA Canada’s 2012 Outlook Study, produced

by DesRosiers Automotive Consultants Inc. Fortunately, according to another study conducted by DesRosiers, 85.6 per cent of Canadians are prioritizing vehicle servicing and repairs. Reasons for maintaining their vehicles include avoiding large repairs in the future, increasing family safety, enhancing environmental performance of their vehicles, and protecting resale value.

“Safety is paramount when out on the road,” according to Jeff Walker, vice-president, Public Affairs at CAA. “And, if Canadians can keep their vehicles as safe as possible, and protect their investment at the same time, it’s a win-win scenario.”

Below are some tips to get your vehicle ready for the spring season: Check your fluid levels. There are several fluids that require attention, including engine oil; power steering, brake and transmission fluids; and windshield washer solvent. Fluids are typically inexpensive and easy to change, but without them, vehicle reliability and functions may be affected, which can lead to expensive repair costs and pose safety risks.

Change oil and oil filters. Changing the oil and the oil filter as recommended in your vehicle’s owner’s manual is one of the best ways to keep the engine running trouble free.

Neglecting to replace engine oil can result in poor engine performance, higher fuel consumption and even severe engine damage.

Replace your wiper blades. If they’re torn or cracked your wiper blades won’t do you much good in the middle of unrelenting spring showers when visibility is reduced.

Check your lighting. Check all exterior and interior lighting to identify any problems. When your vehicle’s lighting is defective, other motorists may not get the message that you intend to stop or turn. The end result could be disastrous. www.ssgm.com

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News Briefs || Make vehicle maintenance a priority to protect yourself and prolong the life of your vehicle by taking it to a licensed automotive service professional for a spring tune-up today!

For more tips on how to improve the safety of your vehicle, you can visit: www.BeCarCareAware.ca.

Michelin Helps Canadian Drivers Stay Safe This Summer

With summer just around the corner, Canadian families will soon take to the open road. Now is a good time for summer road-trippers to brush up on the important tips that can contribute to safe driving as they explore the great Canadian outdoors or enjoy an urban adventure.

Michelin Canada encourages drivers to minimize the risk of on-road emergencies simply by preparing ahead of time, conducting proper safety checks and adhering to safe driving tips.

• Check your tires for wear — Using the ‘Penny Test,’ put the edge of the coin into the tread with the Queen going in head first. If the top of the Queen’s head is covered by tread, that’s good. If the top of her head is entirely visible, it’s time to replace the tire.

• Check the air pressure — Tires have been known to lose up to 1 psi (pounds per square inch) of pressure every month.

Use a proper pressure gauge to check pressure when tires are ‘cold’ (before driving or three hours after driving). Make sure your tires are inflated to the psi on the sticker inside the driver’s door of your car. DO NOT compare to the psi on your tire’s sidewall.

• Don’t mix tires — If you’re replacing only two new tires instead of four, be sure they are the same size and type as the current ones. Always install the new tires on the rear axle of your vehicle, which will reduce the risk of fishtailing and loss of stability in wet conditions.

Wet Driving: Wet road conditions present dangers of less grip and longer stopping distance.

• Slow down. Slowing down dramatically decreases the risk of accidents in rain.

• Always drive with two hands on the steering wheel • Slow down before turning and maintain a consistent speed throughout the turn.

• W hile turning, don’t make sudden steering wheel movements.

• Only brake in a straight line before the turn and do so gradually. Do not brake during the turn.

• Increase your following distance from other cars to allow for more stopping range.

• If hydroplaning, do not accelerate or brake suddenly. Keep your foot lightly on the gas and steer the car forward until your tires regain traction.

Blowouts: This can be one of the most frightening moments on the road.

• As prevention, always drive with both hands on the wheel.

• If you have a tire blowout, don’t panic. The loud noise will startle you, but follow these rules, and you’ll quickly and safely regain control. First, keep your foot on the gas, grip the wheel firmly and stay in your lane, then, slow down www.ssgm.com

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gradually and carefully steer toward the shoulder of the road.

For more tips on safe driving, visit http://www.michelin. ca/tires-101/driving-and-safety-tips/driving-tips.page

Penray Appoints Two New Sales Representatives

The Penray Companies, Inc. has named two new sales representatives to expand the company’s presence in the automotive chemicals aftermarket. Rudy Ruiz will serve automotive customers in the southwest, and Bob Poye will be responsible for a newly-defined sales territory in the southeast. Both men will carry the title of regional sales manager, and will report to Tony Costa, director of automotive sales for Penray.

Ruiz brings a background of more than twenty years in automotive aftermarket sales in the southwest, including tenure with Allied Signal/Bendix Brakes, and also with Akebono Brake Corporation. In those capacities, as well as in his new responsibilities with Penray, Ruiz will service customers throughout the traditional aftermarket, including WDs, jobbers, and independent auto repair shops.

Poye takes on the newly carved-out southeast region with over twenty-five years in automotive sales, having represented Akebono brakes, Champion spark plugs, Anco wiper blades, and Wagner lighting products. He brings direct sales experience with national accounts and retail chains as well as with traditional WDs, jobbers and other distributors.

David Sholtis, CEO for Penray, explains that the appointment of these two new sales people is part of a growing effort to expand sales of Penray products as well as providing more personal customer service and support. “By adding sales representation, we have reduced the geographic area and number of customers our sales people service,” explains Sholtis.

“Furthermore, both Rudy and Bob will provide training support to complement that already being offered by our dedicated trainers. This effort is designed to assure that those at all levels of automotive parts distribution and service are able to use our products to greatest advantage, while protecting the environment from misuse or from the use of noncompliant products from other sources. At Penray we pride ourselves on offering products that meet the requirements of applicable federal, state, and local regulations, and our training helps assure that our products are used, and disposed of, in compliant and environmentally responsible ways.”

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SSGM BAYWATCH New Products

Cardone Diesel Fuel Injection Pump A Diesel Fuel Injection pump supplies a set of Diesel Fuel injectors with high pressure fuel. Previous technologies metered the fuel per injector causing the injector to actuate upon a specific pressure. The latest technology requires the diesel fuel injection pump to maintain a constant pressure in a fuel accumulator or common fuel rail. The injectors are electronically controlled as opposed to pressure controlled.

Cardone’s 2H-104 diesel fuel injection pump is a Stanadyne DS Electronic Fuel injection pump and was introduced for GM’s 6.5L V-8 diesel engines used in both Chevrolet and GMC light trucks in 1993. This was one of the first pumps on the market to incorporate electronics to control fuel quantity and injection timing.

Cardone www.cardone.com

Snap-on Roll Cab and WorkCenter The Snap-on Classic Roll Cab (KRA2422) is the definition of performance and durability that you expect from Snap-on. By adding a 55-inch Snap-on WorkCenter (KRA2454) to the top of the KRA2422, you will get even more versatility from your Snap-on storage unit. The Snap-on Classic Roll Cab (KRA2422) features a top drawer that is 50-inches wide and five inches deep and a second drawer is 50-inches wide and three inches deep. The 14-guage steel internal corner gussets help keep the unit square for life and the unit also has anti-vibration monoprene wheels. A powder coating creates a scratchresistant finish and is available in eight popular colors (red, black, flat-black, midnight blue, royal blue, extreme green, electric orange and yellow). Featuring more wall space and head clearance than competitive work centers, the KRA2454 WorkCenter features two gas cylinders that assist in opening the door, making it an effortless operation and stainless steel inside walls with “slots ‘n’ dots” back panels. Users are also able to lock up work in progress with the Snap-on 55-inch WorkCenter.

Snap-on www.snapon.com/toolstorage

Chief Releases Tower Extension to Improve EZ Liner Express Versatility Chief Automotive Technologies introduces a new tower extension accessory that can make the EZ Liner Express collision repair system even more versatile. Chief’s tower extension adds another 18 inches of clearance between the frame rack’s tower and the vehicle being repaired. The additional space creates better pulling angles and allows the rack to be used to repair larger vehicles. It removes obstructions and makes working on all vehicles easier for technicians. Chief developed the EZ Liner Express to help increase shop productivity. It offers both a pulling system with five tons of power at the hook and a lift/ workstation with a 5,500-pound lifting capacity. The EZ Liner Express can be added to any bay where technicians can use it to repair light hits and other work to prevent bottlenecks from forming at the shop’s traditional, large frame rack. The 18-inch tower extension attaches to the deck in 10 different locations, creating a true 360-degree repair system. When not in use, the extension can be removed from the tower assembly for better 36 SSGM May 2013

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storage.

Chief Automotive www.chiefautomotive.com

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SSGM BAYWATCH New Products

Snap-on ETHOS + Scan Tool Snap-on introduces the ETHOS + Scan Tool, a fast and effortless way to access codes and live data for dozens of systems on nearly 40 domestic and Asian makes, with an optional European vehicle kit that offers deep coverage of popular European makes. ETHOS + offers powerful OBD-II tools, including all ten modes of OBD-II. ETHOS + also reads and clears vehicle-specific codes with the definitions on-screen in plain English. Technicians can graph four live data parameters side-by-side to pin down the root cause of vehicle problems. They can also read service monitor data and reset service lights on many vehicles. ETHOS + is not just for engine diagnostics.

It accesses manufacturer-specific codes and data for dozens of systems on today’s vehicles, including newer technologies like TPMS, hybrid power systems, body controls, suspension and steering angle. With the optional OBD-I adapters, it will diagnose vehicles dating back to 1980.

ETHOS + is loaded with customizable setting and tools to fit the way technicians work. With the programmable shortcut key, technicians can perform frequent tasks with one touch, such as pause, record and save movies or screen images to validate

repairs and keep vehicle records. They can also create their own reference library using the USB connection to save and view files on their personal computer.

Snap-on http://diagnostics.snapon.com

Cardone Electronic Automatic Transmission Control Modules For 2001-04 Dodge / Chrysler vehicles that have been trudging through the ice, snow and salt this winter are especially susceptible to Electronic Automatic Transmission Control (EATX) Module Problems. This is evident through poor shift quality, hesitation, decreased fuel mileage or even the vehicle switching into Limp Mode. Until now, the only option for replacement EATX modules was the expensive O.E. dealer. Cardone’s 11 exclusive part numbers of A1 Cardone Reman EATX Modules offer O.E. performance are in stock and ready to ship.

Cardone www.cardone.com

Dual-Head LED Leak Detection Flashlight Tracer Products has introduced the new Tracerline Vio-Blu — a cordless, dual-head LED flashlight that is ideal for locating automotive system leaks. The Vio-Blu features a high-output True UV LED at one end and a super-bright blue light LED at the other. As a result, it provides optimal fluorescent response and contrast, regardless of the type of dye. The True UV LED fluoresces all Tracerline universal/ester and PAG A/C dyes, as well as TP-3400, TP-3405, TP-3900 and TP-3940 fluid dyes. Leaks can be seen even without using the yellow glasses provided.

The blue light LED works with all oil-based dyes, including difficult-tofluoresce yellow dyes. With an inspection range of up to 25 feet (7.6 m), this compact, lightweight lamp allows for easy access into tight, cramped areas. Its corrosion-resistant, anodized body stands up to years of heavy use. The Vio-Blu has a service life of 100,000 hours for each LED. It comes complete with a belt holster, three “AAA” batteries and fluorescenceenhancing glasses, all conveniently packaged in a full-color hanging clamshell.

Tracer Products www.tracerline.com www.ssgm.com

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Internet Directory Automotive Internet Directory SSGM Automotive Service Station and Garage Management

.com

Visit these companies directly at their web addresses or check out the growing list of Hot Links at www.ssgm.com. www.autoserviceworld.com.

To find out how your organization can be included in this directory and on the web, contact marc@ssgm.com. aross@jobbernews.com

AUTOMOTIVE ELECTRONICS Allan’s Automotive Electronics Ltd.

www.allansautomotive.com Phone: 780-469-8060 Your Automotive Test Equipment Repair Specialist Tool Sales and Service.

We provide service and warranty for most makes of automotive test equipment.

AUTOMOTIVE PARTS & ACCESSORIES Aisin World Corp. of America, Inc. (AWA), a leading Tier One automotive components supplier and one of the world’s largest manufacturers of aftermarket parts. AISIN’s original equipment technology and know-how is used to ensure product quality and reliability.

To learn more about our products, request a catalogue today. www.aisinaftermarket.com Goodyear Engineered Products www.goodyearep.com/aftermarket www.goodyearbeltsandhose.com The officially licensed belt of NASCAR. Gatorback, the quiet belt. You can never replace Goodyear quality.

NGK Spark Plugs Canada Limited www.ngksparkplugs.ca The World Leader in Spark Plugs, Oxygen Sensors and Ignition Wire Sets.

Used by 87% of the World’s OE Manufacturers S.B International Inc. www.sbintl.com “We keep engines humming”

AUTOMOTIVE RECYCLERS Carcone’s Auto Recycling and Wheel Refinishing www.carcone.com With over 32 years of experience Carcone’s Auto Recycling & Wheel Refinishing is your one stop for quality recycled products and wheel refinishing needs. Call today at 1-800-263-2022 or visit us on line at www.carcone.com Standard Auto Wreckers View Our Online Inventory @ www. standardautowreckers. com or call 416-286-8686.

Experienced Shipping Department to Ensure Parts Arrive Safely.

REFRIGERANT Duracool Refrigerants

www.duracool.com Nationally Distributed by: Deepfreeze Refrigerants Inc. The Leaders in Hydrocarbon Refrigerant Technology. Guaranteed In writing not to harm any Mobile A/C System. You can feel the Difference that Quality Makes. “Our Formula Never Changes”.

TOOLS & EQUIPMENT AIR LIQUIDE CANADA INC. www.airliquide.ca Your one-stop shop for all your industrial gases and welding supplies.

Auto Test Tools.ca

BUSINESS MANAGEMENT SERVICES

Your one stop for specialized diagnostic tools and accessories. Contact; www.auto-know. com, ronbrown@on.aibn.com, 1-800-665-8773

The Automotive Aftermarket WAREHOUSE DISTRIBUTORS E-Learning Centre Ltd www.aaec.ca & BUYING GROUPS AAEC - BEST - Business Bestbuy Distributors Limited Evaluation Support www.bestbuyautoparts.ca & Training - Instructing and Coaching with Independent buying the Proven Business Management Tools that group and warehouse drives a shop’s Bottom Line, Team Culture and distributor that allocates Marketplace Credibility. its profits to member shareholders and provides unbeatable value for independent jobbers.

HAND CLEANERS

GOJO Industries, Inc. www.automotive.gojo.com GOJO is a leading manufacturer of skin care products and services for many marketing including automotive and manufacturing. GOJO continues to pursue a commitment of creating well-being through hand hygiene and healthy skin.

The E.R.I. Group www.theerigroup.com Canada’s Premier Machine Shop Buying Group Kerr Machine Shop Group Inc. www.kerrmachineshopgroup.com Buying group for machine shops and performance shops.

ADVERTISERS’ INDEX Advertiser

Page #

Website

Advertiser

Page #

Website

ACDelco . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 . . . . . . . . www.TechConnectCanada.com

Philips Automotive. . . . . . . . . . . . . . . . . . . 9 . . . . . . . . . www.philips.com/automotive

ALLDATA. . . . . . . . . . . . . . . . . . . . . . . . . . . 22 . . . . . . . . . . . . . . . . . . . . . www.alldata.ca

Prenco Progress and Engineering. . . . . . 11 . . . . . . . . . . . . . . . . www.prencocorp.com

BMW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 . . . . . . . . . . . . . . . . . . www.bmw.ca/parts

ProMax Auto Parts Depot. . . . . . . . . . . . 28 . . . . . . . . . . . . . . www.autopartsdepot.ca

Case ‘ N Drum. . . . . . . . . . . . . . . . . . . . . . 34 . . . . . . . . . . . . . . . . . . . . . . www.cdnoil.ca

Shell Canada. . . . . . . . . . . . . . . . . . . . . . . 17 . . . . . . . . . . . . . . . www.shell.ca/v-power

Ford Motor craft. . . . . . . . . . . . . . . . . . . . . 5 . . . . . . . . . . . . . . . . . . . . . . . . www.ford.ca

Valvoline Oil Canada. . . . . . . . . . . . . . . . .23 . . . . . . . . . . . . . . . . . . www.valvoline.com

Imperial Oil. . . . . . . . . . . . . . . . . . . . . . . . . 7 . . . . . . . www.retailers.winwithmobil.ca

VDO OE Replacement Parts. . . . . . . . . . . 13 . . . . . . . . . . . . . . . . . . . www.vdo.com/usa

Monaco Group. . . . . . . . . . . . . . . . . . . . . . 27 . . . . . . . . . . . . . . www.monaco-group.ca

Veyance Technologies Canada Inc. . . . . 15 . . . . . . . . . . . . . . . www.goodyearep.com

Mitchell 1. . . . . . . . . . . . . . . . . . . . . . . . . . 31 . . . . . . . . . . . . . www.prosdemandit.com

VL Communications . . . . . . . . . . . . . . . . 29 . . . . . . . . . . . . . . . . . . . . www.vlcom.com

OTC Tools. . . . . . . . . . . . . . . . . . . . . . . . 20,21 . . . . . . . . . . . . . . . . . . . www.otctools.com

WORLDPAC. . . . . . . . . . . . . . . . . . . . . . . . . . 2 . . . . . . . . . . . . . . . . . www.worldpac.com

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www.ssgm.com

13-05-16 7:20 AM

original BmW Parts

bmw.ca/parts

the Ultimate Driving experience.®

Almost As good, isn’t good enough. did you know? Original BMW Brake Discs are designed to maintain its shape even at temperatures of up to 800°C.

Peace of mind comes from knowing you are using the perfect part for the job, allowing your customers’ BMW to continue performing like it was designed to.

By using Original BMW parts you benefit from: • BMW’s same-day-delivery* • 2 year manufacturer’s limited warranty • Parts that fit right the first time • BMW engineered, tested, and approved • Competitive pricing A sample of products you may require is listed to the right. To specify your application requirements and place your order, please visit bmw.ca to locate a BMW Retailer.

PerfeCt teaMWOrk. PArtners in QuAlity. originAl BmW PArts.

**Model applicable 2005 – 2011 3 Series 2005 – 2011 3 Series 2005 – 2011 3 Series 2005 – 2011 3 Series 2004 – 2009 5 Series 2004 – 2009 5 Series 2004 – 2009 5 Series 2004 – 2009 5 Series 2004 – 2009 X3 2004 – 2009 X3 2004 – 2009 X3 2004 – 2009 X3

Product Name Spring Strut, Left Front Brake Disc, Front Brake Pads, Front Windshield Wiper Set Spring Strut, Left Front Brake Disc, Front Brake Pads, Front Windshield Wiper Set Spring Strut, Left Front Brake Disc, Front Brake Pads, Front Windshield Wiper Set

Product Number 31 31 6 796 467 34 11 6 855 006 34 11 6 780 711 61 61 2 159 627 31 31 6 786 519 34 11 6 753 221 34 11 6 794 919 61 61 0 431 438 31 31 3 453 521 34 11 3 400 151 34 11 3 404 362 61 61 0 443 590

***MSrP $363.45 $171.54 $241.56 $72.50 $436.13 $210.54 $219.15 $89.50 $392.52 $187.14 $203.85 $65.00

Contact your local BMW retailer to discuss any applicable trade discounts.

©2013 BMW Canada Inc. “BMW”, the BMW logo, BMW model designations and all other BMW related marks, images and symbols are the exclusive properties and/or trademarks of BMW AG, used under licence. *Under normal conditions. Restrictions and certain limitations apply. **General model guideline, contact your BMW Retailer for exact model fitment and application, alternative parts may be required. ***Manufacturer’s Suggested Retail Price, Retailers free to set individual prices. Prices and availability is subject to change without notice. Taxes extra.

p 39 BMW ad.indd 39

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99-5432-00 I Client: ACDelco I Project: ACDelco Brake Trade Ad I Date: 13-05-08 I Trim: 8 1/8 x 10 7/8”” I Bleed: 1/8” I Colours:

C

M

Y

K I Ad#: ACD-Parts-13-4CF-751-EN

CMG MARKETING • 1125 Leslie St, Toronto, Ontario M3C 2J6 • T 416.646.3050 • F 416.646.3051

I Docket#:

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